356 Registry

Periodical Mail·Time-Dated Material
Address Correction Requested
Pos t m a s t e r : Send c han g e s to
27244 Ryan R d. VVar r e n , MI 4BD !32
356
Registry
Volume 24. Number 5
~anuary/February 2001
356 SALES
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I
WOULD YOU
BUY A USED
CAR FROM
THIS MAN?
NEW OFFERING!
1955 Speedster Blue with Tan - 39,000 Original Miles! - $85,000
That's correct , you read it right, 39,000 ORIGINAL documented miles. This car has the original TIRES still mounted .
Original tool kit, side curtains , hubcaps , paint and all the interior, in mint condition. The only item ever replaced on this car was the top cover.
1st Place, Porsche Parade, Preservation class '96, "Most Original" Award 356 Registry Holiday in Colorado '96, and cover car for
356 Registry magazine Oct. '96. This vehicle is a rare time capsule and needs a new caretaker.
Friends,
If you have a 356 to sell or are looking for a 356 to purchase, I offer many specific services that help make the
process much more convenient , private and secure. Just
call, fax or email me for more information and let me find
a car or buyer just for you.
Sincerely,
Bob Campbell
•
•
•
•
•
•
Private transactions-I am usually your only contact
Southern California showroom-by appointment
Consignment sales • Enclosed transportation
Expert evaluations and Honest representations
Indoor storage-private and secure
Sellers/Buyers remorse counseling
Headrest Set
Vinyl $395.
Leather $445.
Red Tip Antenna
$65.
Hey'
Did you get your FREE
Personalized Parts List?
Just give us a call, fax or email and we will send you a
FREE listing of every part known available for your specific
year and model 356, with prices. Provide the exact year and
model of your car, chassis number if available , and your
return mail address. It's that easy!
Teardrop Lenses
Made in Germany
$25. Pair
661-251-3500~ Voice
·661-263-0431"·Fax
Wood Rimmed
Steering Wheels
$895. to $1,950.
~
.
ee
email [email protected]
Santa Clarita, California
No affiliation with or approval of Porsche AG or Porsche Cars North America, or the 356 Registry is intended or implied.
Karen Sue & Mike Wroughton . .31
Steve Gurney
32
Jim Perrin
34
Dr. Bill Block
35
The Maestro
Harry Pellow
36
Goodwood 2000
Erik Severeid
.38
The Jim Clark 356
Erik Severeid
.39
Classified ads
SENSATIONAL
..... c::::::I .... ~ c:::: 1--fE:!
VICTO.Y
1000 km RAC£ IN BUENOS AIll[S- ~ 261!1
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VARA PorscheJAlfa Shootout
Hal Thoms
44
Coronado Vintage Races
Hal Thorns
.4 5
356 Registry magazine is the official publication of 3;6 Registry, Inc.• an organization oriented exclusively to the interests,
needs and unique problems of the 356 Porsche automobile owner and enthusiast, The mission of the 356 Registfj', Inc. is the
perpetuation of the vintage (1948- 1965) 356series Porsche through356Registf)' magazine, thecentral fonnn for the exchange
of ideas, experiences and infonnation, enablingall to share the 356 experiences of one another. ,)56 Registry. Inc. is a nonaffiliated, non-profit, educationalcorporation, chartered under thestatutesofthe Stale ofOhio. Subscriptions are available only
to members. Membership duesare 25.00 in ihe USA, whichincludes 23,00 fora 6·issue annualsubscription to 356 Registf)'
magazine, 35 in Canadaand Mexico, 45 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 membership chairperson Barbara Skirmants, 2 244 Ryan Road, Warren, MI 48092 USA, fax (810) 558·361 6 or on our websiteat 356Registfj·.org.
356Registr)' magazine (ISS" 106668i7 ) is published bi-monthlyfor
356Registry, Inc. by M Design, 225XorthSecond Street, Stillwater, MX55082.
Periodical Postage paidat Stillwater, ~Ii\ and additional mailing offices.
PO!lTMM,TER: Send address changes to
356 Registry, 27244 Ryan Road, Warren, MI 48092
Theopinions andstatements expressed in356Registf)' magazine are not necessarilythoseof356 Registry, Inc., Itstrustees, officers or the Publisher. Technical data and procedures described herein are the opinions of the authors and carry no claim of
authenticityor suitabilityfor a partlcular purpose from356Registfj' or thePublisher. Anyprocedures describedherein are carriedout at the reader's own risk.l'orsche®, the Porsche crest, Carrem®, Targa® and the distinctive shape ofthe Porsche modcIsare trade dress and trademarks of Porsche AG and are used with permission. Publisher reserves the right to edit or refuse
publication and is not responsible for errors or omissions. llmY!)'oll lmsbedyo/lr tub lately?
Onthe cover: Thepre-dellvery area outside
the Porsd1e factory, drca 1956or spring,
1957. Photoby Thomas Lloyd Meyer.
Onthe outer wrap:AMeyer family outing at
the Austria/Italy border, drca 1954.
Xo pari of 3; 6 Registry magazine mal' be reproduced in
ally form without the express written permission of the
publisher. Copyright © 200I by3;6 Registry, Inc. cJo~I
Design, 22; Xo, Second S1., Stillwater, M;>; ;;082.
Printed on a Heidelberg ; ·color press in Red Wing.
Minnesota U.S.A.
January I February 2001
3
356 Holiday 2000 in Japan
Top photo: You can see an Carrera Abarth on the left front side.
by Shiro Tachibana
Above: Left, vice president Koichi Endo andright, our guest
from the USA, Ken Ito.
he 356 Holiday 2000
Below: Now let's get going! Off on the tour Saturday morning.
in Japan started on
Photos by the authorandNeko Publishing.
October 13 at Kisarazu ,
..;;;:::::!!!!::!:!~~.
Chiba, 50 miles away from Tokyo. About fifty
356s from far north and south gathered at the newlyopened international convention center in Okura
Academia Park. The surrounding mountains were turning red or yellow, and the sky was blue as the participants enjoyed Japanese autumn with theirtubs.
This time, our national meeting was to be held
biennially, and also celebrates the 25th anniversary of
Porsche 356 ClubJapan. From pre-A through narrow
911, beautifully shined up Porsches were standing in a
row on thegreen grass as theconcours began at 1:00
p.m. on Saturday. In addition to the usual category,
thereare various door prizes for prepared, full original, out-laws, long distance, rustbucket, a large family,
young at heart (as I'm sure all ofthe members should
be), experienced, and so on. People chosen for these
prizes would be honored at theaward banquet.
In the evening, after a speech from our guest
from USA, Ken Ito, the dishes of all-you-can-eat-buffet
style dinner were quickly cleaned up, as most of356ers
were so busy shining cars, talking to one another, and
On Saturday morning, many colorful 356s went
More than 700 356s are believed to survive in
watching the judging that they had forgotten to have
out touring. After two hours driving on the winding
Japan, andwewish to keep the 356faith with enthusilunch. Many goodies that each participant brought
roads, they headed home underthefair sky, promising
astic 356folks in othercountries.
~
were sold at auction.
to meet again.
T
4
Volume 24. Number 5
~ 5S ~
'L(2 ..:
~
~
§§£i"
1
pComing
Ev nts
356 REGISTRY EAST COAST HOLIDAY
Walnut Street Bridge , the longest pedestrian bridge in the country ,
boasts outstandi ng views of Chattanooga's new rivertront.
September 5 - 9, 2001
at the
February 10
Los Angeles, California
The 18th Annual Porsche and Vintage VW Literature,
Model and Memorabilia Swap Meet will be held at the
Los Angeles Airport lIilton Hotel, 571 1 West Century
Blvd. from 9 a.m.-2 p.m. Special rate parking at the
lIilton or Car Bam next door. Admission 5 at 9 a.m.
or early bird, $25 at 7:30 a.m. We'll have over 200
tables of collectibles! Contact Wayne Callaway, 2037 S.
Vineyard Ave., Ontario, CA 91761, ph. 909-930-1999
days; Prescott Kelly, 16 Silver Ridge, Weston, CT 06883,
ph. 203-227-7770 nights, weekends; or Jim Perrin,
P.O. Box 29307, Columbus, 011 43229, ph. 614-8829046 for more details.
CoH o ... o ro ro l\ o No Oo Oo C o ...
February 11
Anaheim, California
The 10th Annual Porsche Cars and Parts Swap Meet for
all years and models sponsored by the 356 Registry,
Inc. will be held at Dunkel Brothers, 151 5 E. Katella
Ave., Anaheim (near AnaheimStadium, exit Katella off
either the 5 or off57). 7 a.m. Vendors FREE! Shoppers
FREE! Porsche-only car display at site. Info: Bob
Campbell at 805-25 1-3500 (days) . In addition, on
Sunday there will be a Swap and Display Meet for VW
Transporters (buses) at Transporter Garden, 7732
TalbertAve" lIuntington Beach, CA. Call 714-848-5955
for info.
February 17
Dallas, Texas
Maverick Region All Porsche Swap Meet will be held at
German Technology, Inc., Euless, TX (near Dallas).Just
come andtradeyour partsfrom8 a.m. till noon. There
is no table rental, no percentage, no reservations, buta
donation for snacks is appreciated. Contact Vaughan
Garrett, 972-278-6767 (eves) , [email protected]
April 27-29
Galveston, Texas
Firth Annual Texas Spring 356 Roundup at the
Galveston lIi1ton 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 and two
heated swimming pools are 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. Sundaybreakfast and
departure. Please email Mark Roth at
[email protected] or call at 281-277-9595 for
information and to confirm attendance.
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 theDana Point llarborand the beautiful Pacific
Ocean beyond. The club has full use of park for this
special day. Adelicious lunch is included for all registrants, Forinformation, please contact Bob Fitzpatrick.
760-788-9354, [email protected].
April 6 • 8
Cambria, California
North Meets South 200I is headquartered at the
Cambria Pines 800-445-6868. This facility is already
The carefully restored Terminal
Station train depot is at the heart
of the 3D-acre Chattanooga Choo
Choo Holiday Inn complex featuring a wide array of entertainment.
Enjoy formal gardens, intriguing
shops, railroad history, fine dining
and much more.
Please call 1-800-872-2529 to make a hotel
reservation. Please ask for the special group
rate. Single: $99. Double (2 persons): $99.
Plus tax. Reservations must be received by
Aug. 13, '01. Watch for more info in upcoming Registry magazines.
booked up, butrooms should be available at Creekside
Inn 800-269-52 12, Cypress Cove Inn 800-568-85 17,
Fog Catcher 800-425-4121, or call the Chamber of
Commerce at 805-927-3624. A registration form for
this event is included below.
June 8-10
McMinnville, Oregon
Campout 200I at Gary & Rod Emory's Parts Obsolete.
Call 503-835-2300 or get info at their website, partsobsolete.corn
r----------------------------------~
Cambria-North Meets South 2001 Registration Form
Registrant
_
Co-Registrant
_
Address
_
City
State
Phone
Zip
_
Email (please)
_
Circle BOTH the type of 356 youwishto enterin the Peoples' Choice ShowAND Coupe or Open:
Pre-A A T5-8 T6-8 C Spllnterest Outlaw Unrestored
~
COUPEor OPEN
T-shirt Size -mark for Registrant & Co-Registrant: S __ M __ L __ XL __ XXL __
Registrant
$79
$
_
Registrant (after Mar. 1,2001)
$99
$
_
Co-Registrant
$59
$
_
Awards Banquet**
$30
x
$
_
Concours Lunch
$15
x
$
_
**Banquet Choice: TriTip__ Chicken__ Salmon__
Total $ - - -
Cancellation refund: Up to 3/ 16/0 1=100%,3/ 16/0 1-3/27/0 1=75%, After 3/2 7/01=No refund
Make check on U.S. bank payable to: Porsche 356 Club. Send payment and Registration Form
I to: Felix & Jeannie Macaluso, 10177 Swallow Avenue, Fountain Valley, CA 92708
I
Registration Questions? [email protected] or 714 ·962·2875
~----------------------------------~
January I February 200 1
5
356 Registr,j Onli,ne:-
t
To subscribe to the Registry's
electroni t'maillist, send email to
356talk-request@356regi~try.org
with the wordsuDscribe in the message.
Or go to the Registry's website at ,
6
356registry.org
Officers
Magazine Editorial Staff
Bob Campbell, President, Event Insurance
([email protected])
20964 Canterwood Dr.
Santa Clarita, CA 91350
661·251 -3500
Gordon Maltby, Editor
Alice Ross-Jinks, Production Manager
225 N. 2nd St., Stillwater, MN 55082
651-439-0204, fax 651-439-7620
(gmaltby@minn .net)
Chuck House, Vice President
(charles .e.house@intel .com)
6402 Harvard Circle
Huntington Beach, CA 92647
714-891-2386 (H)
949-250-4043 Fax
Dr. Bill Block, Book Reviews ,
356 Registry Database Monitor
([email protected])
423 Hawk High Hill
Metamora, MI 48455
810-678-3017
Patty Yow , Secretary
Randall Yow, Treasurer
([email protected])
21 Thimbleberry Square
Greensboro, NC 27455
336-545-8994 (H), 336-275-9116 Fax
Keith Denahan, Vintage Racing
21537110thAve. S.
Boca Raton, FL 33428
561-482-0516
Trustees
Bob Campbell
([email protected])
20964 Canterwood Dr.,
Santa Clarita, CA 91350
661-251-3500
Chuck House
(charles [email protected])
6402 Harvard Circle ,
Huntington Beach , CA 92647
714-891-2386 (H)
Joe Johnson
[email protected])
618 Gatewood
High Point, NC 27262-4722
336-886-5287 (H)
Vic Skirmants
(skirmants@home .com)
27244 Ryan Rd.
Warren , MI 48092
810-575-9544 (W)
Randall Yow
([email protected])
21 Thimbleberry Square,
Greensboro , NC 27455
336-545-8994 (H), 336-275-9116 Fax
Club Services
Barbara Skirmants, Membership,
Renewals, Circulation
(skirmants@home .com)
27244 Ryan Road, Warren, MI 48092
810-558-3692, fax 810-558-3616
John Jenkins, Travel Assistance
Network Guru
[email protected])
3122 Kingsley St., San Diego, CA 92016
619-224 -3566 , 619-224-3933 Fax
M & M Enterprises, Wes & Diane
Goodie Store
([email protected])
25209 Casiano, Salinas, CA 93908
831-643-0356 , fax 831-643-1333
Brett Johnson, Porsche Factory Liaison
([email protected])
7510 Allisonville Rd., Indianapolis , IN 46250
317-841-7677, fax 317-849-2001
Dr. Brett Johnson, Restoration Editor
(356drb@indy .net)
7510 Allisonville Rd., Indianapolis, IN 46250
317-841-7677
Dick Koenig, Four Cam Forum
7S 710 Donwood Dr., Naperville, IL 60540
630-369-4492
Harry Pellow, The Maestro
([email protected])
20655 Sunrise Drive
Cupertino , CA 95014
408-727-1864
Jim Perrin, Historian
([email protected])
Box 29307 , Columbus , OH 43229
614-882-9046
Brad Ripley, Teile Trivia
1415 Satellite Dr. Sparks , NV 89436
775-626-7800
Jim Schrager, Marketwatch
([email protected]\)
54722 Little Flower Trail
Mishawaka, IN 46545
219-259-9261
Vic Skirmants, Technical Editor
([email protected])
27244 Ryan Rd., Warren , MI 48092
810-575-9544
Hal Thoms, Pholographer,
W. Coast Vintage Racing
13341 Ethelbee Way, Santa Ana, CA 92705
714-731-7191 (W)
Pat Tobin, Pat's Posts
(tobinp@ix .netcom.com)
17092 Chatsworth St.,
Granada Hills, CA 91344-5849
818-368-1262
Chris Markham, Webmeister
(csm@adobe .com)
1058 Lincoln Ct.
San Jose, CA 95125-2637
408-536-6252
Robin Hansen, Ass't. Webmeister,
email List Monitor
(rhansen@cableone .net)
Rick Dill, email List Monitor
([email protected])
Let's hear it for the crazies! A toast to those
among us who have gone over the edge, beyond the
limits, around the bend. I'm talking about 356 people,
the ones who indulge their fanaticism in ways sometimes outrageous, sometimes sublime; the oneswhose
mollo mightbe, "If its worth doing, it's worth doing to
excess."
I'm not referring to the gold chain crowd who
simplythrow money at a thing, even though the financial aspect of a 356 project can be pretty daunting to
the faint-of-wallet and considerable time or moneyor both-arc usually required. My heroes arc the
hands-ontypes who are driven byintellectual curiosity,
scientific interest, a zeal for historic accuracy, aesthetic pleasure or a combination of these and many other
reasons. Myheroes are, in no particular order:
The guy who spent the last three weeks bead
blasting, chemical stripping and re-plating all the fasteners for his Acoupe restoration project. That doesn't
include the hours he spent carefully removing them all,
cataloging their location and finding original replacements forthe ones too far gone to save.
Is this nUL~ or what?
Another man who replaced a floor pan bydrilling
out each spot weld-but onlythrough the first layer of
sandwiched steel-then carefully laid a nice round
dollop of weld material into each hole to secure the
nell'floor. Then, with a tinygrinder, tookoffthe top of
each weld in a not-quite-level swirl that perfectly replicates the indentation of the Factory's "clamp" welder.
Can you say, "Funny farm?"
11011' about the fellow who repainted his carfour times- because the metallic particles were too
Gordon Maltby
My heroes are
crazy people
smallandthe finish was too perfect. It was gorgeous. It
just wasn't authentic. What a looney!
Then there are the guys who spend years looking
for the correct glass bowl for their Carrera engine's fuel
filter. The oneswho can't sleep at nightknowing the big
concours is tomorrow and the allen head set screwon
their radio knob has stripped threads. Imagine!
And of course, the Spyder owners. Now we're
talking seeeeerious insanity. Here's where the rubber
reallymeets the road to mental instability. And you can
bet it's a sticky R-5 compound that's sure to gct them
there in a hurry. Wackos!
So every time I sec those perfect, beautiful cars,
with lovely door gaps and seat scams and proper carpet binding and spotless purring engines, alii can say
is, "You guys arc crazy!"
Oh, and by the way, "Thank you, than k you!"
VISIT OUR WEBSITE
. Many New & Used Parts
Forinformat ion visit our Website or call
TOLL FREE 1-800-950-0356 for a FREE Catalog
1325 West 30th Street . Indianapolis. IN46208
Phone 317-926-6818 . Fax 317-926-6841
www.docncy@in .net
WWW.KLASSE356.COM
ORDER ON LINE:
parts @ KLASSE356.com
311 Liberty St., Allentown , PA 18102
w·
+.
~ SIJ\ e~~UAL CIRCUIT CONVERSION KITS
EVERYTHING YOU NEE D FOR THE RESTORATION
AND MAINTENANCE OF YOUR 356, 912 & EARLY 911
EVERYTHING YOU NEED TO MAKE THE UPGRADEl
Protect yourself (and your 356) with the safety of dual circuit braking .
Over 400 kits sold. For drum or disc bra kes . Easy installation.
Reg $~
NO""
Reg $~
NO""
DRUM'BRAKE $ 1 7 9 00 DISC BRAKE $2 7 9 00
Parting Out:
1976 912E - Good Motor
1969 912 - No Engine
Call with your needs.
Follo w the
restora tion of
Brett John son's
ea rly Cabr iolet in
upc omin g issues
of Excellence
magazine.
Aero Mirrors
REG. $5000/ea.
ON SALE:
$4 500/ea.
OR
$8 600/per pair
January/February 2001
7
want to thank 356 Registry trustee Joe
Johnson forhisguestcolumn onthis page last
issue. Joe has put in far more than his fair
shareofvolunteer time for the Registry over the years
and remains one of our most active supporters.
Thanks again Joe.
The most recent 356 Registry trustees meeting
was heldon September 14, 2000, justprior to theEast
Coast Holiday in Roanoke, Virginia. Your treasurer
Randall Yow reported that all is well at the present
time, but as our magazine costs increase each year,
along with expanded membership services, postal rate
andinsurance premium increases, wefinally must consider raising our annual dues to keep pace with our
progress. Your Trustees have been monitoring anddiscussing this situation ateachtrusteesmeeting and, after
six years, we have determined that we must increase
I
theannual dues by$5, starting January2001. The new
rates will be $30 USA, $40 Canadian and $50
International. Still a bargain in my opinion.
Your membership chairman, Barbara Skirmants
then gave her report. The magazine issue that mailed
just prior to our meeting went to 6,749 members. This
compares to 6,409 members one year ago and 6,082
members two years ago. Our membership is steadily
increasing, with about 50%ofnew members coming in
from our website.
Trustee Chuck House then reported on our
Website and 356talk. 356talk now has over 1400 subscribers and our website is constantly improving. This
is all due to the efforts of 356talk listmonitors Robin
Hansen and Rick Dill and your webmeister Chris
Markham. Many thanks for all your efforts fellas. We
will continue to support, expand and improve these
venues, as they have proven to be a major contributing
factor in the continued growth of the 356 Registry. If
you have not visited the website recently, do so, and if
you are notafraid ofinformation overload, subscribe to
356talk. There is somuch valuable advice being passed
around daily, it is truly amazing.
Other topics discussed at the meeting were the
by-laws revisions, insurance and the 356 Registry's
relationship with local owners groups, the 356Registry
Vehicle Database, an annual 356 Registry "Hall of
Fame" award, archiving past Registry magazines on
CDs, future Holiday's and contract renewals. it was a
very full and productive day.
The next three days were filled with friends, fun
anda huge collection of 356's in a beautiful setting. As
reported in thelast issue, theBlue Ridge Holiday was a
terrific event and I want to thank Mick Michelsen and
allhisworker bees for their considerable efforts. I still
don't know how they arranged that perfect weather.
You should be making plans now to attend the
356 Registry's All Porsche Swap Meet and Race Car
Show inAnaheim, California on February 11, 2001 and
the Porsche and Vintage VW Literature, Model and
Mobilia Meet at the LAX Hilton on February 10, 2001.
Check UpComing Events on page 5 for more fun things
to do in 2001. Thanks also to all356Registry members
who voted this past election; I wish more members
would participate as you have. Until next issue dear
readers, please drive safe and remember, "If you don't
drive it, you don'tgetit!"
,~
The Select Auto Insurance Program:
designed for pleasure driving
"What are three wishes when shopping
for classic auto insurance?
Product, performance and customer
service. In 1991 when we were research ing insurance alternatives for our
1954 Porsch e Speedst er, we look ed no
furth er when we found Leland-West.
Their products and quotes were the
most sound and reaso nabl e we had encountered, and we were absolutely
thrilled to have discovered an insuranc e program that actually encouraged
us to drive and en joy our car (What?... a
5,000 mile per year limit ? Eureka!).
you know where you are able to call
and reach th e President himself to
answ er questions, concerns or just
talk " car ta lk "?
Of course, it helps that Leland -West's
President himself is a classic car buff
who owns a 356 Porsche ! His personal
underwriting and participation lends
value and credence to Leland-West 's
product and service. And to know
that he, therefore LelandWest, identifies with and shar es th e
passion and enthusiasm that we all do
for this sport and hobby is fabulous .
We're very pleased , and recommend
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Leland-West personifies th e collector
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Volume 24. Number 5
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In the Mail
Headlight
Stoneguards
WOUld like to congratulate your team on this
miracle called 356 Registry I W:L~ stuckinthe
middle of 356 nowhere land (that's a good
definition ofPortugal) , expecting to pay huge prices to
the fell' guys who sell very bad quality repros. This
group saved me thousands of dollars, allowed me to
buyoriginal and verygood repro stuffandallowed me
to meet trustysuppliers. It couldn't get better than this,
I guess. So, I can only "i sh everyone in the Registry a
fantastic Christmas and hope this group has many
healthyyears ahead,
All the best,
!
Miguel Calde ira Proenca , Lisbon, Portugal
"No drilling"
$275.
Lug Nut
Tiedowns
Set of 4
$130.
n Sept. , 29, 2000, myson Kyle and I traveled to Nurburgring, Germany in our 356
Speedster to participate in the EifeleKlassik. This is an annual historic race held at the
German Grand Prix track. There were over 300 vehicles in attendance including: Alfa Romeo, Aston
Martin, Austin-Healy, Bentley, BMW, Jaguar, Ferrari,
lotus, Maserati, MG, Mercedes, and of course,
Porsche...lots ofthem. We ranOct. I & 2 on the23 km
track and finished 10th in our class.
O
Kenn eth Ernst, Martin sville, NJ
left, from the Motor Cities Group:
I think he means ·wife trouble again;' when she
sees a new restoration project coming home. -Ed.
At
ORDERING INSTRUCTIONS
Include check or money order in U.S. funds payable
to M & M Enterprises, or charge your order to your
major credit card.Add S9.50 shipping for orders
over $100.For overnight, foreign, and special or
large orders-please call. Mail orders to: M & M
Enterprises , 25209 Casiano, Salinas, CA 93908.
CA residents please add 7.25 % sales tax.
To Order Call
831-643-0356
or fax (24 hours)
831-643-1333
Email [email protected]
Trevor's Hammerworks
Pre A
$2750 00
A $2750 00
T5 $99500
C $99500
• All Hand Crafted
• User Friendly
• For All 356
Model Skins
• Panels with Detail
Posters: Factory, event & commemorative
(buy/selVtrade)
Publications: Factory manuals, supplements,
literature
Advertising Items : special Factory pieces
Postcards: Factory & period releases
P.O. Box 1382
Willoughby, Ohio
44096-1382
Phone 440-953-0501 • Fax 440-602-9885 • www.356panels.com
-
Original
Memorabilia
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Ads: originals from the era
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~~~
SPYDER ENTERPRISES
RFD 1682 - Laurel Hollow - NY 11791 -9644
Tel: 516-367-1616
FAX: 516-367-3260
email: singer356@ aol.com
January/February 2001
9
Ebenso nordlich des Polaritrelses
24 Stunden von Le Mans
II
Rallye "Zur Mitternachtsson ne
Schwed en
aving been a 356 owner for nearly the past 30 years, I have
been continuallyfasci nated with the enormous graphicoutput
of this small company. Clearly, with design genius and gifted artist
Erich Strenger, the Porsche factory was blessed. Their pieces have stood the test of
time and today represent exceptional examples of graphic art, designand printing.
With mybackgroundin the printing and design industry, I havefocused mypersonalcollecting on poster graphics including Factory issues, event posters and commemorative pieces. The "bible" during much of this has been the famous
Lewandowski Porsche Posters bookthat documents most of the 356 era images as
well as the911 era. It is a landmark book that assembled, forthefirst time, probably
over 95 percentof all the known posters.
My intention in this series of articles is to add to the bodyofwork represented in Lewandowski with missing 356-related images, as well as to
H
SENSIITIONlll
f=::It:::JF==t55SC::::1--f155
VICTORY
1000 km RACE IN BUENOS AIRES January 26th
CLASS TO 2000 cern"
It'
MoII IB.hra - PORSCHE RS
•
CLASS TO 1500 cern"•
In
Borth Mi.,.•.. y 00
3 '" J h
.
.
'Y- PORSCHE SPYDER
u an W'. " -PORSCHE SPYDER
aIh
!!YERALl:
Mo SS/ B.hr:;:-PORSCHE RS
Borth/Mi. ,• •/ ... 00
.
"
By Everett Anton Singer
PhotographybySteve Geraci
present event posters that graphically feature the 356or Spyder. This first
installment will, arbitrarily, address the smaller fo rmat (under 33" x 46")
posters done by the Factory. Please understand that this is not a "definitive" compilation of all the "unknown" images, buta presentation of those I have been able to
locate andidentify over the past 20+ years.
10
Volum e 24 . Numbe r 5
'Y- PORSCHE SPYDER
---.-
SEBRING
GRlNO PRIX Of fLORIOl
•
lif ·.....
~_
.. ...
OVERllllNOEX &llSSIfICllION fIRS! lNO SE&ONO
Rl&\NG SPORlS ms
1500 c.c.:
SERIES PROOU&TION ms 1600 c.c.:
1·2·3·
The first two images on the opposite page, LeMans and 1600
Carrera, are in the 16.5" x 23"size range andwere done in the mid- to late
1950s. The LeMans bridge early watercolor art byStrenger is, in my mind, his finest
work in this soft color washtechnique. The nextimage from Buenos Aires is one of
several "imprints" with this basic design, most likely produced by Porsche of
America. To savemoneyandtime, the poster background was printed upin bulk :U1d
then thespecific information was "imprinted" at a later date as needed. The size is
an oddity at 21S ' x 27S' .
The balance of theimages arc all of the same 23" x 33" size. It is interesting
toseeStrenger's usc ofphoto images becoming designelements, in particular in the
Sebring poster. This technique was usedextensively later inthe larger formats aswell
as the 911 era. The "A" wheel at left, an extremelyrare image, is known to have at
lC'JSt oneother language imprint other than English. Thissteeringwheel poster heralds the beginning of what we might call "lifestyle" posters, as opposed to racing or
historic images. Many of these were to follow during the B, Cand 911 series, and
into the presentday.
Likethe 1600Carreraand"A" wheel, the 1909-1959 poster is unusualas these
arc more like "showroom" posters instead of race-specific highlights (sort of bragginghowwell theydid). It does, however, bring the historyofPorsche into perspective byusingthe 1909 PrinzHeinrich Fahrt "Tulpenwagen"-designed and driven by
Professor Porsche--on the top, tying in with the 1959 Cabriolet on the bottom with
the colorful ribbon and the subtleheadline "1909-1959." This "anniversary" piece
seems to follow a mid-fifties print advertising theme of building on the elder
Porsche's designreputationto promote the newmarque, even thoughit was a stretch
to implythe 3;6 hadany connection with the Tulpenwagen or, say, the Auto Union
Grand Prix cars.
To me, one ofthewonderful partsof this graphic adventure is-as we willsee
next time- finding items you'venever seen before, sometimes in the leastlikelyof
places!Anycomments,questions, etc. please send to me at: [email protected]. In
the following installments, I will address the larger format posters (almost all
"showroom"variety) as well as race event images. Enjoy!
January/February 2001
11
In the eye of
the beholder...
Michael D, Moody
nclosed is a photo that was taken while on
vacation in the San Francisco Bay area
where we were visiting the Palace of Fine
Arts. When we pulled in to park, wewere indeed treated to this display; fine art indeed! No doubt this person
is a true enthusiast. If this were any other car type it
would probably be in the salvage yard. I would love to
see who comes forward as the owner. I think I may
already know.
Thanks for tbe photo, Michael. The owner of
tbis car gets our bi-monthly "keep 'em rolling
award. " Editor
E
Do Porsches
have karma?
Bill Haupt
ast fall, a beautiful Ivory '5'4 Speedster rolled
into my shop and wound up parked next to
my '55 550 Spyder, a long-time project of
mine. The owner of the Speedster, Pete Kinsey, wanted
winter storage and some minor mechanical refinements to make driving in good weather more pleasurable.
Pete was telling me aboutthe Speedster's history:
ex-Yankee candle museum, ex-JerrySeinfeld, ex-racer
Skip Hudson. This was the Speedster that edged out
James Dean in his Speedster at the Palm Springs race
that subsequently led to Dean buying a faster 550
Spyder.
L
I have a poster hangingin myshop ofJames Dean
washing his Speedster andoverseeingwork being done
on his Spyder at Yon Neumann's dealership. It's the
same frame from which the Champion spark plug
poster originated. We both remarked how visually
identical James Dean's Porsches were compared to
ours: sameyears, same models and colors. It actually
made the hairs on the back of my neck stand up.
We know these facts: James Dean's Spyder was
serial #5500055 or #55 as its usually referred to and
my Spyder is #54, so it's no surprise they looksimilar.
Pete's Speedster is #80032andwedon't know the# of
James Dean's Speedster. However, I heardthe car still
existed and its serial # might be #33. Pete's car and
mine both sold newin California, were raced, and now
live near each otherin southern New York. Both owners are members of PCA, 356 Registry and YSCCA.
So I ask, "Do Porsches have karma?" or is this a
typical occurrencein the world of Porsche?
Celebrating 25years in business and many more
ontheroad ahead ! Break into anew dimension
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--- - - - - -- - - -- -~
II.------------------Name:
_
Fax coupon to:
2 17-347-2952
I
I Address:
I
I Zip+4:
_
City:
State:- - -
Or mail coupo n to:
Tweeks
I
I Daytime Phone: ( __ _ _
I
: Year:
Model:
Body Style:
: E-mail Address:
I
I Do you belong to a car club? 0 Yes 0 No
12
Volume 24. Nu mbe r 5
P.O. Box 1368,
Dept. T30 11,
Effingham, IL 6240 1
_
Net Results
Itemsof interest gleanedfrom the Registry's electronic mailUst
356
Spray lubricants
\\'0-40 is a penetrating lubricant, but it penetrates better than it lubricates. It's
OK for rustydoor hinges and the like, but I wouldn't want the harsh cleaning ingredients of WO-40 in my engine oil. In trace amounts it probably won't hurt anything,
but I would stick to a real lubricant. #2 diesel fuel is a good penetrating lubricant
which won't leave anyaggressive residue.
In the world of antique clocks, WO-40 is a plague. Clock mechanics never use
it, but many owners do when their clock begins to slow down. When the penetrating
partevaporates, the residue which is leftis more gummythan lubricant, and the clock
is on its way to the shop. Everyclassic clock fixe r has had customersbring in a clock
which reeks with the smell of WO-40, swearing that they didn't use it! Save it for
squeaking door hinges. Pat Tob/II
EnterpriseS~
Vic & Barbara Skirmants
Complete Performance Parts & Prep
Relative exhaust system weights
I'm positive this information has been available previously, but I have not been
aware of it. So, I recovered the parts from the rafters of mygarage, and at 75 that's
not easy. After wiping offthe dust, bathroomscale (not analytic balance) weights are:
21.0 Ibs.
stock USAmuffier
stock Euro muffler
25.0 lbs.
28.5lhs.
Abarth muffler
pr, j -pipes only (no heater)
5.0 lbs.
12.25 Ibs.
set stock USA[-pipes wi heater & flapper boxes
pair Euro heater boxes
31.0 Ibs.
Totalstock USA setup:
33.25 lbs,
stockEuro setup:
56.0 lbs.
Aharth muffler wi j -pipes, heater & flapper boxes 40.75 lbs,
26 Ibs.
bare j-pipes with USAmuffler:
33.5 Ibs.
bare[-plpes with Abarth muffler:
Now, howam I going to getall those parts back up in the rafters?
Linus Pauli ng,Jr.
7 Cinnamon Lane, Rancho Palos Verdes, CA 90275
310-377-0012 ' fax 310-377-0912 ' mobile 310-266-4718
Strong exact
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Restoration Services
Complete Restoration Management and
Services of Porsche 356 GT, 550, 550A, RSK, RS 60/61. Over 25 years
experience in the complete restoration of five GT'sand twelve Spyders of all
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17
GTaluminum
mirror housing,
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and stand
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Call for Catalog
27244 Ryan Rd ., • Warren , MI 48092
810-575-9544 • Fax 810-558-3616
ders orts.com h=i.[IE]
Vintage Racing I Restoration
Products & Services
For the 356 GT:
• Louveredaluminum deck lid skins • Oil tank screen & bracket
• GT louvers foryour steel deck lid • Rollbar with stub ends
• Gas cap with fin - nickelplated• Gas filler neck and tray
• Full Support Wheel Spacers for DrumBrakes
• Aluminum GT mirrorcovers
• Brake Backing Plate Conversions • GT Make-overs
fJ:r;o;,";'i 'j0'l;i"=} • Plexiglass windows forallyears
• Performance exhaust tip
• Starterservices:
6Vrebuilds, 12vconversions
~iZ".1L~~,~
• Aluminum tonneaus with headrest fairing
Racing / Restoration Products & Services:
• ZenithGarbs - Race Preparation
• WoodSteering Wheel Restoration and Refinishing
• Vintage Race Decals- Many Styles and Sizes
All Work Performed by European Craftsmen
Robert Kann
Phone I fax (562) 431-1523 • Los Alamitos, CA
Catalog Available • [email protected]
January/February 2001
13
n Volume 23, Number 6, I commented about
the present whereabouts of herr Schmidt's
unusual 3;6 and once again Geoff Fleming
has come through. He sent a photocopy of an article
written by Henne Lembeck in the Dutch 356 club's
publicationDe 3; 6.Thearticledescribes a gatheringat
the Nurburgring in 1992 where the largely unaltered
car made an appearance with its current German
owner, Lutz Miihmer. Geoff's Dutchis apparently much
better than mine, as apparently is his filing system. I
stillwant colorphotos of the interior. Maybe oneofour
European members has some?
I
Front scripts
A couple of folks weighed in on the T5 front
script discussion from last time. Ernie Puskas from
Baberton, OH reports that 110654 has no script, but
front repair is evident. Zeke Sampson sent a photo of
his Roadster #86992 which shows an excellent exam-
--:.-JoeJohnson also reports ifG3 on 1960cabriolet
#I; 4542. If anyone knows what, if any, significance
they have or wants to add to the list, contactJim at
[email protected] or phone (303) 840-23;6 .
New old gla_S_s~
-::-:--::::-- -
Bob Murray _
F=Cl~5SC::He=
from Sacramento
Presents:
had a great tiponthe
I N INTERN ATI ONAL RA CES A ND R A
LLYE S
e-mail list about
replacement side win1954
270 VICTO RIES
dow glass. This will
benefit my perpetually
I~J TYP 356
ongoingGlasercabrio1. ~
. h 'fs ne w Featu res 55
1953
Cccce a nd Co nv erti bl e WI' ,
let restoration, since
2 20 V' Cr ORlE s
only one side window
survived.
' 952
"My oid glass was
161 VICTOR IE S
PO RS CH E .c\on
Yo u n g e s t b roth e r of th e
pretty scratched up and
/
I had been looking for
19 5 1
replacements for a long
time with no luck. I had
3.
Fe a the r-weig ht, C ha m pion
t e
windowglass for my 1953
cab made locally. I took
, 19'.
my glass to a glass shop.
Theycutthe glass; then I took it to a local trophyshop.
The trophy shop took a digital picture of the Sekurit
logo (they call it a 'bug'). They actually enhanced it,
then sandblasted it in the correct place. They came out
A goa l rec ched l Here is on a utomob ile d esigned with two things in mind
great. The glass and etching cost less than $150."
[-==
pIe of the notorious front repair that seems to plague
early T5 cars. It also shows two remaining original
script holes. Based on new information and that presented last time that puts the Roadster change between
#86992 and #87581 and the coupe change between
#109796 and #110829. One can assume that, since
theywere built under the same roofand shared allelements of the front sheet metal, the cabriolet change
occurred at the same time that the coupe did. The
Drauz-built Roadster probably was a little earlier or
later. If anybody has cars around these chassis numbers and cancontributeanyinformation, please do. I'll
get an approximate calendar date next time - probably...
New survey!
Jim Kelloggofthe356 Restore in Colorado polled
the folkson the e-mail listabout stamped letters on the
rear lids of 1958 - 1960 coupesunder thegrilleon the
upper left corner, just across from the lasttwo digits of
the chassis number. It isn't known if there is anysignificance, but here's the list currently tabulated:
19; 8
19; 9
10401;
104641
104784
1049; 0
1086; 8
G
KI
H
G
G
KI
H
WI
KE
K
1960
109735
G
111077
J
111;21
SI
112699
B2
113105
SI
Other letters HI, EA, E2 , F
14
Volume 24. Number 5
samephoto with the background dropped out and the
later crested hood handle airbrushed in place.
The color listing for coupes and cabriolets is
dated 1954 as isthe Spyder specification sheet. Indeed,
the onlythings that leads to the conclusion that it is for
19; ; are the title page, the use of the word Continental
and the chart showing 270 19; 4 race and rally victories.
The text that describes the Speedster as embodying the design principles which made the Continental
famous is priceless. I'm sure it came directly fr0lE- a
typewriter in Hoffman's marketing firm.
'4Q
=d~
~OR5CHE'Fomi IY
:UVI CTO Il.t U
0
5vrCIQ • • e s
1955 Salesman's book
I commentedlast time about notbeing much ofa
literature expert andabout that time,John Daracksent
mea copy ofa 1955model year U.S. salesman book. I
have seen parts ofit before, indeedthe color chart page
was the basis for the 1954/55 color information in the
second edition of my authenticity book. I have also
seen the Speedster color information pages havematerial samplesand paint chips.
The bookis loose leafand hasabout thirty8 x 10
black & white photos, many of which have been published in various other places. The bookis brokeninto
sections on the Continental, the Speedster and the
Spyder. None of the photos show cars newer than the
1954 modelyear and the Speedster illustrated is oneof
the four prototypes.
The photos used to illustrate the Continental
coupeandcabriolet models are forthe most part 1954
models, although 19; 3 and 19; 2 coupes also appear.
None of these cars has Continental fender scripts.
Interestingly, one of the cabriolet photos shows a front
3/4 view of a 19; 4 model with horn grilles and short
hood handle. Those with the Miller and Merritt literature book can turn to page 58 and see thevery same
photo on a 1955cabriolet brochure with theprovocative caption, "Drive it and be envied." It actually is the
O ne , to give its own e r lu xur y , beauty cnci q ua lit y.
T w o , to pUI 0 car on the roods of Euro pe which wou ld
master its neve r-ending curves end hills.
The C O NT IN ENTAL reached thot go al a nd in do ing so ga ve be ck to
drivers the keen plec w re of comma nd. Swoop ing swallo w- like ove r the
hills, the P O RS C H E C O N TIN E NT A l lea ds the way .
Remember :
Years ah ead in e ngi nee ring means miles
a head a n the road .
The Speedster is
0
na lura l resu lt of engine ering superio rity.
Embo dying a ll of the bosic d esign p rincipl es which mode the Continental
fam o us. the Speedster wa s fas hion ed for ra mbling
" round the cou ntry at low cost". It is a sma rt, fast, goodlooking
you ng brother in the Pcr sche cion.
The RECORD -
I' has been sold tho! ' he proof of the
pudd ing is in the tosting . We ca n soy withoul hesita tio n thc t the
proof of Pcr sche is in the ra cing. In o ur first year, 1950 we won
five ra ces. As the cor wa s care fully mod ified and improved mo re
a nd mo re vic tori e s mod e Pc rs c h e c o r s g rea tly d esire d by
discr iminat ing motor ists. Onl y ha lfwa y throu gh th e y eo r 1954
we have been victorious the a ston ishing number of 2 1 4 times
T h e m o s t c onv in c in g pr oof in t h e w or ld th o t
"Ye ars ch ecd in engin ee ring me a ns miles a n the roa d ".
Whatzits
Ansuers 0 11page 23
Bowden
Tube
Adjustment
Starting with an
easy one, the item at
left is used on A cars
(I'm not sure about
pre-As) and there are
two per vehicle. I'mtoldthere are left
and rights but I sure don't know the
difference.
The part above is also located
in the fro nt of the car (now I'm givingitaway!) and issecured withsome
hefty 100101 studswith those bend-up
collars to keep the nuts in place. I
guess they didn't want this babycomingloose at speed!
At left, from the somewhat
twisted mind of Dick Weiss of
Cincinnatti, a real stumper. This is a
bad photo, but you get the idea. I
think if you ever wrestled one of
these on, you wouldn't forget it. It's
from very earlycars and no, it's not
the fabled "tinworm."
YnZ'B
~
~
WIring Harnesses for Porschess
Authentic reproductions of original harnes ses using
correct ly color-coded wire & termina ls.
Simp lified numbering system
with illustrations for easy installation.
Battery-to-starter cables
-Satisfaction Gua ra nteed'48 -65 Coupes
'5 I -65 Cabriolets
~~ '54 -58 Speedsters
~ E '58 -59 Convertible D's
' 60-62 Roadsters
~~
'55 -65 Carreras
'8"5 ' 65-68 912s
1; i3
'65 -68911s
Abarth Carrera
904,906
:I: .~
'48-68 Battery Cables
>
' 62-65 Sunroof Harnesses
San Diego, CA
t's surprising that there
is no information in This VW manualillustration also appliesto the early 356. Theinstructions
factory repair manuals read: "The clutch cable guide tube at the end of the frametunnel should
on setting theclutch cable sleeve bend down 20 or 30 mm = .8" or .12" (B). This preloadis obtainedby
(Bowden tube) otherthan "there inserting washersbetween the bracket at the transmission and the end
pieceof the guide tube (A):'
shouId be no free pIay 0 f the
cablesleeve between conduit and bracket." The bow in
Editor 's note: There aresome obvious differthe sleeve and cable is necessary to prevent feedback
ences between the VlV and later Porsche tubesduring clutch operation due to motionof transmission adjustment, for one thing, is made b)' a threaded
and engine, This adjustment is familiar to those 356 collar-but the principal remains the same, Some
owners who have worked on earlyVolkswagens. The
"bow" must bepresent in the tube toprevent chatearly Porsche parts books make no mention of VW
ter and balkingas the clutch is engaged, The tube
parts used on the 356but I didn't think thepolicy also
must alsohave adequate lubrication.Although some
extended to certain repairs and adjustments, The VW people have usedSTP or other beaoy oils, grease is
factory maintenance manual (for '52-'57) covers this
best since other lubricants would tend to migrate
adjustment and I have attached a copy. As you cansee, downward overtime, Some tubes have a grease zerk
the bow in the cable sleeve should be 20 to 30 0101
which should be used when lubricating the rest of
(0,8" to 1.2") below thecenter line. Thismight be difthe car. Echoing Richard's thoughts, it'scurious the
ferent fortransmissions later thanthe 519series.
Factory' didn'tmention it in thedriver's manual.
I
,,_ 6otO l •
~ SpecialiZing~
356 an~~r~
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In.n.... 01 aarts >I<
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U
Fax: 562.531.4451
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e. rust repairs
Cet.
11
"1978
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(909) 798-1498
ynzyesterdaysparts.co m
By Richard Miller,
OWNER
--=
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See us on the web at:
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(858) 586-7771 • Fax (858) 586-1669
8645 Commerce Ave.
San Diego , California 92121
January/February 2001
15
or years 1 struggled when installing the Cshaped clips that hold down the parking
brake shoes on a 356 C. It is necessary to
first assemble the shoes and return springs before
installing onto thebacking plates. This means having to
install theC-clips after putting theshoes andsprings on
the backing plates. It's not easy but 1 finally gotsmart.
Here's how to do it: insert a long feeler gauge into the
slotin thebacking plate, then sliptheclipover theshoe
and tap it into the slot. Pull out the feeler gauge and
you're done.
ingat any of these locations, the float will sticklow or
high and cause you serious headaches.
F
Valve stem seals
Let me explainabout valve stem seals. The intake
valve seessome fairly high vacuum in the intake port,
which of course can pull excess oil down the valve
CWQ,WP" 111tC~
New Parts
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Engines
912 used, low miles, exit.
Race engine, 11.7 to I comp ,
'64 Euro, as new show quality
Pre-A engine, mostly complete
I v",'
em,. intothe
p .
t encombusiio~cham
'
h"_.
Porsche finally atl e ~e,ll!~.;~it[Th~C models- ButUt~r
on the intake, bunky! You don't putvalve stem seals on
the exhausts! There is'no vacuum in the exhaust port,
antithe exhaust valve runs very hot. The exhaust valve
needs the oil that gets into the valve guide. 1 recently
tore down a set of heads with valve stem seals on the
exhausts. The valves hadto betapped outwith a punch,
because whatever oil did get in, got carbonized at the
bottom of the guide.The valve stems were also worn
undersize, which is not thatcommon on the exhausts.
$3500.
$5850.
$6950.
$1500.
The current crop ofSolex needle valves seems to
be mostly bad, but that's not the completeequation in
Solexfloat level maintenance. The small brasssupport
forthe float pinisvery thinanti cangetbentfrom vibration, high fuel pressure, or careless handling. Before
installing the support, examine that it is basically
straight, as well as the very skinny brassrod on which
it hinges. It should pivot freely on the skinny rod, After
installing, check that the sides of the support do not
bind on the carburetor body, andalso thatthesides do
not pinch the edges of the float hinge. If thereis bind-
Transmission & Gears
ASK ABO UT OUR IN-HOUSE REBUI LD PROGRAM
ON YOUR TRANSMISSION OR OURS.
Misc. Used & Rebuilt
ZF steering boxes, rebuilt, exch
$695.
6-volt regulators, rebuilt, exch
$ 125.
C/SC/912 oil coolers, rebuilt , tested, exch ..$225.
C/SC/9l2 crankshafts
Call.
C/SC/912 rods
Call.
A guards; set, OE used, nice
$250.
Go ahead, check the brass pivot support on your
Solex. I'll bet it's slightly bent in the middle
(arrow). If the center is bowed too far, the sides
will begin to rub inside its housing in the carbo
644
741
Race
Ratios
7191 Ara pahoe Rd.
Bo ul de r, CO 80303 USA
email : tomco nway @carq u ip .com
WE TAKE TRADE-IN PARTS AND BUY USED PARTS
Volume 24. Numbe r 5
All of the float pivot parts must be straight and
movefreely. The smallsupport (55) can easilybe
bent from rough handlingor long term contact
with its adjusting screw (62). The narrow pin (56)
can also bind the support if it's not straight.
Race gears 741; IC-12:33 , 2C-15:32, 2A-16:31 ,
2E(spec)-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 gear-28:2 l better gas
mileage, lower engine rpm.
NEW 7:31 R7P, 12-bolt for AIB/C, speciaI..$895.
741 torque-biasing limited-slip , new
$1795.
Rebuilt 741 trans, exch
$1950 .
Rebuilt 644 trans, exch
$1850 .
Rebuilt race 741 trans, BEBA w/LSD
$5250.
Phone: 303-443-1343
FA X : 303 -444-3715
16
~
Solex needle valves
Squeaky wheel
Got a squeak in yourB or Csteering wheel? No,
the bearing isn't necessarily dry. Pull the horn contact
button out of the steering wheel and put some grease
on the carbon end. The carbon rubson a copper strip
in thecolumn to completethe ground necessary forthe
horn to work. The grease won't interfere with the
grounding, butwill cure a squeak.
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, 912 stainless muffler, new
B/C, 912 US & Euro muffler, new
A/B/C sport exhau st muffler, new
A horn buttons
Carrera 2 rear lower valence , new
Viton gasket sets & seals
Pre-A ign. Rotors, Bosch, new
Grounding 101
Now for a very interesting item from Tom Beil of
Reading, Pennsylvania. It seems thatTom hada persistent running problem as his racecar gotwarmer. After
eliminating the usual fuel system possibilities, anti
every electrical thing he could think of, he still had the
problem. Finally an old-timer mechanic took one look
and spotted the probleminstantly.
Tom's car is an Acoupe, converted to 12 volts.
The late, smaller voltage regulator was mounted to an
aluminum plate that was attached to the original
mounting holes. The mechanic explained thatthe aluminum didnot conduct electricity that well as it heated
up. 1 had not heard that before, but Tom claims he
added a groundwire andallhisproblems disappeared!
NEVER
CHANGE
POINTS
AGAIN!
DISTR IBUTOR CONTAINED
ELE CT RONIC IGNITION SYSTEM
See My Classified Ad For Pricing
SAM SIPKINS
510-632-8232
Bill Devin, "The Enzo Ferrari of Oakie Flats"
1915-2000
gistry members
mav not be too
amiliar with Bill
Devin nor with his cars, especially his carswhich utilized 356
Porsche engines. Bill was a true
entrepreneur, sportscar lover
and racing enthusiast. An avid
amateur racerand constant vi ntage raci ng attendant, his warm
smile and understanding of the
cars willgreatly be missed. In Bill's passingwe have all
lost a kindred spirit.
Thosewho are familiar with the name Devin usuallythink ofhis kit cars or fiberglass bodywhich could
be fitted to most street cars. Indeed, Devin produced
thousands of bodyshellsand alsoa steel frame chassis.
And many of those were put to good use in racing,
resulting in major wins for home built specials.
Attractive, lightweight and of high quality, those body
shells and kits are in themselves a very notable contribution to enthusiasts everywhere, But that's hardly a
completeunderstanding of the Devin automotive story.
Between 1957 and 1964 Devin producedapproximately315cars from his Rialto Motors Corporation in
Californ ia. All of the Devin cars were street legal production cars, recognized and registered as Devins.
Best known W,L~ the "SS", a front-engine V-8 of which
15 were built. They also produced 140 "C" or Corvair
models and 160 " 0" models. All Devin cars are a fi berglass body on a steel ladder and tube frame, designed
and manufactured byDevin, Like manyEu ropean startup manufacturers, such as Porsche with the pre-A356,
Lotus, Cooper, etc., Devin selected engines and other
componentsfrom established manufacturers.
The Devin 0 (0 for Deutschland) was available
as either a Volkswagen or Porsche model, depending
on which engine option the customer preferred. It
could be ordered utilizing the Porsche 356 engine,
transaxle, brakes and other components. The first 0
was filled with a Porsche 356 industrial engi ne
(remember those?) while the last was fitted with a the
356SC engineand ofcourse, disc brakes. Performance
obviously varied but with the 356 SC choice, a 0-60
mph of about 8.0 seconds would be reasonable.
I've been very pleased to find, restore and campaign a 1961 Devin D-Porsche in vintage racing since
1992. And yes, it handles very much as a 356 speedster does with just a touch more oversteer, It's a fun,
attractive car, and I'm very grateful to Bill Devin for
bringing it into being.
Daryl Portier
R
Bill Devin made several versions of his namesake automobile. One of them, the Devin D
shown at left, used a Porsche engine and drivetrain. The Devin SS (above) had a VB
mounted up front and was the equal of Cobras in its day. You can read more about Bill 's
interesting life at his website, www.devincars.com. Thanks to Mrs. Devin for use of Bill's
photo. Other photos by the author.
....
.W ILLH O IT
AUTO RESTORATION
356 Specialists
914 Inner Rocker Panel
If 4.u
Now you can buy top quality U.S.made rust
repair panels for your Porsche" from the
source. Complete line for 356, 911 and 914
at affordable prices. Dealer inquiries invited.
www.restoration-design.com
517-663-4545 FAX 517-663-531 8
Call or write for a free catalog!
224 Nort h Ma in Street
Eato n Rapid s . M I 4 8 8 2 7 - J 2 00
-Show quality painting
-Me talwo rk, rust and
collision repai rs
-Enqine and transmission
rebuilding
-Inter lor installation
-Ca rs / parts bought and sold
-Larqe used parts inventory
-Appraisals and pre-pu rchase
inspections
Same location since 1976
Visitors welcome!
1360 Gla dys Av e nu e
Lo ng Beach , CA 90804
Tel. (562) 439-3333
Fax (562) 439-3956
www.willhoitautorestoration.com
January I Feb ruary 2001
17
ast issue welooked at Coupes, this time it's
open cars, including Speedsters, Cabriolets
andRoadsters.Justfor fun wewill also look
at one of the rare America Roadsters. As usual, prices
include the buyer's commission fo r cars that sold, and
prices on unsold cars are just the high bid, with no
buyer's commissionadded.
Earliest car of the lot is a 1955 356Speedster, in
Blackwith a tan leather interior. I had a bit of trouble
figuring this car out. The serial number placed it as a
1955 pre-A, but itwas noted at the auction as a 1956 A.
There were no bumper overrider tubes, but European
short guards instead. The side spearwas not straight,
which usually means someone has fooled with the
body. Reproduction 5.5" chrome wheels and moon
hubcaps were fitted. Lovely paint but the tan top was
soiled aswere the carpets. Declared sold at $49,500 in
the RM Auction at Monterey, CA on 18/19 August.
A1956 356A Speedster, red with tan leather and
a black top, was fitted with disc brakes, chrome C
wheels, and an engine with no serial number. A
Nardi steeringwheel and newfloor pansmade this
look crisp,but a closer lookat some ofthe details
revealedsomehaste in preparation.Alongwith the
missing serial number on the engine, the pillar
cover and data plate inside the drivers front fender were also not in place. A disc braked driver
Speedster with shiny paint, this car was seriously
fo r sale at No Reserve in the Christie's Monterey
auction, 20 August. It brought $56,400. Somefelt
this was a bit high, but cars soldat Monterey this
year seemed to bring top dollar.
One serial number away from the Speedster
above was a 1956 356A Carrera Speedster, noted as a
1957 at the auction. Of course, many of our carswere
sold oneyear later than they were built, which explains
much of the confusion that exists over the model years
shown on registration documents. This was a wonderful example, described by several experts as in nearconcours condition. Colors were Black with red
leather, generally one of the more desired combinations. Chrome Rudge wheels, lovely panel gaps, and
very little wear on a wonderful restoration made this a
bellwether for Carrera Speedster values. It sold for
$167,500 in the Brooks auction in Monterey on 19
August.
L
Our final Speedster is a 1958 356A finished in
Auratium Green, with a black top, blackseatsand tan
carpet. Reproduction 5.5" chrome wheels, moon hubcapsandfull USA overrider barson the bumpers combined with lovely paint to make this a striking car. A
proper period 1600 Super engine was fitted. Gaps were
18
Volume 24 . Number 5
good and the side spears were straight. An original
steeringwheel and horn ring brightened up the interior, but the chromearound the instruments was showing its age. No telling if this delightful and unusual
medium green color was original for this car. It was
bid to $44,000 and declared a no sale at Kruse's
Auburn Sale, 2 September.
~~
Next up is a 1960 T-5 Roadster in Black with a
taninterior. The scriptindicated theengine was a 1600
Super, but the car was powered bya 1600 Normal of
unknown heritage. I have no idea ifthis unusual color
combination was original. The interior was
decent, but the seat hinges were painted rather
thanchrome, an obvious short-cut. This car had
an interesting wood steering wheel, which
looked like a 356A Derrington riveted rim complete with anAhornbutton. Ofcourse thesteering shaft splines are different for the A and B
models, so I wonderwhat theydidto make anA
wheel fit on a B. The "1600 Super" tag was
placed too low on the tail, the wheels 5.5"
chromies with Super hubcaps. The gaps were
generally ok, but the hood to fender
clearance on the drivers side was way
off, indicating perhaps a hard hit in the
driver's side fender at one time and an
improper repair. It was bid to $33,500 and
declared notsold at Auburn, 2 September.
Also at Auburn was a 1960 Roadster, this
time in Signal Red with a black vinyl interior
andblack top. Tagged as a Super-90, theengine
looked correct, but was built
around a 616/33 industrial case.
Sharp paint and good gaps made
this a pretty car, however the
chrome plating on the windshield frame
was showing its age. Moon hubcaps and
5.5" chrome wheels, as well as a modem small-diameter Nardi wheel steering
wheel were fitted. This car had Texas
plates andwas declared sold at $36,500.
AT-6 Cabriolet in Red with a black vinylinterior
and a black cloth top was a bit of a mystery. It was
noted as a 63 356B, yet had disc brakes. It could have
been an early Cmodel or simply a Bupdated with discs
and Cchrome wheels. In any case, it had an old paint
jobthat was holding upwell. The headrests were a nice
addition to an otherwise improper vinyl interior. Bid to
$31,500 at the Mecum auction in Elkhart Lake, WI on
21/22 July, it was declared unsold.
A1964 356C, inTogo Brown with a tanvinyl interior and a tan Haartz cloth top was presented at the
same auction. Options included chrome wheels and a
Speedsterside spear. The sidespearseems to make the
stubby Cabs appear longer and lower. The hood was
tweaked on passenger side. Not thebestcrowd for this
car, as it was bidto $28,000 anddeclared unsold.
Time now to look at our exotic, an America
Roadster which appeared at the Brooks sale in
Monterey, 19 August. Kind of a barn find, it was in
rough and unrestored condition but complete,
unmolested, and unhit. Colors were a very old
dull coat of silver paint over what was originally
an ivory body with a green leather interior.
Claimed correct very early Super engine andlow
originalmiles. Some race history, but the details
were murky. All America Roadsters had alloy
bodies, and were wildlyexpensive for their day.
This one had correct 16 inch wheels and the
"turbo" trim rings made of pure unobtainium.
Fitted with a rollbar, twin-grille decklid and
slightly flared fenders for those wide 5.00 x 16
bias plytires. It was bidto $290,000 andthispricewas
summarily rejected byits determined seller, apparently
convinced the car is worth far more. It later appeared
on eBay at an opening bidof $325,000 with a reserve
even higher.
Questions, comments or criticisms always welcome at: 54722 Little Flower Trail, Mishawaka, IN
46545. Forfastest response, my e-mail is:
[email protected]
A Speedster
"surfaces" after
18 years
aulette lIaggan of Greeley, Colorado called
recently to let me knowabout a mysterious
Porsche discovered when a nearby reservoir was drained down for maintenance in November.
Shewas kind enough to send a copyof the Fort Collins
Coloradoan newspaper in which these photos
appeared.
lIorsetooth reservoir, in the foo thills of the
Rockies east of Fort Collins, is held in place by four
earthendarns. The reservoir level was lowered to allow
some work to be done on the dams and as the water
receded, the shape of a car- at first thought to be a
Volkswagen-slowly appeared this summer. As the
water went further down, it turned out to be a Porsche
Speedster whoselicense platesindicatedit had been in
the water since about 1982. It was initially speculated
the car wassomehow connected with a man's bodythat
had washed up on the lake's shore about the same
time. As it turned out, that man had been driving a van,
so the investigation was closed.
Acall to King Clemons in Ft. Collins broughtout
some late and interesting details about the car.
According to King, the state of Colorado purges its
motor vehicle records every five years, so the license
and VIN number will shed no lighton who owned the
car.That being the case, the car becomes the property
of the US Bureau of Reclamation, which manages the
reservoir. Apparently, the Bureau has no interest in a
rusty Speedster andtheyhave agreed to a planbywhich
a group of local enthusiasts will retrieve the car by
floating it to a nearby landing where it will once again
be put on the land. It probably won't be put on the
road, however. Even though it's in fairly good shape
considering it was under water foralmost two decades,
a restoration candidate it's not. I'm told it may become
part of an automotive "Stonehenge" near one of the
main-traveled highways in the area. We'll try to keep
track of the car's fate and report here as it unfolds.
Gordoll l faltby
P
Net Results
Items of interest gleaned from the
Registry's electronic mail list
Jay Leno was on a car show on Speedvision the
other day called Car Crazy. lie said the biggest problem he sees with thls passion for cars is that everyone
involved has gray hair, that this passion needs to be
passed on to a younger, next wave of enthusiasts. You
cangive tothecausebylettinga kid "in." Somanypeopleare "Look butdon't touch." I give kids in myneighborhood a ride and who knows, that may start their
love forthesecars. Sothey may put fingerprintson the
window, let 'em touch, feel and experiencea realcar.
One kid said, "This isn't like mom'sVall!" and he
loved it. Afuture 356er? I hope so. lie's 12 or so, has
lots of questions and looks for the open garage door
now. Pete ofDalla Point, Caiifom ia
It's hard to tell if the car
was dented before its
plunge or if it suffered the
damage on its wayto Davy
Jones' Locker. In any case, it
probably won't be on the
road any time soon, Thanks
to the Coloradoan for permission to use these photos,
If you just bought some 356 Porsche Factory
sales literature on Ebay, or are planning to, KNOW
WIIAT YOU'RE GETTING INTO! You could end up paying some serious money for a FAKE brochure. Check
out my website to learn howto spota FAKE! If you are
serious about acquiring some original 356 Porsche
factory sales brochures, check out the Porsche and
vw Literature and Memorabilia swap meet coming up
in Los Angeles in February this year. Forquestions on
FAKE brochures, drop mean email.
Charlie White Scottsdale, AZ
http://members.aol.conll-'l utl
DerWhiteIDerwhites356LiteraturePage,htm
Ahhh, (astor Oil
My 356 was delivered with Castrol R, 40 years
ago, because the previous incumbent thought it might
help what ailed it (knackered barrels that oiled up
plugs every few hundred miles). The vegetable oil did
not do much for it, but it smelled good, There was a
legend that someofthe British Chaps who found themselves in the desert fighti ng the good fight against
Rommel, used to get nostalgic fo r the racing sounds
and smells of Brooklands. Their remedy was to heat a
shovel over the camp fire and when it was red hot to
pour the odd drop of army issue laxative on it. The
resultant fu mes puttheminto an ecstacy! An}way, itwas
better than drinking the stuff
I notice that the really highlytuned Minisin our
annual local hillclimb still seem to be using Castrol R.
Someone told me that for old fashioned engines with
inadequate (bymodem standards) bearing areas, castor oil is stillthe best bet. You are supposed to wash it
out and replace it with mi neral oil after each event
before it starts to corrodeeverythingin Sight. Acostly,
not to saymessy business. Maybe syntheticoil might be
cheap at the price. If you want to get a high like the
Brooklands boys, try throwing a spoon or two ofcastor
oilon the harbeque. I don't know what itwilldo forthe
steaks! Beannachta,AOIIgllS Mac Calla
Fire Extinguishers
As an ex-firefighter I feel likeI should chime in. I
wouldn't like to carry the size COl bottle neededtosuppress a car fire, It is much larger than you might be
thinking. There are different HALON numbers on the
market today, The onesoffered forsale at prices wecan
afford are virtually inert to the environment. Buy the
HALON,
If you are worried about the environment, considerfora moment allthefoul stuff that gets created in
a fire, Afast, safe stop on a fire lets us all breathe a bit
easier, Sorry, I lost theauthor's name- Ed.
January I February 2001
19
Next we have your basic flywheel/rear axle nut
set. Not shown is the four foot long pipe and your beerbellied neighbor to stand on the end ofit.Note thatthe
halfinch drive bar at lower leftis onlyin the photofor
comparison to its big brother at right. Serious about
torque? Don't even think about using a 1/2" drive.
Those babies can break in ways you've never imagined,
and always at the wrong time.
Once you have a 3/4" drive bar you'll need a
socketfor it.One would assumea black, hardened one
'vith sixpointswould be best, and it is for rear axle nuts
Talking
About
Tools
This issue, in the
first ofwhat I hope will be
a continuing series on
useful items to maintain
your 356, we'll talk about
torque. First thing to
remember is that unlike
talk, torque is NOTcheap. Pound/feet readings up in
the circus fat lady range of the scale require at least a
3/4 inch drive bar and some hefty sockets. So let's be
clear about this at the outset: No wimpy ratchets, no
slip joint pliers, etc.Withoutthe righttools you'll probably also pay the price in rounded-offnuts, frustration
and possible injUry. You know the drill.
Let's start with the small stuff: innocent-looking
screws like those door striker guys. Your #3 Phillips
mayfit justfine and if you'vegot a Schwarzenegger grip
it's entirely possible you'll get 'em all loose. But if
they're rusty (of course they are), or somebody else
also tried and failed once, rounding offthe slots, you
already have two strikes against you. Better go back to
the dugout andget your best bat.
Enter the Hammer Driver. Fora situation where
you need to twist and push (applydownward force to
keep the tool head from slipping) as in the scenario
above, the driver is perfect. It can be set to operate in
a left or right motion, to remove or install. Driven with
a hammer, it generates quite a bit of torque, while
pushing the bit or socket aginst the work and at the
same time providing the shock that sometimes is necessary to break loose a rusty piece. Obviously, this is
not a watchmaker's tool and would be inappropriate
for someapplications. But even for items likethe special solenoid mounting screws (seelast issue page 15)
where you don't want to take a chanceofdamaging the
slot, you cantap itgently and be reasonablysureofbetter resultsthan the old twist-o-rama routine.
This tool isalso sturdyenough touse with a three
pound sledge. With a healthy whack you'll probably
takeoff the nut, the stud and whatever it'smounted on.
Use judiciously. It's either 1/2 inch or 3/8 inch drive
and will accept sockets or screwdriver tips.
but here's the rub: for flywheel work, the thick barrel
of many large sockets prevents you from fitting the
socket completely down to the base of the nut. You
don't want to apply heavytorque to only the top half of
the nut! You can machine or grind a bevel on your
socket- justenough for clearance (see arrow) .
FOR 356/912 ENCIN
'"Z
o
I-
'"-
Since 1987, Shasta Design has been providing the
finest quality piston eve r mad e for these engines. Th e
piston is forged from a high- strength , high silicon e alloy
that has a very low expansion for tight piston-to-cylinde r cleara nce for
qui et operation, yet super ior strength co mpared to cast piston s! Even
thou gh it is 86mm (Mahle is 82.5m m) it is 44 grams light er, which tak es
hundreds of poun ds off the crank and rods at high r.p.m .s! A pro ven product for both street and racin g; endorsed by the best engine builde rs of
these engines! O rder yours today!
(1) 86mm x 9.25 cr, Piston & cyl set
r~i~l ~~~ ~Iit~ ~~~l~r~li~~
~~~sho .com
gary @partsobsolete.com
503.835.2300
F 503.835.4000
13851 SE Eola Village Rd., McMinnville, OR 97128
20
Volume 24. Number 5
$1095.
(2) 86mm x 9.25 c.r. Piston set only
$695.
(3) 86mm x 11.5 c.r. Piston & cyl set
$1150.
(4) 86mm or 83.5 mm x 11.5 c.r. Piston set only
m5.
For 911s, we hav e the forge d alloy piston s for street and
club racing in the followi ng sizes for $995 a set: For 2.0 &
2.2 (using cast -iron cy ls) 85mm x 9.6 c .r. (2.25 I) For 2.4 &
2.7 (using Nikasil cy ls) 90mm x 9.6 c.r (2.7 I)
CRANKSHAFTS
For 356 & 912--Prove n on the race
tracks , the Scat forge d billet crank is the
STRONGEST EVER MADE for these engi nes.
Stand ard wei ght is $1695. Ultra- lite is $1995 (Sav es 2-1/2
Ibs.) Heavy -duty flywheel nuts at $49.95, 1-1/2 qt. deep sumps for $125.
SHASTA DESIGN
--
VISA
ENGINEERING CO
20 216 Lakeview Dr., Lakeh ead, CA 96051
0 ·.
530·238·2198 Fax 530·238·2846
www.shastadesign.com
.
In theory, the bar, pipe and socket should do a
fi ne job on 36mm nuts. Detennining the final torque
figure is a little iffy, however, even though the formula
is clear: "A unit of work equal to the work done by a
force of one pound acting through a distance of one
foot in the direction of the force." Using that formula,
if1putmy 170 lb. bodyon a barat a point two feet from
the point of rotation, 1should generate 340 ft. pounds
of torque on the nut. If 1 want 270 ft.ll bs. 1 can just
stand 19 inches out.Simple. But several complications
make this a less-than-perfect answer,
I. The socket may not stayattached to the nut if
you Wiggle the bar aroundmuch while climbing on.
2. You can't really get a smooth application of
force by jumping on the bar, so you'll probably be
under- or over-torquing the nut. Ken Daugherty of
Loulsville described a system where he holds a hathroomscale against the pipe he's using to get a reading
of the pounds side of the equation, and that's probably
as accurate as you'll get unless you have the mother of
all torquewrenches to measure. I have one that goes to
250 ft.llbs, hut thatwon't cut it for these jobs.
3. You need to have most of engine assembled,
preferably with j -pipes and mufller (;U1d on the floor)
so there's enough bulkand a steadybase to prevent the
engine from flipping sideways. Somecngi nc stands arc
sturdyenough for the job, but most of the portable or
knock-down models aren't.
Oh, and there's one other thing so obvious I forgot to mention it: you need to lock the flywheel, The
one ShOlI11 here is available from several vendors ;U1d
will workwith a 6 or 12 volt flywheel. It bolts to anyof
the case/transmission mounting holes or studs.
Fora rear axle nut, you can usually break it free
with someone standingon the brake pedal, or you C;U1
fashion an interference bar from angle iron holted to
two wheel studs.
Zip guns
In any discussion of high-torque tools we should
mention the pneumatic impact gun. These arc ubiquitous in tire shops hutfor manyother purposes are likc
playing the xylophone with a Louisville Slugger. Yes,
they are very useful. No, they arc not an all-purpose
itcm. On a 356they're handyto removethings
like the fan nut, pulley nut, tie rod nuts and
even flywheel ;U1d rear axle nuts, as shown
(assuming you've got the air power and a gun
that develops that kind of torque.) But due to
the fact that most of these guns don't have specific settings, you can easilyoverdo it when tightening fastencrs.
The Torque Meister
So how do we resolve the mutually-exclusive
concepts of "high torque" and "finesse?" We usc a
Torque Meister from Kymco in Costa Mesa, California.
This clever tool allows one person to loosen and tighten the two big nuts on a 356 with C'JSe. The Torque
Meister is a 36mm socket with an arm attached. At the
end of the arm is a gear thatfits a 6v or 12Vflywheel.
You can sec howit works above. I took an old 912 flywheel and bolted it to a spare crank while on the
hcnch. No muss, no fuss. 1didn't even have to secure
the flywheel, but I did hold it with one hand. By mC'JSuring 30 ft.llbs. oftorqucat the 7/ 16 gear shaft, I knew
I had torqued the flywheel to 270 ft.llbs. (a 9:1 multiplier). I then removed it just as easily.
The rear a.xle nut can also be handled with very
little drama. The "drum plate" is holtcd to two studs
and the Torqucmcister docs the rest, as shown above.
So what's the dOlI11 side? Not much, hut for 356
owners there are just a few caveats. Since this is a VW
tool, some modification is necessary The small gearat
the end of the arm comes in 6v ;U1d 12V versions, as
noted, To deal with 356 flywheels, order the 6V. If,
however, you also want to buy the drum plate you'll
have to buy the 12Vgear to work with it. The 12Vgear
works fine on 912flywheels.
1\1'0 other problems need to be resolved, For
356/912 flywheels, the 36mm "socket" end of the tool
needs to be beveled slightly, just as do the sockets mentioned earlier in the article.
For the a.xlc nut, to usc the drum plate on an early
356, the two "wide-bolt pattern" holes have to be
drilled to fit the 14mm stud on a Porschc. VWs have
smaller holes for bolts. The tool docs not work for C
cars. The other two holes on the drum plate are meant
forlater four-holtVWdrums, hut I may weld "cars" and
drillthem tofit the disc brake cars. The tools are made
of hardened steel, but Ronnie at Kymco said a good
sharp bit and a slow drill press speed should do the
trick.
Thanks to Jeff Kymla for supplying thc tools and
information. You can go to Kymco's website
(www.kymcovw.comj and get detailed instructions
about the tools and ordering information. The Torque
Meister costs $89.99, the drum plate is $40, an additional gear is $25. Call them at 888-32 1-3560.
Go rt/otl Maltby
January/February 2001
21
StOlYand photosbyUweBiegner
and Christer Rye
t was lastspringwhen I heardabout the 356
meeting near Stockholm, Sweden. The
Swedish Club, one of the oldest Porsche 356
clubs in the world with 330 members, was celebrating
its annual meeting.
Itdidn't take very long until I decided to drive my
Speedster to the event near Sweden's capital.
The trip can be done in two days, butI decided to
have enough time to visit some Porsche friends on my
way to Scandinavia. The trip took me across the new
Oresund bridge that connects Denmark and Sweden.
Nowit is possible to drive toScandinavia without using
a ferry.
Halfwayin Sweden I met somemore 356ers and
wetraveled together to the event in Solbacka, 50 miles
west of Stockholm. The resort offered a lot of grass
fields with old trees to display the cars. Everybodywas
invited to have a welcomedrinkby Ingmar Sward, the
organizer of the event. He explained the plans for the
next days andanswered all kinds of questions.
Saturdaymorningall cars left to visit a private car
collection. We had a guided tour through the museum
that contained only a part of the whole collection of
more than 100 cars. The location was also perfect to
display our cars and take pictures.
Readyfor lunch, wecame backto thehotel.Now
everybody was looking forward to the annual club
slalom.
Every year the 356 Club of Sweden finds its
I
Above: Original twin-grillACoupe 1600 Super
with some GT options. One of many interesting
cars at the meeting.
22
Volume 24 . Number 5
slalom champion. While the people had lunch, a nice
slalom course was set up on the hotel's parking lot.
First we had a walking inspection before the staff
showed us how to drive the course. Every competitor
had only one test run to Iearn the track followed by a
timed lap. There were only two classes, men and
women.Even a rookie likemehad to compete with the
serious racers. Everyrunwas honoredwith ovations by
the many spectators around the course. The winners
were Douglas Kennborn in his '56 Speedsterand Mrs.
Andersson in a '64 Ccoupe.
After the slalom, all 34 cars went back on the
grass and there was enough time for car talk and a
swap meet. Mostly models and literature were sold at
the swap meet. Spare parts are rare and most people
like to keep their treasures. Then everybodyprepared
for a special guest thatwas invited byorganizer Ingmar
Sward. Per Anders Ygdberg, Porsche salesman for
Scania Vabis, told us some stories about Porsche and
selling the cars for almost 40 years. The first Porsche
Mr. Ygdbergsold, a 1954 coupe, was driven byChrister
Rye.
After the speech, everybodypreparedfor the banquet. It was held near the lake and a great barbeque
was served. Lateron, all moved to the hotel bar to stay
away from the mosquitos and to expand new friendships.
EarlySundaymorning all cars were lined up for
the rally. Every minute, a car left the parking lot prepared with a roadbook. The webmaster ofthe Swedish
club, Lennart Sterner, was a perfect co-driver and he
translated the questions for me. Ten questions, a tech
quiz anda skill game needed to be done. It was a great
sunny morning and it was a very scenic route.
Everybody enjoyed the drive and had a lot of fun
answering the difficult questions.
Arter two hours the cars returnedto the hoteland
lunch was served. Right after lunch, club president
FredricBrynte andorganizerIngemarSward presented
the trophies. Then it was time to say goodbye. Now
everybody is looking forward to the next meeting in
Halmstad 2001 and the
international 356 meeting
in Goteborg, May 2002.
, ,;'W
Top left:Thecountryside in southern
Sweden.
Left: During the rally
on Sunday morning.
Below: The slalom on
Saturdaycaughta lot
of attention.
Whatzits Revealed
frompage 15
Hans Stegemann and his
special 356 ACabriolet
I
t was during the annual Swedish 356 meeting when a red 1958
Cabriolet caught my interest. The first thing I noticed was a verylong
blinker switch standing in 12-0'c1ock position. All the rest looked
stock.
Not much later I met the owner of the car, Hans Stegemann. Born in
Bremen, Hans moved to Sweden in the '50s and is one of the first-hour Porsche
people. Over the years, he had put together a nice collection of 356s.
About four years ago
he was hit by a stroke and
since this day the left part
of his bodyis paralyzed.
Soon he realized that
it would be impossible to
drive his 356again, but he
couldn't stand that idea.
Having been a mechanic
allhis life, he searched fo r
a way to drive the 356. He
knewhe had to find a way to operatethe car using onlythe right sideof his body.
like Walter Rohrl in his Rally-Audi, he would need to control the clutch with his
hand.
Thesolution is a clutchpedal, moved byair pressure. This pressure is supplied by a compressor attached to the engine. The original 1600 Super was
replaced by a Super-90 to have some extra power for this compressor. Asmall
pressure reservoir in the engine compartment feeds the cylinder at the pedal.
Alittle electronic eye on the top of the shiftstick needs to be touched and
the clutch \vill open. The clutch remains
open as long as the right foot touches a
small switch at the lower end of the
accelerator pedal. A small black box,
hidden beside the glovebox under the
dash, contains the electronic management.
Another good thing-the conversion is almost invisible. Only the shift
stick is a little bit bigger because of the
cablesrunning to the top.
Also, the blinker switch was turned into a upright position to be reached
bythe right hand and Heins added a luggage rack to carryhis wheelchair.
Duringa test drive we turned off the systemanddiscovered it's possible to
drive the car the usual way.
Hans kept thefaith and found a great solution to enjoyhis most-lovedcars.
The hom mount pictured on p. 15 is
used on Acars. 1\vo bolts hold it to the fender brace, andthe isolator bar is bolted to the
single stud at itsother end. The hom itself is
bolted to the other end of the isolator bar.
The aluminum clamp is the bottom of
the steering gear mount (right) fo r the ZF
units used on 1957-up cars.
The squiggly thing is a headlight lense
retainingspringused on VWs andsomeearly
Porsches. It was replaced later by seven
spring clips (the ones we all know, love and
have chased around the garage when they go
"boing"). Thanksto DickWeiss for sendingit.
Errata : Richard Miller pointed out that the steering shaft coupler "Whatzit"
shown last issueis 1I0t splined. It just looksthatway fromlongcontact with the shaft,
which is splined. I'm sure you all would have easily identified it if I had just
described it properly!
In case anyone was terminallyconfused by the headline on Warren Ead's article last issue, the story was about Warren's 550 Spyder. It was not about a
"Speedster" at Monaco, as stated.
I have recently, once again, mispelled Beutler. My apologies and thanks to
HenryWalker who patientlycorrects me every time I do it. My reckoningis about 14
appearances of the word in this magazine in the last two years with at least half of
them mispelled. Also in the lastissue, I believe I have set a newpersonal best bymispelling Mark Donohue's name in one of two sentences of the same photo caption,
whilespellingit correctly in the other sentence. C,M,
Get an entire policy
for less than
most deductibles.
,~~~1 /~
~
Big Insurance companies Just don't get It
Collectors treat their cars like royalty.
Which Iswhy Hagerty can offer such low rates
and better coverage.
1-800-922-4050 or www.hagerty.com
January/February 2001
23
Front Turn
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from Chassis #150001, 356B, 356C
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Camshafts 101:
How's Your Lumpstick?
by Pat Tobin
~
u r lump
stick.That shaft down the middle ofyour engine with the bumps
that make the valves go up and down. Or, in the case of our engines, in
and out.
It's not byaccident that the camshaft is called the heart of the engine. Not only
is it located in the center, just below the crankshaft in 356engines, butthe shape of
those lumps determine, more thanany othersingle factor, just how your engine runs.
Let's step back just a minute andask ourselves howthat could be. For that matter, why
does the infernal combustion engine exist as we know it?
Let's say the ICengine had never been invented. I ama physics professor who
assigned myclass a design exercise for convertingthe latentenergy ofan easilyavailable fuel into rotationaltorque for the purpose of powering some kind of machine.
"Changes in theshape of those lumps that appear
very subtle to the eye (an make major differen(es in
theengine's performan(e:'
If a student submitted a design even close to the IC engine as we know it now, he
would be out the door! Flunked! "What's this? You propose to create rotational
torque by means of pistons going up and down? And what are these tulip-shaped
things - valves? They don't look like any valves I ever saw. And they jump up and
down, too? All this reciprocating monkey motion, all this vibration, parts going in
every which directioninorder to tum a crank? Get on your horse andget out ofhere!
Next!"
It's trivia time. Whyhasthis incrediblycrude and awkward approachsurvived,
despite much more elegant machines such as turbines andthe Wankel engine, as the
power source of choice for almost all automobiles and many otherforms of transportation on land, sea and air. The answer is at the bottomofthe Cracker Jack box.
Keep munching.
We holdthese facts to be self-evident: after themixturehas ignited, expanded
and delivered its power to the piston, the spent mixture must be allowed to exit the
cylinder andfresh mixture must gain immediate entrance if the whole cycle is to be
repeated any time soon. We entrust this all-important task to the valves, and the
camshaftmust open and close the little tulips when the piston and crankshaft are at
exactly the right position. But it isn't as simple as it looks. Changes in the shape of
those lumps that appear very subtle to the eye can make major differences in the
engine's performance. It is the camshaft, more than any other single part, which
determines whether an engine is a stump puller which runs out of breath at 4,000
rpm or a screamer which pulls likea bansheeat 7,000 rpm but is weak in the knees
below3,500 rpm. Or some happycompromisein between.
Life would be simple if the cam only had to open and close the valves as the
crankshaft crossed TDC (Top Dead Center) or BDC (Bottom Dead Center) and the
pistonslowed to a stop andchanged direction. Actually, itwas like that in the Model
TFord days. The bugaboo is that gas (intakeandspent mixture) hasmass. Like anything else which has mass, inertia makes it resist changing its state of motion suddenly. If at rest, it takes some effort to get it moving. If moving, itwants to keep moving. While three ofthe four Otto cycles are taking place (compression, combustion,
exhaust), a little fresh mixture hangs out in the intake tract with theworld's entire
atmosphere waiting just outside the carburetor. Then, all of the sudden the intake
valve opens, andit's get moving, fast!
But intake mixture, having inertia, can't instantaneously jump into the combustion chamber. It must be pushed in byatmospheric pressure, fillingthe partial vacuum formed by the retreatingpiston. Suction? Suction is nothing without something
pushing from the other end. In this case, ifour engine is not supercharged, atmosphericpressure, a measly 14.7 pounds per square inch on the average, is allwe have
to accelerate that column of mixture and get it moving. As ifthat weren't enough of
a problem, the piston doesn't start moving down appreciablyuntil the crankshaft is
well beyond TDC (for trig fans, the relationship approximates a sine function butnot
exactly, because ofthe cycling connecting rodangle). So we have wasted quite a few
degrees of crank rotation before the pressurein the cylinder becomes low enough
26
Volume 24. Number 5
that the atmosphere starts pushing new mixture in, and then it takes its own sweet
time. This results ina cylinder only partially filled with fresh mixture, and power loss.
Unacceptable. Sowhatdowe do when wehave toget somethingsomewhere bya certaintime, and we can't move it instantaneously? Simple - we start early.
Welcome to the wonderful world of camoverlap. Let's lookat it the process in
slow motion. Bythe timethe piston has reached TDC at the end of the exhaust stroke,
the burnedgasses areallout, sowe slamthe door shut, right? Not so fast, Tonto. That
exhaust gas, which had been under tremendous pressure until the exhaust valve
opened, wentoutthe pipe in a hellof a hurry. What's left in its wake? Partial vacuum, that's what, due to the inertia ofthe rapidlyexitingexhaust gas. Whynotuse that
partialvacuum to help get the intake mixture moving? Whynotindeed? But in order
to do that, we have to leave the exhaust valve open fo r a bit after TDC, and it wouldn't hurttoopen the intake valve a littleearlyaswell. So bothintake andexhaust valves
are open together for a few degrees of crank rotation around TDC. It is thisvalve
overlap which helps to charge the cylinder with more intake mixture than it would
otherwise get. Ok. We use a bunch of overlap which increases the "volumetric efficiency" of the engine at highspeeds, meaning that it breathes better, and the engine
is a screamer at 6,000 rpm. But it's weak andbalky at 1,500 rpm. Wha' hoppen? It
doesn't take a rocket scientist to figure out that there is more time fo r things to happenat lowengine revs. What that means is thatvalve overlap bites us in thebehind at
31.Camshaft timing gear
34. Gearoil pump
36. Camshaft drive gear on crankshaft
Where the camshaft lives in a 356 engine-be low the crankshaft.
"Two for the priceof one: each camlobe operates two valves:'
21 . Intakevalve rocker
26. Push rod
30. Cam follower, one of 8
33. Camshaft
lowrevs. The intake valve opens early, while the exhaust valve is still open. But the
exhaust gas has had plentyoftime to get out and, in fact, the vacuum left in its wake
hassucked a linIe ofit back into the chamber! Sothere is nopartial vacuumwaiting
tohelp get theintake column moving; infact, there might even be a linIe wave ofpressure pushing it back. And the exhaust which has bounced back into the chamber
dilutes theincoming intake mixture. Sothecycle is weakened at low revs. That's the
seem to be counter-productive. But this brings us back to inertia again. Once the
intake mixture begins flowing throughthe pipe into the chamber, it wants to continue doing so. If we leave the door open long enough it will literally "ram" itselfin
under moderate pressure. The trick is then to slam the door at exactly the right
instant, before it hasa chance to bounce partwayoutagain. A-ha- free supercharging! Soleaving the intake valve openlonger helps tochargethecylinder better at high
revs. But at low revs, the mixture entersa IinIe slower, doesn't bounce as hard, and
in any case has senIed down long before the intake valve closes. Sowhen the piston
"The sizes of carburetor and intake tract throats are
matched to cam characteristics, as are combustion
chamber shapes and compression ratio:'
BOC
BOC
Typical cam timing diagrams. The one on the left is a mild cam used in the
1948Cadillac engine. Intake opensat 0 (TOC) and closes 42 deg. ABOC(after
BOC). Exhaust opens 52 deg.before BOC and closes 10 deg.ATDC. Overlap is
only10 degrees; engineshouldpull hard right from idling but have morelimited high-rev torque {hpj. TIming is specified as: 0, 42, 52, 10. Comparable to
1600Normal cam timing of 7, 45, 44, 6.
The diagram on the right Isfor the redesigned, higherperformance Cadillac
engineof 1949. Overlap is 38 degrees, limiting lowend torque. Butmost
Cadillacs in 1949had automatic transmissions which did not allow the engine
to pull hard from idling speed.Timing specsare: 14,58,48, 24.Comparable to
1600 Super, S-90, and SC cam timing of 17, 53,50, 14.
compromise of valve overlap - friendat high revs, foe at lowengine speeds.
Then there's the matter of "duration" - the number of crankshaft degrees that
the intake valve is open. The intake valve's contribution to overlap (how many
degrees before IDCthe crank is when the intakevalve opens) is partofthe duration
number; theothersignificant partis how long the intakevalve stays open after BDC,
when the compression stroke starts. (The 3rd partoftheduration spec is just a constant, the 180 degrees between IDCand BDCthat the crankshaft traverseswhile the
intake valve is open.) We've already talked about overlap. Closing the intake valve
later, after the piston has already started upward on the compression stroke, would
Intake opens BTDC
Intake closes ABDC
Exhaust opens BBDC
Exhaust closes ATDC
Duration
Overlap
Normal
c
SuperlS90/SC/912
7
45
44
6
10
44
42
6
17
53
50
14
232
13
234
16
250
31
8.5
10.0
10.8
Lift (at valve) in mm
Intake
(Alloy stands and "rs ttoed"
intake rocker arms)
Exhaust
8.2
8.6
9.2
Note: These numbers (except lift) indicate crankshaft degrees when the valve
just lifts offor returns to the seal Porsche measures cam timing with the
valve lashadjusted to 1.0mm, approx. .039~ in order to avoid the low-angled
"ramps" at the beginning and end of eachlobe profile and achieve a more
repeatable measurement. Some custom cam grinderstake the measurement
with the valvelash at "running"value, 0.004" to 0.006" in the case of the 356
engine. Results of the two measurement standards are not the same - if taken
with"running" valve lash, the numbers are greater.
starts upward on the compression stroke it actually pushes a IinIe intake mixture
backout the carburetor before thevalve closes. And compressionpressure isn't quite
as high because partof the compression stroke is lost and there is no rameffect to
make up for it.
So we cansee that a cam with lots of"duration" takes advantage of properties
ofgas flow dynamics to overcome the natural lethargy ofpipes full ofgas. But lots of
duration hurts engine performance at lower revs.
Then there is lift - howhigh the cam lifts thevalves offthe seat. (If rocker arms
are used, some have a ratio higher than I :I , meaning that the pivot is closer to one
end than the other and a certain lift at the cam lobe gets translated into somewhat
greater lift at the valve). We ntight assumethat the more lift the better - why not? Well,
for good low speed torque it is important to maintain a high velocity ofthe intake mixtureforbest cylinder filling. An intake valve that opens toowide canactuallyhurtlow
speed torque. It's no accident that cams with a milder timing also use less lift.
The positions ofthe crankshaft when intake andexhaust valves are justopening
or closing is called cam timing. It maybe illustrated in circular diagrams as shown.
In tabular form, cam timing is usually stated as a set of four numbers, crankshaft
degrees before IDC (BIDC) , after BDC (ABDC) , before BDC (BBDC) and after IDC
(AIDC). Referring to the table, wecansee that the Super, S90, SC and912 alluse the
same cam timing andlift.
From these timing figures we can see why the Normal engine pulls well from
2,000 but runs out of breath around 4,500 - not much duration and overlap. The
cam is optimizedfor the "traffic" range ofenginespeeds. The Super1S901SC/9I2 cam
is used with two basic engine setups - the Super has 32 mm Zenith carbs and pulls
wellfrom 2,500 up to about 5,000. In the S901SC/912engines, the largerSolex 40
mm carbs are used for better top end breathing, giving a strongtorque range from
3,000 to about 5,200. Actually, torque at 2,000 as strongas the Normal andSuper,
but doesn't feel like it becuse it gets so much stronger above 3,000. The S90, first
356 engine tousethebigSolexes, sharesthetop end oftheSC/912butis a little weaker on thelow end, notgettinggoingreallygood until about 3,500. The Cis an ideal
overall compromise, using Zenith carbs and pulling as strong as the Normal from
2,000 up to about 5,200 on the top end, developing "Super" 75 hp at the top as
opposed to 95/90 at the top for the SClS90/912\vith the larger 40 mm carbs. But it
isn't just the C cam which provides this broad torque range; the "newly" designed
ClSC heads are the most Significant factor in this case. In all well-designed engines,
thesizes ofcarburetor andintake tract throats (including valve size andlocation) are
matched tocanl characteristics, asare combustion chamber shapesandcompression
ratio. It's alla precise balancing act. There is little benefit, andoften plentyof harm,
in going to bigger carbs, for example, without changing to a cam which will take
advantage ofthe greater breathing power. But what if wewant more power from our
engine? Do weneed to change thecam? For anygiven enginedesign, IinIe ifanything
can be done to increase torque except to increase displacement. There are piston
and cylinder kits available to raise the "1600 cc" 356 engine from the actual stock
displacement of 1582 ccto 1719cc (most round that offto 1720; "rounding" to 1750
cc, sometimes seen, is erroneous, but nottoo much worse than the facto ry's rounding 1582 up to 1600). That's an 8.6% increase in displacement - and torque - all
across the rev band. Well, actually, the torque improvement will droop just a bitat
highest revs unless other engine mods are made, because we need to pump 8.6%
more gas through the engine, andthe usual high-revbreathing restrictions will apply
at somewhat lower revs.
Greater torque through the range up to, perhaps, 4,500 rpm might be all that
January/February 2001
27
many would want to pepup theold tub. But after increasing displacement bygoing
"big bore," or if it is chosen to leave displacement stock, there is little that can to
done tofurther increase torque. If wewant to gofaster, allwecandoismake changes
sothat ourgiven torque extends to higher rpms, which means more horsepower. But
as we have seen, for any given engine design it is almost impossible to extend the
torque upward in revs without losing some on thebottom. And wealso give up some
engine life and reliability. Remember what they say about a free lunch
There are several specialized companies which can grind a more aggressive
profile on our existing lumps. In order to change the shape of the lobes, they are
ground to a smaller "base circle." Since material is notusually added for the higher
"The factory chose their cam profiles with more than
strictly horsepower in mind:'
ed"). If thevalve canbeopened andclosed a little more quickly, wecanhave it open
longer (andmaybe a little higher) without increasing theduration andoverlap timing
and the loss of low-end torque that would entail. But again, this is no free lunch.
Remember how hardit is to getthevalves shutquickly at maximum revs? If wemake
thelobeangle moresteep, weare simply compounding that problem. Answer: Use
stronger valve springs. Or use stock springs which are more compressed byshims.
This is called increasing thevalve seat pressure. It is always done with racing cams,
anda good ideaany time a camhotter than stock is used. Is there a downside? Yes.
Higher seat pressure means shorter life for thevalve face and seat, and more wear
andstrain on theentire valve train, including thecam lobes andfollowers! That's the
trade-off. If you want to go a little faster and accept somewhat shorter life of your
valves, seats and valve trains, that's the deal. But remember that thePorsche factory
assumed that most 356s would be daily drivers - which they were - and was looking
forhigh engine reliability to perhaps 100,000 miles or so. Most 356s are not driven
much these days, so shortening the MTBO (mean time between overhauls) may still
yield a sufficiently long life bytoday's standards. Some drivers gladly give up low rev
torque and accept shorter engine life andlower gas mileage in order to go faster at
high revs. It's a free country. Just be careful what you ask for, and remember that
there is no free lunch. The overall performance of an engine is a careful balance of
many factors. The cam is at the heart of this balance; changing it calls for other
changes in order to keep the performance as well balanced as possible. Most ofus
have seenengines which were modified radically in oneor two respects without completing thejoband maintaining the best balance possible. Believe me, it'snota prettysight. Or sound.
Now that wehave seen that cam design is a huge compromise, let's speed up the
clock to thepresent andlookat modern developments in this area. Ours are "simple
engines," meaning two valves per cylinder, carburetion rather than fuel injection, a
single camand no tricks in thevalvetrain, ignition timing or anything else. Not too
many years ago "simple engines" were allwehad. One ofthefirst improvements to
thedesign ofthevalve train was overhead cams. If it'sa single overhead cam, in most
cases a simple "finger" or rockerarmserves as the cam follower anddirectly opens
the valve. In the case of dual overhead cams, there are no rocker arms - each cam
lobe operates a valve directly through an inverted cup which serves as the cam follower. What's the big deal? Simply thatthere is no pushrod and usually no cam follower as such, so the valve train is lighter (andlessflexible, a factor at high engine
speeds). In a racing engine this means higher revs are possible. But in modern passenger cars, theSOHC andDOHC advantage is more subtle. With a lighter valve train
to accelerate open and closed, the cam lobe profile can be made more rounded broader atthenose as opposed to more pointed. We have already seen thatifwecan
snap thevalves openandclosed a little quicker, wecanhave some ofourtorque and
eatit too- wecanhave thevalve openlonger without excessive duration andoverlap.
Bottom line: we can broaden thetorque curve, the power band. That's a little secret
parts, existing metal isground away in thelower parts until wegettheprofile desired,
but in a smaller overall lump. Then we simply take up the slack by tightening the
adjustment screw until valve train hasproperclearance on thesmaller base circle of
thenew lump.
So it'sthat easy - justinstall a new hotafter-market cam grindandwe're strong
to 6,500 andlooking for911sto humiliate? Well, hang on a minute. Let's talkabout
theprice ofa free lunch. Firstly, ifthis is allwehave to do to geta faster engine, why
didn't thefactory do it?
The factory chose their cam profiles with more than strictly horsepower in
mind. Ultimate horsepower was sacrificed a little so that there will be adequate
torque inthelow revs. Fuel economy was a consideration, even decades before CAFE.
Also noise - high-performance cams often cause more clatter from the valve train.
And last but not least: engine longevity. Higher powered engines are more highly
stressed andsimply wear outsooner.
And there's another longevity issue: wear on thevalve train. Wouldn't it be nice
ifwecould just snap those valves open andclosed instantaneously? But wecan't; the
valve anditstrain (cam follower, pushrod, rocker arm, spring and retainer) are just
as stubborn about quick movements as anything else that hasmass. So the cam lobe
dare not make any sudden moves. When you tryto push a valve and its train open
suddenly at6,000 rpm, it pushes backrealhard! The lobe "skirts" have to besloped
gently enough that at even at red line the valve & train can be persuaded smoothly,
even though we're talking just a few milliseconds here. Equally important: when the
cam lobe begins to move outoftheway, there is nothing to make thevalve return to
its seat except thespring. If thespring can'tgettheValve & Co. going fast enough to
keep thefollower tight against the camlobe, wehave valve float. Which means that
the cam lobe moves out ofthe way, and when the spring finally gets the Valve & Co.
moving, itcatches up andlands with a big crash. Very destructive - that'swhat breaks
original Normal cast iron followers , for example. The design of the valve train is
another delicate balancing act. The pieces must be strong enough to open thevalve
at maximum revs without a destructive load, butif thepartsare made tooheavy, the
Like the old butcher's scale:
spring will not be able to close thevalve without float at maximum revs.
"No Springs - Honest Weight"
So wecan we increase the high-rev hp output of the 356 engine byuse of an MBZ Desmodromic Valve Actuation
after-market hot cam ifweare willing to pay the price. If wedepart from thefactory's carefully balanced design, something's got to give. If we want to go racing, we
lookfor a cam with a lot more duration. That means lotsmore power on the upper
end, andan engine that won't getoutofitsown way below, say, 4,000 rpm; below that
engine speed a Normal would take it to thecleaners. When I raced in theearly '60s,
the cams I useddidn't let the engine come on (start developing good power) until
5,000 rpm! But then it was good to about 7,000 (with Zeniths) ; now they're going
even higher on full race cams with bigger carbs.
How about a really hot street cam? Sure. Just be willing to have no torque to
speak of below, say, 3,000. At every start-off you will have to hold the engine above
3,000 andslip theclutch like mad, making a lotofnoise in theprocess. And you will
find yourself down-shifting to first, not second, when rounding most city street corners. Your engine won't lastas long, anddon't even think about gas mileage or passinga smog test. If you arewilling toaccept thedown side in orderto gofaster at high
revs, such a cam may be justtheticket. That, too.
But ifyou just want to go a moderate step beyond the Super/S90/SC/912 cam,
there are a fewprofiles from custom camgrinders which claim to give theengine a
little more urge without toolarge a penalty in low-end torque. I thought I justsaid
this can't bedone; is it magic? No; what it amounts to, basically, is "squaring up" the
lobeprofile (cam grinders tend to call thenose more "rounded" rather than "point28
Volume 24, Number 5
A. "Closing"cam.When main lobe opens
valve, flallened side allows closing follower
arm to move inward.Then closing camand
follower dose valve as main lobemoves out
of the way. Muchprecision in manufacture is
required.
B. Closing follower arm and lever on pivot.
C. Valve with mushroom cap is opened directly by cam, closed byclosing lever.
about the true reason for SOIlC and DOIIC in passenger car (non-racing) engines.
You read it here fi rst.
DOIIC has another advantage for the truly exotic engine: flexihility. The relationshipof intake and exhaust valve timing does not to remain fixed, as it is on a single camshaft. Variable earn timing can be used on one or both cams to optimizethe
relative timing between intakeand exhaust valves depending on engine speed. We can
have high overlap at highspeeds, and reduce it at lowspeeds for greater torque, fuel
economy and low emissions. And when variable cam timing is combined with computer-controlled ignition timing, fuel injection and more than twovalves per cylinder,
we have taken a quantum leap in the performance flexi bility of the infernal combustion engine.
Even with separate camshafts and variable valve timing, westill have that lobe
shape to deal with. But there have been attempts to remove that "last" big compromise. As long as we have a computer cooking,whynot use it to open and close the
valves precisely, free of the compromise of cam lobe profile? Looks good on paper,
butit ain't easy. "Direct" valve actuation has been done, experimentally, bymeans of
electricalsolenoids, hydraulic pressure and air pressure. One of the major hurdles
is the very high amount of force it takes to move a valve that fast. Especially, to open
an exhaust valve in an engine running at full throttle is a real challenge. The valve
must be pushed into a cylinder filled with very high pressure. True, as soon as the
valve opens just a crack much of the pressure is gone and the job is easy from there.
But that initial spike of energy required is a killer. It is easy to provide that kind of
force with a mechanical cam arrangement; not nearly as much fun byother means.
But we should not adjourn without a nod to one of the cleverest valve actuation
schemes of all time: desmodromic. Invented early in the century, it was used by
Mercedes Benzin their all-conquering300SLRrace cars of the mid 50s, perhaps the
most highly developed and successful race cars ofall time. The desmodromic system
asks the question, "Why do we need a heavy spring to close the valve, which adds
weight and puts additional strain on the system used for opening the valve?" The
desmodromic answer is simple: use "no springs- honest weight." Instead there are
two cam lobes for each valve, one to open the valve and the other (moreof a circle
with a flat spot) to close it. Without the limitation of depending on a springto accelerate the valve and its train closed, there should be no danger of valve float and the
"red line" rev limit should no longer be determined by the threshold of valvefloat.
A-ha, you say - butthere's no springto keep the valve tightagainstthe seat, providing
a good seal. True. But the desmodromicanswer is that if you get the valve within
kissing distance ofthe seat, cylinder pressure willdo the rest. And it seems to work.
If it's so good, whyhasn't desmodromicvalve actuation been widely used? Well,
it's expensive; great precision is required in order to synchronize two camsystemsso
that they work in concertand don't end up fightingeach other on a bad day. Also it
is noisy. With no spring to keep the gaps closed, the sound is reminiscent of two
skeletons cavortingon a tin roof, if you knowwhat I mean. Nevertheless, the Spanish
motorcycle Ducati has used the desmodromic actuation system on their fastest
engines for raceand street for manyyears.
So now, about those refined alternatives to the reciprocating ICengine. Aturbine,you say? Excellent, Everythingis goinground and round; nothing is jumping up
and down. It's a "continuous process" of intake,compression, expansion/power and
exhaust so there are no valvesto pop openand close. Ideal? Closebutno cigar. Great
for airplanes but not for cars. Why? The turbine functions efficiently overa narrow
band of rpms. Itwould be like having an ICengine that onlydelivered power between,
say, 3,000 and 3,500 rpm. Except thatin the case of a turbine we're talking revs in
five digit numbers, and it takes them a relatively long time to "spin up" to their efficient operating range. Chrysler did a lot of experimentation with turbine-powered
cars a couple of decades ago. The problem is that we are spoiled by instantaneous
throttle response and a "flexi ble" engine that has fairly constant torque over a rev
multiple of about 2.5 times (lowest to highest). The onlyway to use turbine power
and have the instant, wide-range response weare accustomed to would be to use a
transmission which is continuously variable overa wide range. Transmissions like
this have been made, butthe cost and mechanical complexity are daunting. However,
as weturn the corner into hybrid automotive power, turbines maywellbe found poweringelectrical generators-that well suits the turbine's need to function at a constant
speed.
Then there was the Wankel engine. Designed by German pump engineer Felix
Wankel, it looked very promising for a while. Mercedes Benz experimented with it
extensively; Mazda put it on the road. Very smooth, very fast. What killed it? The
Wankel is inherently a "dirty" engine. The geometryof its chambers result in com-
TheMercedes Benz 300SLR had tremendous racing success with an exotic
valve actuation system.
bustion which is high in pollutants. But you must give Mazda credit forone of the best
advertising coups of all time. Because the engine was physically small, there was
room to load plentyof anti-pollution devices into the engine bay. By this means, they
were able to advertise, just as pollution limitswerefallingdramatically, that this year's
Mazda already meets pollution limits for two or three years yet to come, thereby
allowing the reader to infer that it was an unusually clean engine, when in fact the
opposite was true.
So for the time being weare stuck with our crude, awkward, monkey-motion,
lovable reciprocating infernal combustion engi nes. The very fi rst IC engines, in the
early 1800s, werereciprocating. It looks like the last ones will be, too. Think good
thoughts about your lump stick. Without its sophistication, our 356swould run much
like Model T Fords.
~
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January/February 2001
29
he race weekend starts out on the road
earlyThursdaymorning. DadandI talk like
two young teenagers going away for the
summer. We cover all topics, sex, politics, family and
yes, racing. We try and guess who will be there and
whether we can beat them this time. We discuss past
car problems both for us and our competitors to
decide attendance and performance. We anticipate
paddock layout and who will be our neighbor. As we
pull into the trackit's as ifweare on grid for the feature racewith hearts a pumping.
With theexcitement meter off the scaleaswe pull
into registration, we our smacked in the face with the
bad news! Our friend and 356 racer Jim Connerth,
T
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 -463 2
Visitour Websiteat
www.paspeedo.com
30
Volume 24. Number 5
K~ith Denahan
fastest drum-braker on the east coast, passed away of
heart failure after a practice session.Jim loved his car
and racing as we all know anddo. Everyone who knew
Jim is better person because of his kindness. Jim will
beloved andmissedforever! As a tribute toJimall356s
wore black tape in his honorin the 356 race.
After the shock, we must go on.1\velve 356sstarted Friday morning practice with Vic Skirmants leading
theway, followed by PaulSwanson, John Higgins in an
RSK,JohnBiggs, Dale Erwin and Rick Gurolnick. Vic is
also fastest in the second practice with Tim Baker and
Keith moving up behind John B. The Klub Sport race
with eleven 356s of 38 Porsches sets the tone for a
weekend of close exciting racing. Vic is the first 356,
fifth overall followed by Paul, Keith JohnandTim. This
racealone is worth theprice ofadmission.
Saturday qualifying was a very slow session with
Vic, Paul, Rick, Dale andBill Hartong leading the way.
Keith lost first gear on the first lap butbecause Vic was
inattendancethis didnot end his weekend. After a brief
conversation and the help from many we were on the
track in less than 5 hours for the qualifying race. Vic
also found time to help out new comerJim Voss with
set up, as he fine tuned hisown car to first place again
in the race. The day ended with the Rolex one-hour
enduro where Rick came home first followed byJohn,
Tim and Dale. Jim Matthews took first in the drum
brake class.
Sunday afternoon was the 356 Challenge with
nine disc and two drums. Vic led from start to finish
with both Paul and Bill getting alongside him, but
unableto make it stick. Bill started smokingverybadly
which effected the visionofthe drivers right on his pipe
making itvery closeand exciting. Scott Kruegerwas the
fastest drum-braker while Ernie Cabrera finished
eighth in his bright yellowA coupe. It must be noted
Rick Gurolinick's 3-1/2 year old twins David and
Roberta with his '60 Roadster.
Below: 356 drivers, left to right: Rick Gurolnick,
Paul Swanson, Keith Denahan, Dale Erwin,
Vic Skirmants, Bill Hartong. Scott Krueger,
Jim Matthews, John Biggs, Gary Clary, Tim Baker,
Ernie Cabrera, and Jim Voss.
that both Bill and Keith turned faster laps than Vic did,
butwho won?The event ended with the featureandVic
is stillat the top followed by Keith, Tim, Rick andDale.
Paul was on Vic's tail but ended with engine failure.
Now, we must heal both mentally and physically
because the wheels keep turning; next are Savarmah
andthen Daytona.
Until nexttime,
Pace yourself!
Vic Skirmants working on Keith Denahan's transmission with Porsche Factory Special Tool Number
001: the ball peen hammer. Keith had his engine
and tranny out twice that weekend but worked
hard and got it runningand out for all races.
because he didn't have a clue on the tech quiz. Dave
Stinchcomb won a bottle of wax fo r obvious reasons.
Bill Pittman received the Whining Swine,relievingAllen
Naille of being a repeat Whiner. Robin Hansen was
given the "Outlaw" award for volunteer efforts above
and beyond.
Sunday morning departures for home began
shortly after sunrise. Dave and Ann Stinchcomb's
planned earlyget away was delayed by his parking lot
tech session. His unusual tools and medical carrying
bag were noted. Ask him about the Clinique case!
"See you later," not good byes where said until
the next gathering of the Faithful. We'll see vou some~
where, sometimein 356 territory.
Javelina
by Karen Sue & Mike Wroughton
It was Outlaw Days in Bagdad, and some real ones came over to check out the 356s. There was a gunfight
staged duringthe weekend, but the cars all managed to leavewith no bullet holes.
n the first weekend of October, the Fifth
Javelina 100 began andended in beautiful
Prescott, Arizona, once the Arizona state
capitol. At a mile highits crisp cool air provided muchneeded relieffromthe long hot summer for those of us
from the desert metropolises.
Forty-seven 356 fai thful arrived from four states
with Carol, King and Rusty (the dog) Clemons of
Colorado traveling in excess of 800 miles to join the
Arizona Outlaws for their annual trek throughnorthern
Arizona.
O
Another 356 group had connections here a long
time ago.
Friday afternoon began with Registration and
Warm-up Party by the pool as all greeted friends old
and new. The infamous Whining Swine was immediately putinto motion as one entrant sniveled upon arrival.
It was mylvife. As the sun set, dinner was found within
walking distance, providing a taste oflocal flavor.
Saturday, Outlaws awoke to partly cloudy skies
andbegancheckingoil, askingdirections to the closest
gas station and cleaning windshields before receiving
final trip details and Goodie Bags. The parking lot
quickly came to life as 356's with all the colors of a
bubble gum machine started their engines.
Descending from the forest-lined roads to the
desert floor, we became part of the annual parade
through the town of Congress. After giving our best
"parade waves" we proceeded to Bagdad over one of
the best two-lane roads in the state. With constant elevation and directional changes, it's a road you shouldn't miss. Arrivingin the mining town of Bagdad for the
1st Annual Bagdad days we became the largest display
along with Indian dancers, local crafts andfood, andin
typical Outlaw fashion an Old West Shoot-out on Main
Street. The Whining Swine was in still motion, surprisinga few.
We then meandered the back roads to Skull
Valleyand its always-interestingcemetery. We stretched
our legs while gazing at the headstone engraved with
"Co. A356" before the final leg returned us to Prescott.
Mary and Robin Hansen graciously offered to
host the Wind-dOlm Partyat their wonderful home in
the tall pines of Prescott. A delicious display of
munchies and cool beverages awaited as we made our
way to their mountain side patio. Tales of this and past
[avellnas were traded among the Outlaws old and new.
The en-route Tech Quiz was scored with Orrin
Henderson showing his knowledgeof the Pre-Askewed
quiz. Don Kaitz won a roadside emergency light
Mike Wroughton (left) presentsthe quiz and whiner awards to Orrin Henderson (holding plates) as
Bill Pittman looks on.
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January / February 2001
31
What my 356 did
to get me across
the country
the rules that I know about. I use 10-30 synthetic oil,
conservative ignition timing and generous valve clearances, the latter especially in the summer and on #3
cylinder. And I like to keep below 4000 for cruise. My
engine begins to drop itsoil pressure when its temperature reaches midway on the gauge (even though
Porsche, for reasons less than honorable, by 1964 no
bySteve Gurney
longer included numbers on the VDO temperature
gauge). When that happens, metal engine parts are
n Julymy gray '64 SC coupe
closer to contact of course, andincreased friction can
successfully took me across
generate still more heal and thinner oil still, so at that
the country. This was 4066
point I slow a bit, figuring that fewer power strokes
miles from New Haven,
and lessfuelburned ina given time mean less heatgenConnecticut to San Luis Obispo,
erated, and more cooling fan efficiency to remove it.
California via the West Coast
Nonetheless, overheating can be insidious if not
Holiday in Durango, Colorado.
carefullywatched. It sneaks up on the long but decepTo get me from ocean to ocean
tively shallow gradient climbs so common in the
successfully, my engine had
Western deserts; in Utah for exampleor near LasVegas,
much to accomplish.
or Needles, a town which now cleverly conceals from
Overthis distance each sparkplug ignited about
the unwary that- exceptforDeathValley-it can register
7 million explosions.Sincethere are four of them, that
the hottest temperatures in thenation.On these grades
means my engine generated and absorbed
one canwatch the temperature needle creep
about 28 million explosions. Each of these "Through nearly all of history no andent Roman inexorably towards the forbidden red, yet
tried to drive a piston out through the side of or crusading knight or Renaissance inventor or power and rpm must be maintained to prethe car. This possible result was prevented by
serve the health of the engine under load.
Western pioneer, all of whom were at least as There
the connectingrods and the crankshaft, which
is no substitute forplanning ahead for
interested in travel as most of us moderns,
instead stopped each piston at a precise point
these and drivingthem in theearlymornings,
and converted its linear motion into rotational
would have been able to comprehend such a which are the best times for travelinganyway.
energy. In this process, each piston traveled in
The sun is rising, the air cool and clear, the
a straight line about 1400 miles inside its bizarre chemical and mechanical process as this traffic least. Apancake breakfastis anticipatcylinder. That's about a third of the distance
to get from one place to another:'
ed a few miles ahead, and the sounds of an
theypushed mycar, which seemsto me pretty
aircooled engine blur closer to a symphony
good mechanical leverage, especially since they were
Pellow, is convinced by long experience that the twin
at this timewhen onessenses are attuned at their best.
under a considerable handicap: theywere required to causes of early engine failure are "ignorance and stuAs a flightinstructor ina former life, I learnedtoo
reverse their direction after each 74 millimeters, or
pidity." For those ofus too proud to applythose terms
about the risks of rapid or uneven cooling fro m
about 2-7/8 inches of travel. At cruise speed that's a
to ourselves despite considerable evidence, he somedescents with air-cooled engines. On a long hotleg ofa
reversal rate of about 125 times each second.
trip, it is wise to reduce speed gradually so the engine
times makes itmore palatable byattributing enginefailMercifully, the rest ofthe car, and I, were not required ures to the sudden unwelcome entrance of the infamcanlose heat slowlyand adjust evenlyto itsnext rest. I
to do that butcould always aim our sights in onedirecmous Murphy; a character who, Harry can amply allow at least five miles and often up to ten for this
tion, which in thiscasewas West. Finally, these pistons
demonstrate, eagerly awaits his cue. All Murphyneeds
process, slowing, at least where the roadis downhill or
-b y means of their connecting rods-drove my crankis an opening and more of us than care to admit it-the
level, to 3000 rpm or below and keepingas lighta right
shaft through about 14 million revolutions. Somehow evidence further shows-are eager to provide it. It is foot as possible at these times, figuring that less fuel
no damage or noticeable wear seems to have resulted equally certain that many of us will continue to lay burned means less heat made. Cars and trucks one
fro m all these violent actions. In fact, my engine now downthewelcomemat for Murphyinthe future, unless
recently passed then in tum pass rightback, with their
seems to do it all better than when webegan.
history, fo r the first time, fails us as a guide.
drivers staring and perhaps thinking that they already
All of this activitywas fueled by chemically comknew that sucha small, strange car with its grillein the
bining 150 gallons ofpremium gasoline with about 15
Across-country trip, in this case my fourth in a backwould not be able to keepup itsformerpace. But
times that amount of oxygen by weight. The gasoline
Il356, is the best of all ways to learn about we know better, and theycannot experiencethe pleashad recently been extracted and refined from the
one's car, as well as one's country and oneself. Even
ure in seeing the temperature needle ease itselfto the
underground liquid remains of uncountable numbers
though I've owned my coupe fo r over 34 years now, I
leftand the oil pressure needle to the right during this
of long-dead small animals. The oxygen was provided
learned a good deal more about it over these particu- slowdown. I also like a fast idle for a minute or two
with no effort and entirelyfree ofcharge byliving plants
lar sixty hours. Keeping in mind the experiences of before shutdown. The engine must like this procedure
along the route and elsewhere on the planet. That Harry and many others, especially as regards engine
since it almost always rewards me withan easy hotstart
seemsan extraordinarybargain provided by nature.
operating speeds and oil temperature, I try to follow
even with buta miserly6 volts to fire it up again.
All of these explosionsand linear and rotational
Certainly, a highlevel oftrustisneededto embark
actions generated considerable heat which had to be
on a long jouney in a car 35 years old or more but a
removed andtransferred elsewhere if the process were
former U.S President gave sound advice in a different
to continue without quicklymelting or fusing the metal
context which nonethelessapplies to ours: "Trust, but
parts involved. To remove that heat, my cooling fan
verify." In our context that means to be thorough in
rotated about 35 million times in order tosuckin over
one's preparation and to consultexperts of whom we
four and one-half million cubic feet ofair and continuhave many, when in doubt. Then comes the time when
ously blow it over my oil cooler and cylinder cooling
one simply loads up and turns the key for the road
fins. Sometimes it blewsome ofthat air over me too, on
ahead. That road willusually be a~oo d one.
cold mornings.
Good wishes.
~
Through nearly all of history no ancient Roman
or crusading knight or Renaissance inventor or
I
32
Volume 24. Number 5
Western pioneer, all ofwhom were at least as interested in travel as most of us modems, would have been
able to comprehend such a bizarre chemical and
mechanical process as this to get from one place to
another. But late in the 19thcentury several people did
begin to comprehend it and, as all 356 owners know,
one man understood it especially well. That was Dr.
Porsche, andhe and his engineers and immediate successors developeditinto a fine art indeed. Unlike much
other art, however, the consensus among experts
seems to be that building and operating 356 engines
requires following rather strict rules, many of which
were first laiddown byDr. Porsche. There is ample evidence that thepenalties forviolatingthese rules impose
uncommonly severe consequences on one's bank
account.
Porsche manufacturers seem to have built, all
told, about 120,000ofour P356 engines. Theyare well
designed andhence reliable even under hard use, provided that the right parts are assembledin the right way
and the rules are followed. At least one expert, Harry
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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 Osos, CA 93402-3232
All Credit Cards Accepted
S. Lucas Valdes, P.E.M.E.
International Mercantile
• Excellent
Reproductions with
mostly German tools
• Hazet wrenches
and screwdrivers
<Tire pressure gauge
and lots more
I
Manufa cturerllri stribut or Since 1971
Obsolete Rubber &
Trim for the vintage
356 and 900
series auto
B Kits starting at
$475. +shipping
Pre-A
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Available
Chris Purer
24222 Via AquaraAve. Laguna Niguel, CA92677
Tel: (949)363 0891
Fax:(949)4958061
Please call or writ e for lat est parts catalog: 1'.0. !lo x 2818 Del Mar. Ca liforn ia 92014-5818
(800) 356-0012
(760) 438-2205 Fax (760) 438-1428
e-mail: [email protected]
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Toll Free Order line
800.438.8119
PO Box 41030, Reno , NY89504
775.626.7800 Fax 775.626.1220
January/February 2001
33
he Registryof ten years ago included a very
informative article on the large gas tanks
used from the 356tothe T5Bcars. This was
byDave Seelandand Dick Koenig. (These will bein big
demandagain if we have another gascrisis.)
Bill Block's Reviews column reviewed theEnglish
version of the Schrader book "Porsche 356," which
had just been issued in a revised English version. This
was a difficult book to translate/convert to an English
edition, because every single German ad in the book
had to be replaced with the equivalent English one. Bill
highly recommended this book.
Cole Scrogham's column had a discussion of the
Carrera sports and competition muffiers. They had
been difficult to obtain, butat thetime of the article the
SportIIandthe Sebring rnufflers were once again available.
Ron Roland's column once again had infonnation not readily found elsewhere. He included discussions on chassis numbers and on the Reutter-toPorsche transition. The question is when did Reutter
bodies become Porsche bodies? Ron pointed out that
even the date of sale of Reutter to Porsche had been
reported in oneplace asJuly 1963 and inanother place
as March 1, 1964. His column also included a discus-
T
An internet talk list member asks,
"What should my 356
smell like?"
Response by Dick Rowley
U ' ll get a lot of answers based on whether
the car was restored or is original, whether
it baked in the sunout west, faced rainand
snow in the northeast, lived in a garage, whether the
garage was dryor damp, how long it may have been in
storage at different times in its life, and on and on. Or
if the car was restored, when, and with what materials.
Unfortunately "original smell" is hard to put a
finger on. I'll give you my personal take on what "the
real thing" should smell like. We'll take an A coupe
since they hold the smell in nicely, and we'll give the
unrestored car 175,000 miles, with original interior
(vinyl and wool) . Here wego:
10% mildew odor from original carpets. If not
mildew, make it something vaguely like mildew from
years of soaking up whatever leaked in the weather-
~
34
Volume 24. Number 5
sionon how to replace the heater tubes inside thelongitudinal members, and helped the restorer byprovidingdetailed sketches.
The late 1990 time periodwas nearthe time early
Porsche prices peaked following fast increases. How
about a 1964 Carrera 2 Cabriolet offered for only
$295K?
The Registry of twenty years ago included the
announcement of the West Coast Holiday to be heldat
Lake Tahoe. While at the event wediscovered that there
were two concours. One was for the 356s, and the
other was for classic inboard wooden boats. The issue
also showed a photo of a 356 which did not have any
paint problems; it had been covered with white fur by
the owner.
Vic Skinnants' Technical column included a contribution from Lew Larkin. Lew described how to
improve the 356A wipers by replacing themwith 356c
wipers. Vic also commented on the poor quality of
some of the more recent books being written on the
historyof Porsche.
Gene Lents and Don Zingg's series on the 1954
Speedsterwas continued in this issue.They detailed the
interior fittings, topand accessories including thetool
kitand crank-operated Vigol jack.
Dick Pike helped us out byexplainingto us what
the phrases used in used car ads really mean. "NEEDS
strips or was spilled on it. Carpet should not smell new.
10% fun ny exhaust gas residue smell, from
exhaust gasses leaking in whenever the exhaust sytem
decided to gokaput over themanyyears. This is another odd smellthat takes years tosink inand reallyestablish itself. It too aquires a certain eau de patina.
15% gear lube smell, from many years of tiny
tranny nose leakswhen the car is parked facing downhill, thus causing that oily gunge in the shifter area of
the center tunnel. If you're reallyluckyyour tunnel has
oilallthewayto thepedal cluster.
"_food items get bonus points if
they cannot be identified:'
5% vague fuel odor, real or imagined, from the
fuel cock and/orthe carbs.
10% miscellaneous odors from the seats and
door panels, again dependent on the exposure to
dampness. The door pockets are seriously well
designed to hold moisture so in wet climates this percentage moves up.Add even more smell points dependingon what was leftin the pockets, forhowlong (food
items get bonus points ifthey cannotbe identified).
TUNE UP" means that it really does need a tune up,
whichshould be done right after you have that needed
valve job done. "NEVERROLLED" is a true description,
it just doesn't go on to explain about the time thetractor trailer crashed into it. His column reminded me of
the time 1 was cutting across the used car lot of the
Columbus, Ohio Porsche-Saabdealer one sunny spring
afternoon. Their used car salesman yelled across the
lot to me, "Hey Jim, come over and look at this red
356C coupe we just got in. Never raced or wrecked."
Without slowing, 1 yelled back at him, "Yeah, 1 know
the car. I used to own the roof that's on it now!" And I
was telling the truth!
Finally, Vernon Crotts made a valuable contribution to Dave Seeland's Four-Cam Forum column by
writingvaluable suggestionsfor maintaininga four-cam
engine. Vernon even included sourceshe had discovered for needed parts.
~
5% mouse poop. Now, this depends on area of
thecountry and the meeses' ability to access places like
your heater tubes and shifter tunnel and build their
cozy little houses using the insides of your seats. The
more original your car and the longer it was used as
"just a car," the more likely mouse poop enters intothe
equation.
The balance of the 100%is likely made up ofall
the colognes and perfumes used by previous owners
and their travel companions, and the "miscellaneous"
category of pet and child accidents. Despite the many
variables, however, there is a distinct 356 smell. It is
slightly differentfor Cabrioletsdue to the extrafab ric in
the top.
Your best bet is to find a venerable old unrestored car and see if the owner will consent to let you
sit in it with the windows up for a while.
OK, this was prettytongue-in-cheek (or hand on
nose) but I'll put my money on the gear oil, the socalled heater, and the original upholstery materials, as
the big drivers of what makes old, original 356s smell
right, andwhythat smellgoes away when we fix everything.
~
Porsche Racing Cars - A History of Factory
Competition by Bill Oursler, hardbound, 10 x 10",
192 pages. M8I Publishing $39.95
Those of us expecting a direct reprint of Bill
Oursler's Panorama Porsche competition car studies,
put together as a book will be both delighted and disappointed. Delighted in that the book is new material-both in the senseofcars not yet covered andin the
sense of a complete rewrite of those which have been
covered- and disappointed in that the Pallo articles
go into much deeper detail. Essentially allofthe period
photographs are Werks and many of the remainder
shot at Montereyin 1998, manyof the latter byLeonard
Turner, (Our editor arranged a press pass for me and
even though I stood next to Leonard; his photographs
appear to have come out much better than mine so it
was clearly a case of my needing more expensive
equipment.)
•••••
Oursler starts with the R.2!!le-Berlin-Rome car,
which he calls the Typ. K64. I would quibble that the
car is properly called the Porsche type 64 or using VW
terminology Type 60 KIO, referring to the VW as
Porsche Type 60 and Karosserie # 10 (tenth body
design on the Type 60 chassis).
Explained better than even by Ludvigsen, in
Excellence Was Expected, are the advances of the Type
360 Cisitalia Grand Prix car as well as its flaws. I certainly was not aware that the 4-whecl drive system was
designed only for acceleration. The PorschePiech/Abarth/llruskafamilyand business interrelationships led to a deal with Dusio and the design of the
Cistialia. The Cistitalia deal was not onlyimportant as
the source of money used to ransom Professor
Porsche, but also as unequal cross-pollination: Ferry
Porsche recognized the genes for the V\V-based
Porsche in the FIAT based Cistlalia, while selling
designs so expensive that they ultimately bankrupt
Dusio. The resulting Gmund 356SLis treated in a perfunctoryfashion; but then it was an evolutionary dead
end as far as the factory was concerned. Porsche In
Motorsport by Morgan, reviewed here recently, barely
•
•
•
mentions these cars which first ran so successfully at
LeMans. This symbolizes the difference in approaches
between the two books: Bill Oursler digs fo r the background and the why, while Peter Morgan describes a
model and creates a context. Oursler smoothly moves
fro m the Glockler Spyders to the pushrod 550s,
through the 550, 550A, RSK, RS series. Morgan covers
the 550byselectingA\1Is as the emblematic racecourse
and then in the nextchapter the 718 (RSK, RS series)
in the contextof LeMans. Both cover the Formula I & II
cars but Oursler at least mentions the disastrous 787.
And finally (for 356 period purists) the 904.
Both provide adequate examination of Piech's
racecars, But onlyOursler covers the 356cera Porsche
Kangaroos. These initially consisted of stripped down
904 chassis, to which were attached Lotus Formula I
suspension. "The first example, 906/007, featured the
simplest-and the ugliest-body ever produced by
Porsche, Moreover, unlike the coupe shell, the bodyof
007 contributed nothing toward chassis stiffness, thus
making the open-toped machine a truly poor handling
flexible flyer. Such was the nature of 007 that even the
factory's ) 0 Bonnier, who often displayed too much
courage and too little common sense, refuse to drive it
at the 1965 Targa Florio." Such was the stuffof Piech's
beginning and of Bill Oursler's tum of phrase.
You will not be disappointed in either l'orscbe 111
Motorsport byMorgan at $49.95 or Oursler's Porscbe
Racing Cars - A History' of Factory' Competition at
$39.95. Both books are ofsimilar size (192 pages and
mini-coffee table size) and feature exquisite photographs. Either book will serve as a basic &.l:stalt, butthe
true aficionado will need both.
~
•
STOP!
GO!
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Street legal with turbo muffler
Includes 90 ' stinger for racing
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Classic & Speed Parts • William J . Pringle , prop . • 1167 E. Lorna Alta Dr., Altadena , CA 91001 • • •
•
• • tel/fax 626.794.3099 ·o ~I:I
January I February 2001
35
It was a Dark & Stormy Sunday night/early
Monday Morning in May, the warm California wind
lashing out at almost 5 knots, drenching the Silicon
Valley with 0.1 " of rain. And causing 64K traffic accidents.
The Maestrowas finally gettingaround to checking his e-mail. There was the the usual lOOK of messages from the 356 RegistryTalk List, with every manner of question- simple, complex and Dumb,(exampie ofa Dumb Question: I'm thinking of buying a 356.
Can you tell me what I should buy and how much I
should pay for it?" Bo', ifin you don't know by now...)
But really, there are no Stupid Questions.
Among the other e-mails was one from a 912
owner which said, "Hi, my 912 broke down. It just
stopped running so I hadit towed to your Shop today
(Sunday). 1 knowyou are busy, but could you please
look at it?" Geez, thought the Maestro, now the cars
appear outof the Etherfnet) into the Parking Lot! And
I've got six engines to build that people are screaming
for! When it rains, it pours. But theMaestrois notone
to turndown work - or miss outon a Mysterylike "why
didmyengine die?" The Maestro wants, nay he NEEDS
to solve Porsche Problems, especially 356/9I2
Problems.
Anyhow, bright andearly onMonday, the Maestro
arrived at his Shop an hour before Noon, prepared to
do battle with the Demons ofthe 912. And do battle he
would. The 912 was parked at an angle across two
parking spaces, obviously having been dropped offin
that position by the tow truck driver. It was a 1969
model with a rather recent and quite nice dark green
paint job. Had a prettynice interior too. The Maestro
found the key inside the Shop, dropped through the
mailbox slot. He grabbed it, walked over to the 912,
unlocked the door and tried to fire it up.
Crank Crank, Crank. She-a crank-a but the
engine, she-a no-a start-a. OK, time to bring out the
heavy Artillery. The Maestro got out his debugging
pack: the Magic Sears Timing Light, a couple of 10mm
wrenches, a screwdriver andfeeler gauges. He popped
the rear deck lid to eyeball the engine on this Beastie
andwhat didhe find buta Typical, Run Of The Mill, Old
Porsche engine. With oilanddirtonmosteverything. It
even had an Original Oil Filter Can that was missing
half the paint. And a Rear Platepainted with a BRUSH!
(You could see the brush strokes. NO Powder Painted
Beauty this.)
Great, thought the Maestro, why isitthatthe REST
of the car can be made Pristine, but the engine always
looks like a clunker? To make debugging matters
worse, the engine had an electric fuel pump on it (the
reliable mechanical pump still attached, with its inlet
and outlet fuellinespointinguselesslyin the air.) Great.
So is it a fuel problem or an electrical problem, or
maybe an electrical-fuel pump problem? More debuggingrequired.
The Maestro eyeballed the Distributor. At least it
was an .050 (that's Good), butit hadn't been installed
right (that's Bad). The Capacitor was 180 degrees away
from where it should be. He pulled the .050's cap off
andeyeballed it.There was WATER inside the Cap! And
water inside the Distributor!Water from the RAINfrom
the previous day! Well, that could certainly explain the
Failure To Run Syndrome. But, I hear you cry, HOW
does water get up INSIDE theDistributor Cap where the
36
Volume 24. Number 5
spark plug terminal be? Insidiously Simple. When it
rains on a 912, water gets on the engine and inside the
Distributor body, from things like rain (remember that
Terrible California Storm the previous night?) If the
engine is hot, the water evaporatesand then, eventuallywhen cool enough, condenses on the relativelycool
plastic distributor cap. INSIDE the top of the capwhere the spark Terminals are. Were it fouls out the
spark. Ergo, Engine misfires and dies. Great. Would it
be this easy?
The Maestro wiped offthe inside side oftheCap,
and reinstalled it. Whereupon he noticed something
funny. FunnyCurious, not funny ha-ha. The Distributor
Cap was the WRONG ONE for the .050! It was for an
Original Distributo and as such, it didn't have the
"tang" in the Cap that the .050 Caps have. It just rested
on the Distributor's body and could be rotated at will.
All the easier to suck pure, refreshing rainwater in.
Great. The Maestro then eyeballed the Rotor. And it
WASN'T an .050 Rotor!it was a "regular" Rotorfor an
Original Distributor! And when the Maestro eyeballed
theCapacitor on the side of the .050, it wasn't theright
one either! Itwasfroma .009!Geez, isthere ANYTHING
right about this engine?
The Maestro then checked the points, which
"...he couldn't BUDGE the Fan
Beltl Did the engine had Umpteen
to One compression? Or what?"
looked oldandwet. He dried the points, turned thekey
to "on" and went to crank the fan belt (and thus, the
engine) over by hand to see if there was juice to the
points. But he couldn't BUDGE the Fan Belt! Did the
engine had Umpteen to One compression? Or what?
Then he noticed that the Fan Beltwas tight as aGE-tar
String. Better adjust this too. He eyeballed the Crank
Pulley, thinking of puttinga wrench on the PulleyNut to
rotate the engine. But the Pulley Nut on this 9I2 was
barelyvisible - there was a SECOND pulley in the way.
Onlythis Pulleywasn't a 1968 912 Pulley. Itwas anAir
Conditioner Pulley for the add-on, primitive AlC used
back then. Of course, the Compressor had long since
gonetotheHappyHunting Grounds, butthe Big, Herky
1/4" thick steel plate that replaced the Left Hand Motor
Mount was still there, making access to theDistributor
more difficult. Hummh. So much for cranking the
engine over with the pulleynut. That left the Generator
nutas a means forturning over the engine. And he had
to take it off to adjust the fan beltanyway.
The Maestro gave up and went back inside his
Shop to get a 36mm wrench to take off the Generator
PulleyNut. Returning, he stuck the big socket onto the
Generator Nut and tried cranking. The nutturned, but
instead ofthe Sound of Silence there was the sound of
SCREECIIING; metal-to-metal contact between what?
The Crank pulley and the Large Diameter 1969 912
Generator. The guy had just replaced the Generator,
and had miswired it too. That's a Bad Sign. To replace
the Generator, yougottatake off (and putback on) the
Generator Pulley pieces. And something was wrong
here. The Maestro grabbed the36mm wrench, stuck it
on the Generator Nut, and cranked. The Generator Nut
came off, with a little difficulty, but when the Maestro
eyeballed the area between the Pulley halves he found
NONE ofthe special Generator Shims there! You needa
total of at least TEN (I 0) shims, with usually 7 shims
between the PulleyHalves andthree shimsbetween the
Nut andthe Outer PulleyHalf. If you have fewer than 8
shims total, the "stack" of pulley/shims/nutlhub isn't
sufficientandthe Generator Nut will "bottomout", with
the pulley halves not tightened sufficiently. Cracks
quickly start at the chord cut-outs in the center of the
Inner Pulley Half and proceed until the Center Section
is ripped out (ouchl), broken into two pieces, and
Exits, stage Right (and Left). The Fan Beltimmediately
flies off, and the Generator Light comes on. Except in
THIS CASE because the GENERATOR LIGHT WAS
ALREADY "ON" from the Owner hooking the generator
up wrong! How about THAT for Ironic Pentameter?
(The godslove their songs sungin Ironic Pentameter.)
Imagine: Klutzo hooks up his generator wires
wrong, forcing the nuton the GeneratorTerminal that's
NOT supposed to come off, off. And instead of putting
the "crows foot" wire on (which is why it's a crow's
foot; togo on a terminal whose nutdoesn't comeoffl) ,
he puts the "Hot wire" on. And the crow's foot Field
Wire to GROUND on the Generator Case. That causes,
of COURSE, the Big Red Generator light to come on.
And BE"on" ALLTHE TIME! After all, that's its job! So,
now suppose you also screw up your Pulley Halves
somehow while putting them back on andtheyhappen
to partcompany at thesame time theGeneratorfailed?
(That Irony again.) Now, with the Generator light
always "ON" ifthe Fan Belt come loose, there's no Big
Red Light to turn "on". It's already "on." So, unless
you're watching the Temperature Gauge like a hawk,
like a good owner should, you will never know when
the fan beltbreaksuntil theengine overheats enough to
turnon the Green Oil PRESSURE Light, Which by then
means your engine (and bank account) are bothToast,
Geez, thought the Maestro eyeballingthe almostfully-cracked-in-half pulley half. This guy is so lucky!"
If the distributor cap hadn't shorted out from the rain
and he had tried to drive the 50 miles home that night
at highway speed the Inner Pulley Half WOULD have
failed, he never would have known it and the engine
would have destroyeditself! Oh, man, I just cost myself
an Engine Overhaul, thought the Maestro as the
Realization hithim, drowning in the gods' Irony. Sigh.
So, off came the Pulley nut and then the pulley
halves a second later, right?Wrong! The Pulley halves
wouldn't BUDGE! Theywere stuck tight by the incredible pull ofthe wayyyy tootight Fan Belt, squeezed tight
as mechanically possible with NO shims between the
pulleyhalves. Let metell you, that's Pretty Damn Tight!
TheMaestrohad a devil ofa time casting out the Pulley
lIalf Demons. lie had to use the Method of removing
VWWheel Bearings in the Desert with onlytwo screwdrivers on opposite sides of the Pulley halves, and
worked the stack of shimsoffthat were stacked on the
outside ofthe outer pulley. It was then he sawthe Inner
Pulley lIalf with the crack almost allll the way through
it. This guy was one Lucky Customer. The Maestro
caught this one Just In Time - j ussssst before
Catastrophic Failure Cascaded to a Cataclysm.
lie eyeballed the Fan Belt; it W:L~ that awful 10mm
x 825 belt that "everyone" says is the only one available. BILDGE\Vt\TERon the 10x 825 fan belt!The right
belt is and always will be a 95 x 825 Continental. And
theyarc stillavailable.So, the Maestro went backto his
shop to get exactlythat, and another innerpulley half,
of course. Returning, he hooked the PulleySystem upwi th 7 shimsbetween the Pulleyhalves, and four shims
between pulley nut and outer pulley, just to be sure.
Now, back to the Distributor, which-besides having
water inside, the wrong Cap, the wrong Rotor, the
wrongCapacitorand bad points-was installed wrong.
When an .050 is installed right its Rotor at Top Dead
Center # I is directly above the Notch in the Case. But
when the Capacitor was replaced with onefroma .009,
the .050 transrnutates into an .009, and the Capacitor
interferes with the Oil Filter Return Line, so the
Distributor can't be installed wi th the Rotor pointing
where it should be no mo'! VERY Esthetically
Displeasing.
The Maestro figured the best way out of this bad
situation was to simply REPLACE the .050 with a NEW
.050. That wouldsolve the problem. And they're cheap
enough. \'i'hich he did. lie rearranged the wires on the
new .050's distributor Cap and eyeballed the static timing at 5 degrees advance, reached in and turned the
key. WIIOOOOOM! The engine, which before had not
even popped, fired right up and settled down to a reasonable idle. The Maestro hooked up his Magic Timing
Light and checked the Idle Timing. It was 5 degrees
Advanced, lIey, not bad Maestro. You, like wine,
women andsteak-oops, not women-get better with
age. The Maestro revved the engine up past 3000 rpm
and rotated the Dial on his Magic Timing Light until the
mc mark on the pulleylined up with the Timi ng mark
in the Case. lie read the IIigh Speed timing off the
Magic Dial: thirty-three Degrees. Man, you goua love
those .050's!The Maestro let the engine warm up, then
adjusted the 401DFWebers on the engine. They adjusted likeMicrometers - as good Webers do. But the Big
Red Light was still on. The Maestro eyeballed the
brushes on the generator; they looked prettygood. lie
pressed on them lightly. They were making good contact. But the Big Red Light stayed on. lie eyeballed the
Regulator. It W:L~ one of them newfangled regulators
from Brazil, the ones with the Domino-sized "Solid
State" regulator connected to a metal can about the size
of a Stock regulator. The outside of the outer can has
the electrical connections.
So, what happens when you ground the
Generator Field with this rype of regulator is left to the
Student. As is Regulator Replacement! Overall, not bad
fora day's work. The Maestro had: Saved a Customer's
Engine from Disaster by Serendipity. Lost an engine
overhaul for the same reason. But gained a Customer!
Not too bad a deal, ifin you:
OIL ALTER - MAHLE
$4.75
AIR ALTERELEMENT ALLWIZENIlH . .9.75
1600 ENGINEGASKETSET COMPL
89.50
OIL UNE INLET
8.50
OIL UNE OUTLET
8.50
1.50
OILSTRAINER GASKETKIT
GENERATOR PULLEYHALFINNER
9.25
GENERATOR PULLEYHALFOUTER
9.00
A-B-C-TRANSGASKETSET
45.50
SWEPCOGEAR LUBRICANT(GAL)
34.50
BOSCH 050 DISTRIBUTOR
85.00
2.50
POINTSFOR .050 DISTRIBUTOR
CAP & ROTOR FOR050 DISTRIBUTOR 19.50
KINGAND UNK PIN SET GERMAN . • •.62.50
5-112x15 CHROME WHEELSTO '63
.75.00
BIGHOOD HANDLE withCREST
75.00
CHROME LOCKING ANTENNA
19.50
A-B-CSTAINLESS BRAKE UNE SET . . 42.50
BRAKEMASTER CYL,M3 w/reservoir . .89.50
BRAKE MASTER CYL,CISC
$79.50
C BRAKE CAUPERKITF OR R
12.50
A-B-COUTSIDE DOOR HANDLE
19.50
A HORN GRILLE
21.00
B-C UPPERHORNGRILLE
21.50
B-C LOWER FOGLAMP GRILLE
23.50
A-B HUB CAP BABY MOON
21.50
B HUB CAP S90 WIlH ENAMEL CREST 37.50
C HUB CAP WITHENAMELCREST
37.50
A SIDEVIEW MIRROR AERO
41.50
B SIDEVIEW MIRROR PONTOSTABIL .41.50
C SIDE VIEW MIRROR DURANT
.42.50
B-C BUMPER GUARDF OR R
98.50
A BUMPERDECOF OR R
65.00
B-C BUMPERDECOF OR R .. . .. • . .. .62.00
50.00
A ROCKER PANEL DECO
B-C ROCKER PANEL DECO
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Keep the 356 Fa ith
January I February 2001
37
o goor nottogo? That was thequestion. As
a shirt tail organizer of the East Coast
Holiday, it was an uncomfortable decision
to make when the invitation to the Goodwood Revival
Race came. The offer was to be partofa pitcrew fora
pair of famous 356s driven byJohn Surtees andJacky
Iykx. Orhelp outat theBlue Ridge Holiday. No brainer
right? So, there was a certain amount of guilt that followed me to the UK until old 356 friends Barry Curtis
and Adam Richardson collected me at Heathrow on
their way to Goodwood.
The Revival event should notbeconfused with the
more carnival-like Festival ofSpeed inwhich theEarl of
March uses his front driveway for a hill climb.
Remember the Porsche Popsicles from June of 1998?
That was the Festival of Speed. On the other side of
Lord March's estate is a full racecircuit thatwas much
used from the30sthrough to 1966, when itwas closed
bythecurrent Earl's late father. During WWII, the 31st
fighter squadron called the circuit's grass infield home
and it is still used as an airstrip. After closure, everything was left as is until the circuit was reopened three
years ago.
Lord March is determined to keep everything in
period, celebrating thehistory ofmotor racing. Many of
you may yawn and say, "Oh, another oldcar race," but
thatwould beselling this event fartooshort. What Lord
T
This page, clockwise from top inset: A Spitfire and
a P40 Warhawk prepare for a scramble.
Jeff Moyes holding off the 300 Merc Gullwing with
an MGA and a Healy LeMans Sprite having a go at
each other.
Proud owners Tom Pead, on the left, and Mike
Smith smile at the weekend event
Right: Ian Scott-Watson, former owner of the car
and friend and supporter of Jim Clark, surrounded
by the team's ladies. Photo by Ulrich E. Trispel
38
Volume 24. Number 5
March hasattempted todo (andin this writer's opinion
succeeded) is package time. At a postwar race here
onewould have seen men insuits andties, with women
in full dress. At the Revival, a ticket will get you in the
gates butto enterthepaddock, men must bein period
jacket andtie.Judging from what 1saw thewomen have
the most fun with all this dress up; there were some
stunning outfits! In the air, WWII fighters staged mock
dog fights, attended byauthentic-looking Allied pilots,
crew and nurses on theground. All around the circuit
every effort hasbeen made tokeep things asthey would
have been before racing ceased in the mid 60's. Many
who originally raced at Goodwood say thatthelook, the
feel and atmosphere has been recaptured by Lord
March in itsentirety.
Arriving at the track, we were advised there had
been some last minute changes.Jacky Iykx hadto cancelandJohn Surtees was now driving David Piper's 275
LM (another no brainer: 356vsthe same Ferrari you
won many races in). So Adam, who won theEuropean
356championship several consecutive years, was now
to drive the 1959 GT, the same car that von Hanstein
took 1st in class in the 1959 Argentine Grand Prix. The
GT is now owned, often driven and regularly campaigned byMike Smith. Mike is also a 50% owner with
Tom Pead in theotherfamous 356we were to race, the
car thatJim Clark owned & raced early in his career.
The Clark car was to be driven by Jeff Moyes, who codrove theTour de France with Mike in theGT andwas
also 1stin class with the GT at the rain soaked 1998
Goodwood Hill Climb. While the GT has been an old
war horse campaigned throughout Europe, the Clark
car had just emerged from a complete restoration.
Both were tocompete inthenewly created GT class that
was christened the "Fordwater Race", as described by
the Earl of March, "to create a more economically
accessible class of racing." While theotherraces read
like thewho's whom ofperiod racing, our 356's were
slotted in with a couple of lightweight 300SL's, XK150
Jags, a couple of Le Mans-raced MG's, Healeys, Alfa
TZ's and a gaggle ofwell known ((at least in England)
one-off specials.
The track itself remains as it was when closed in
1966, i.e., noArmco, just tires, grass anddirt. No runoff or kitty litter either. I think even thefire trucks and
ambulances are vintage! The track is 2.4 miles with a
collection ofvery fast right hand turns, onesharp and
one easy left, finished by a tight chicane before the
start/finish. Inshort, a very fast track!
In the paddock with the GT and the Clark Car after
the race.
Friday's practice resembled the raceat Pittsburgh
with horrific rain. As a consequence our times were
slow: 2:40's for the Clark car and 2:20's for the GT.
Saturday, the GT qualified at 1:43, 3rd on the grid
behind a Lotus Elite and 150 XKJag. The Clark car with
its stock 1600 S motor, soldiered on at 2:03 on the
drier track, qualifying 10th on the grid. Sunday we
were blessed with clearing cool skies and a clean dry
track, but we were the 2nd to the last race of the day
and weather wise, anything could happen. The Jim
Clark car garnered a huge amountofattention throughout the day; so much so, we almost couldn't get our
prep work done. Aspecial treat was the arrival of the
car's second owner and long time Clark friend, Ian
Scott-Watson. lie recounted many a Jim Clark story
,most ofwhich have never seen print. What a delightful
man to share some treasured insights into the other
side of someone so famous. Ian was reunited with the
car he last drove in 1959. Much to the credit of the
restoration team, Iansaid it goesand drives betternow
than it did back then! It was lovely to see his broad
smile as he ran his hands over an old familiar friend.
At last, our race, BothAdam and Jeffgot offto a
great start. Remember, on the other side of the pond,
they do a standing start like Formula I, not the flying
startswe do stateside. It makes life infinitelyinteresting
when the guy/gal 10 feet in front of you stalls and
you've just dumped your clutch and mashed the accelerator!
On the first lap, Adam jumped the XK 150 in a
brilliant move, diving under him in the sweepingright-
hander of Fordwater. Jeff on the other handwas chasing a lightweight 300 SL while a Gullwing kept Jeffin his
sights. Unfortunately, on such a fast circuit as
Goodwood, that old drag racing adage held true,
"There's no substitute forcubes!" Moreover, theadvantage the 356s had in the wet was lost in the dry.
Nevertheless, the GT's 4 cam howled on song to a 5th
place finish much to the glee of Mike and ace 4 cammer Bill Stephens. While the stockClark car (much to
Jeff's talents) held its own, finishing sixth behind the
someregularlyraced and potent machincry. Therewas
great celebration in our pits. So much so, one would
have thought wehadwon. But wehad. In 8 1/2 months
a valued 356 was raised from the dead to be honored
at this great event. It was a celebration of teamwork,
friendship and the shear lunacy these funny little air
cooled rear engine cars bring out in grown men and
yes, grOlI1l women too! So, in this year, the 60th
anniversary of the Battle of Britain, it was onlya fitting
conclusion to our weekend, to have three Spitfires
(unfortunately no Messerschmidts) barrel rolling into
the sunset Sunday evening Sept 19th. Thus, with the
international drive your 356 day coming to a close,
your humble narrator drove possibly the ultimate 356
out of the paddock, around the track, on to its trailer
as darkness fell on a verv special dayand weekend.
AW
A smiling Ian Scott-Watson reunited with the car
he and Jim Clark raced together in the late 50s.
The Jim
Clark Car
by Erik Severeid
er 35 years, Jim Clark remains one of the
most enigmatic and charismatic champions
f Formula I, winning two world championships with Colin Chapman's Lotus team and the
famous mid-engine victoryat the Indy500 in 1965. But
didyou know that Clark's favorite car was a 356?
Yes, when Jim Clark sold his 1957 356, license
plate # UUL442 in December 1960, he likened it to the
parting with a dear and trusted friend. Anyof you out
there ever feel like that?
Originally, chassis # I00017 was sold byAFN(the
then and now UKdistributor for Porschc) to a famous
big band leader and race driver Billy Cotton. It was
ordered in Silver withgrcenlinyl. While Cottonand the
silver streakwere zipping around the UKand the continent, Jim Clark was a mechanic for long time friend
and gentleman racer Ian Scott-Watson. One day as a
nuke, at a racc meet, Clark took Scott-Watson's DI\'W
out for a practice run and promptly set a much faster
time than itsowner!The stage was nowset.
Meanwhile, in the south of England, Mr. Cotton,
for whatever reason, traded in thc 356 and salesman
Michael Bum, quickly contacted Mr. Scott-Watson to
advise thata zippy racer was available. Adealwas done:
UUL442 was delivered to Scotland.
Mr. Scott-Watson immediately entered Clark in
the Border Motor Racing Club's inaugural meeting at
Charterhall. Over the weekend Clark, haling raced
mostly saloons to this point, took his new mount to a
respectable third and second place against much larger displacement cars in those familiar English sprint
kn
Barry Curtis and the author plan racestrategy
racesl
Nowhear this, Lotus owners andtosct thcrecord
An RS 60 struggles to stay out In front of a Dtype Lister and 250 Iestarrnsa,
Continued nextpage
January/February 2001
39
Jeff Moyes just beforethe racewith ace engine builder Barry Curtis.
Arear shot of the famous car.
near Merseyside. Adealwas struck for£30 (about $75
straight: JimClark garnered his first outrightwin onthe
Reivers Team raced, OUL442 completed 35 races and
at the time) buttherewas a catch. Nick had to take the
one rally, mostofwhich were for a place.
5th ofOctober, 1957 in a white 356! The car started its
entire car!
life in silver but was resprayed white by Mr. ScottIt was late in December 1958 thatJim Clark purOnce home, Nick set about dismantling the car
Watson. Shortly after he bought the car, Scott-Watson chased the white silver dashed 356 fro m Ian ScottWatson; they had shared it as race car and personal and was goingto cut it up for scrapand parts. His wife,
was cruising home late one long-shadowed summer
making a rare appearancein the garage, looked at the
evening when he was almost involved in a head-on col- transport up until that time. The partnership between
lision and narrowly missed beingrun off the road bya
Clark and UUL 442 would last another two years, Clark registration plate andsaid, "UUL 442. That registration
is familiar..." So, the lady of the household put a hold
blindingly fast car. Coincidentally, the other car
drivinghis beloved 356 to races across the UKand the
an Nick's cut-off wheel and went off to research
involved was also a silver 356and driven byJim
number OUL442. With its history verified by the
Clark's uncle, James Clark! Now that's one for
Rod Serling and the 1\vilight Zone. It was later "Mike failed to realize the constant climbing Holmsian efforts of Mrs. Mayman, the Clark car
learned that Clark's uncle couldn't see the silver
in and out of the car had caused the jack was saved from becoming a parts donor. Nick
Mayman started to restore the car but deterioratagainst the low-slung Scottish sun so, fo r better
visi bility, Scott-Watson had it resprayedwhite but stands to become disbalanced and the body ing health and his subsequent death prevented
retained its silver dash.
came down with a sickening crunch onto progress on the project.
In December of 1999, through a rather cirMr. Scott-Watson soon recognized the rare
the stand and garage floo":'
cuitous VW/356back channel route, 356 enthusitalent Clark possessed and organized a team
ast Mike Smith learned that an "A" was for sale
whichcould offer himthe platform toprove himfrom a VW guyina neighboringcounty. It was onlyafter
self. Hence, the Border Reivers Race Team was formed.
continent until he sorrowfully sold it December 1960.
Note the rider-on-horseback decals on the fenders in The 356 then disappeared from circulation until the some recollection that Mike associated the name and
thephotos.
spring of 1969 when the "Clark 356" was advertised in number with a previous ill-fated attempt to buy "The
the May issue of MOTOR SPORT. As quickly as it Clark Car". Armed with a wad of 100Pound notes, off
In 1958, the standard, road trimmed 1600 Super
appeared, the 356onceagain slippedinto oblivion only he went to strike a deal. The car was much worse off
saw many a race in the UK and on the continent.
than described but undeterred and bent on saving the
Despite having only75 h.p., Clark was often victorious to languish in an English countryside junkyard.
car, Mike plowed forward.
over much larger displacement cars. In his first interDecember seems to be the charmed month for
Later, while checking his sanity in a localpub, he
national event at Spa, Belgium, the GT event was in the
this car as it was in December of 1979 that 356 restorrecounted the deed to fellow 356enthusiast Tom Pead.
wet and Clarkimpressively demonstrated his awesome er and VW enthusiast Nick Mayman was looking for a
set of "A" bumpers to complete an "A" Cabriolet projTom grinned broadly and said, "I'm in ifyou're intercar control by finishing 5th, well ahead of the larger
ect fo r a customer. Nick learned of a really rotten but ested in a partner." Tom and Mike set forth a partnerdisplacementJaguars and more notablythefaste r more
ship to tastefully restore "The Clark Car". With Juke
powerful Carreras. Over the 18 months that the Border
complete356 which was decomposing in a scrapyard
JimClark and his 356, in action on a hay-bale-strewn coursetypical of the day.
40
Volume 24 . Number 5
Box blaring the Stones' "Time is On My Side," the two
mapped out a pint-soaked time table to raise the car
from the dead.
In Mike's words, "It was a total wreck and not
worth the sum of its parts! But, obviously, it's a very
special car with a great history, so, Tom and I just had
to restore it".
The car was a mess, in such bad shape even a portion of the roof had to be replacedI
This was the way things stood before the 1999
Holidays and the Millennium brouhaha, It was also
before a representative of the Earl of March called in
the 2nd week ofJanuary 2000 to state that this year's
Goodwood Revival race in September would be a tribute toJimClark andthat theywoulddearlylove to have
thecar take part. Withnine months anda huge amount
of work to do, several 356 enthusiasts were drafted to
attack the car in the capacity of their various areas of
expertise. Both Mike and Tomwanted to save as much
of the original car as possible or use factory original
parts where needed. Much of the bodyshell was separated from the under carriage, cleaned and sent to
Bruce Cooper for a four month transformation fro m
rust bucket to factoryfresh 356.
Now, what color should it be? Original silver or
the race configuration ofwhite with a silver dash?After
muchdebate, internal club arguments and handwringing, Mike and Tom decided that the car should be repainted in the same configuration as when Clark won
his first race: white. They also recreated the emotive
decals ofa rider-on-horseback representing the Border
Reivers Race Team on each fro nt fender.
The freshly-painted white shell was delivered on
schedule and Mike, working alone, set about the interior. This was the first mistake. Mike failed to realize
the constant climbingin and out of the car had caused
the jack stands to become disbalanced and the body
came down with a sickening crunch ontothe stand and
garage floor.The entire left rear quarter paneland rear
clipcrumpled and the stand reworked the indentations
in the floor pan! The shell went back to Bruce and
Lionel accompanied bya slightly red faced Mr. Smith.
Back fromthe body boys again, Tomandcrewset
about fitting the interior and assorted bits.John Hearn
began sorting the electrics and all seemed to be back
on schedule for Goodwood. Mistake #2: Tom, alone in
a late night session, was waiting for the glue to set for
an interior piece and decided to do some spot welding
repair, Poop. In an instant, the headliner caught fire!
Only with some quick fire extinguisher work was the
coupe saved, but another journey back to Bruce and
Lionel was required.
Back in Essex again, it's nowSeptember and the
clock is ticking. The headliner is back in as well as the
glass. Suspension ace and former Le Mans racer Bill
Stephens worked magic gettingthe car set up fora fast
track like Goodwood. European Engine Meister Barry
Curtis was entrusted to built the engine to originalspec
complete wi th a NOS roller bearing crank, just as Clark
raced it. Except it now cranked out 96 h.p. with 110
lbs/ft. of torque! Not bad considering the limitations
imposed bysingle choke Solexes,
The engine rejoined the body on Sept 10th with
much detailing yet to be completed. Once again, the
Red Nicar (pronounced Knicker) race team pulled 18
- 20 hour shifts to complete the car for practice just 6
days away.
And so it ended, after over 40 neglectful years off
the roadanda 9 months restoration blitz, the Clark 356
once agai n was driven in anger. It was also reunited
with itssecond owner andClark mentor, Mr. IanScottWatson at the Earl of March's vintage revival race. Ian
took the wheel of his old mount and together with a
compendium of Clark-raced cars ranging from
Cortinas to Lotus Formula I Champions, circled the
track in honour and tribute to Jim Clark. The crowd
loved it.
It was a truly moving moment for all those
involved in the project to see a car that was much loved
by Clark take its rightful place amongst the more
famous and publicized racers. But now, the truth is out,
it was in a 356 which Clark initiallylearned andrefined
his spectacular, if not almost supernatural car control
that took him to the heights of racing prowess. It is
also comforting that the car is in the capable hands of
two real 356 enthusiasts like Mike and Tom.
If your travels take you to the country lanes of
Essex and on a long shadowed summer eve you see a
white Acoupe with black rider-on-horseback decals on
its fenders hustling on its way, flash your lights, honk
your hom and give a thumbs up to the memoryofone
of the world's greatest drivers, to Mrs Mayman for originally saving the "Clark car" and to a team of friends
that broughtthe car back from the scrapyard, twicel
"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]
~
January/February 2001
41
Member.s free ads
Drive it home! $39,000. Charles R Lloyd, 109 W.
Minnehaha Pkwy., Minneapolis, MN 55419. 612-8259647. [email protected]
The classified are exclusively for members' non-commercial use . Include your member number when submitting an ad. Ads MUST contain the full name of the
seller and the state in which the item is located. Ads
are limited to 50 words or less of typed copy. We
reserve the right to reject illegible ads or even worse, to
guess at your meaning. The right to edit or refuse publication is reserved; we are not responsibie for errors,
omissions or misrepresentation.
Note: One car for sale per member, per issue.
*'57 356A Speedster 1600, #82558, engine #63547.
Blue Lacquer/red leatherette. Complete professional
resto. finished in 1995. Newer tires w/sparetie strap.
Spotless, no rust or wear. Show and stored but never
raced, excellent driver. Car jacket, car bag included.
Mark Kohler, Lansing, Michigan 517-886-5601 or
[email protected]
CONDITIONS OF SALE/PURCHASE
1. Seller will ship item within 7 days of receipt of payment. If buyer pays with personal check, seller wiil
ship within 7 days after check is honored.
2. If buyer is not satisfied with the item, buyer may
return item at buyer's expense. Within 7 days of
return of item in same condition as received by
buyer, seller will refund the price.
3. Seller assumes risk of non-delivery when itern is
shipped to buyer. Buyer assumes risk of non-delivery when item is returned to seller.
4. Unless otherwise stated, cost of shipping will be in
addition to item price.
5. By placing advertisements in the 356 Registry, seiler agrees to these conditions. By ordering, buyer
agrees to these conditions.
6. If the conditions of sale are not met, advertiser 's /
purchaser's Registry rnernbership wiil be terminated. If you have a legitirnate concern about a transaction you feel has not met the conditions above,
please contact Vic Skirmants at 27244 Ryan Rd.,
Warren, MI 48092. Fax 810-558-3616.
• In offering a car, please include your asking price to
save someone a cross-country phone call; chassis,
engine serial numbers are helpful.
• Ads must include your city/state , so buyers will know
where the item is located.
• Also include your membership number so that we can
verify you are a Registry rnember.
• Ads must be received six weeks before the cover
date. If your ad arrives after the deadline , we will hold it
until the next issue unless you instruct otherwise.
• Send your free mernber ads to themaii address below
or email togmaltby@minn .net
356 Registry
225 N. Second St.
Stillwater, MN 55082-5048
*'53 356 coupe #51 349, engine#P32191.Blackw/tan
interior, sitting on B.E GoodrichSilvertown tube type 5.00/5.25-16 tires with vented rims & baby moons.
$18,500. Car is located 3 hrsfrom Chicago. Hal Linson,
Moline, IL. 309-736-7660. Pics!history at: community.webtv.netlRadrat/doc
*'54 Speedster, #80043, 1500 Super, p-41401
(52812) , White/red interior, black top, original, unrestored car, painted once in 1975. Oldest knownunrestored Speedster, Mille Miglia car, cover car Reg. 23-4
and many photos in Johnson's Restorer's Guide.
German, US and FIA papers. Serious offers, delivery
possible. Uwe Biegner, Berliner Str. 49, 55583 Bad
Muenster a.St., Germany. Tel/fax: 01149-6704-95 90
50. [email protected]
*'57356ASpeedster #82569. Red, tantopandinterior.
Older restoration, butallthere, no rust, andgenerally
in very nice shape. New master brake cylinder, breakerless ignition, like new tires, very few miles since
electrics and carbs gone through. Send SASE for pix.
42
Volume 24. Number 5
*'58 Sunroof Coupe #102493, CA car, complete
restoration finished 1998. Silver paint, stock int.
w/overriders, 1720 "C" engine, 115 hp, "C" trans., "A"
shifter, BBAB gears, "C" disc brakes, 5.5" steel wheels,
full dark blue leather interior (Autos International),
Brian Redman International Concours 1998, won "Best
Street Car of Show" $37,000. Chuck Schank, 1553
Holiday Dr. , Sandwich, IL 60548. 815-498-4500.
*'58 356ACoupe #103906 eng. P82116 (1600 Super)
Matching numbers, Rubis Red/black vinyl, engine &
transmission by Wayne Baker. New brakes, Konis,
starter, generator, regulator, Michelins, more. All
receipts, verynice, sound CA car. $20,500. Pascal Giai
619-298-5318 San Diego, CA. [email protected]
*'59 356 A Convertible D #85691 , Eng #71486.
Outstanding example. Professional restoration to
Parade Concours standard begun by second owner.
Body workandsuspension completed. $25 ,000 FIRM.
P. Weiss, 10285 S. Northlake Circle, Olathe, KS 66061.
913-782-4643 or [email protected].
*'59 356A Cabriolet. Fjord Green/tan top & int. Very
nice car. Paint is super, new leather interior, reliable
912 (1750cc) engine in car (stock engine will be
included). This car has not been driven in MN's ice &
snow since complete, correct, body restoration. It is
very drivable on sunny days, however. $29,000.
Charles R. Lloyd, 109 W. Minnehaha Pkwy.,
Minneapolis, MN 55419. 612-825-9647. Send SASE for
pixor I will [email protected]
*'59 356 A Carrera GT. Serial #107887. Engine type:
692/3, #95050. Ruby red. Exceptional condition. No
damage or corrosion. Partial resto by Chris
Tanner/Switzerland. Recovery engine and gearbox by
Porsche factory, Stuttgart, Germany. 0 kms since.
Serious offers only. SergeHiltenfinck. France. Fax 0033
3 89 47 13 95 or [email protected]
*'59 356ASer# 107759 Vintage racer. $35 ,000. Call or
email formedia package. Too much info to list. Robert
or Duncan Neilson, Pittsburgh,PA. Toll free [email protected]. It's race-ready & goes
likestink.
*'59 356 Porsche-Devin racecar, tube frame, 1 of 150,
body off restoration, Monterey '98, '99,
run w/ the RS spyders, original Silver wlburgundy
leather, easily streetable, $35,000. SteveHerron, 805969-4027. 6pm pst, email [email protected]
*'60 Coupe 356B, 11618, complete bare tub restoration. Ruby Red/tan interior w/corduroy inserts. New
rubber floor mats & coco mats. All newparts on complete engine rebuild. All new rubber, wire harness, etc.
Too many things to mention in ad. 4,200 mi. as of
10/2000. $22,000/OBO. Gray Hughes, 2970 Joshua
Ave. , Clovis, CA 93611. 559-291-1212.
*'60 356B Coupe racer. Fullyprepared andmaintained
byEcurie Engineering (Mark Eskuche, owner). Mark
arguably prepares the fastest 356s in the country. Red
w/yellow nose. Nearly fresh engine. Virtually all racing
extras. Fast...1/2 sec. behind Vic Skirmants on his
home track. $37,000. Callie-mail forpicture & specificationsheet. 847-945-2514. [email protected]
*'62 356B Karmann Hardtop, 201699, Polyantha Red
(maroon)lbeige, rare restored car (1 of 699 in 2nd
year), long PCA concours history 1990-99, Pebble
Beach in 1998, history & records, wheels/tires forconcours & street, solid, stunning for show or drive.
$27,000. C.C. Ling, 2815 Polo Rd., Bloomington, IL
61704.309-663-7472.
*'621\vin-grille Roadster. Ground-up restoration. Orig.
1600S #701414. Chassis #89756. Ruby orig. Red
wlblack ragtop & black interior. Sole owner since purchase in Schweinfurt, Germany in 1972 . Serious
inquiries please. $62,500.JimTalley. 830-980-8572.
*'62 B Coupe Racecar. Racing since 1992 with H.S.R
Complete TIME SHEETS for the last 5 years. OVERALL
winner '98 HSR ROLEX ENDURO and almost always
wins class. Fully sorted with fresh SKIRMANTS engine,
Burch step up exhaust headers, fresh SKIRMANTS race
gearbox with locked rear. 10 gal fuel cell, full flow oil
system, remote cooler. Optima , full steel rollcage and
lightweight, dipped T-6 body with pretty silver paint
with white andblue stripes. Halon system. Recaro seat,
five point belt. 60mm Carrera replica drums front w
Carbotech. 1\vo sets oftires and6" rims. Being soldfor
JimConnerth's family byJohnSchrecker, Hopkinsville,
KY, 42240, 270-885-1053 eves, 270-885-7464 days,
email [email protected]. MUST SELL FAST! $25,000
*'63 356 B Super 90 Cabriolet. SIN 157535, EIN
P805047. CA Black plate UVF 984. Avery good driver
with no mechanical problems. Solid body, original
pans. Asking $36,000-negotiable. Sam Sipkins,
Oakland, CA. 510-632-8232.
*'63 356 Bcoupe, Smyrna green/tan. Total restoration
completed 8/99. 1st place PCA concours (356 closed
street class) , San Diego region, 9/99. Driven 300 mi.
since resto. Fully detailed/rebuilt engine by Duane
Spencer w/ Shasta pistonslbarrels. Body/paint by
Ignacio. Interior byThomas. Rebuilt transmission. All
mechanicals/electrics new or rebuilt. Runs, drives,
looks like new. All receipts. Orig. Nevada car; no rust
ever. Original gauges rebuilt, newreplica quartz clock.
Orig. working Blaupunkt am/frn/sw radio & speaker
grills. Tool kit/jack. New tires & more. Amagnificent
coupe! $28,000. Tom Searles, San Diego,CA 760-9447382. email: [email protected]
*'63 356B Coupe #123814, runs well, some rust, car
licensed, inspected in NC & driven at least weekly.
Needs a good home, 1 have too many other projects.
$6,500. RO. Walton, Jr., 113 Ritter Dr., Castle Hayne,
NC 28429. 910-763-1972. [email protected]
*'64 C Coupe. #218786 (Karmann Body), original
engine P*714166 andtransmission79931.Irish Green
w/tan interior. Never damaged. Not restored, just wellmaintained. 88,750 miles. Same owner since 1966.
3,000 miles on totally rebuilt engine & transmission.
$15,000. Thorn Kyle. 727-360-4665.
*'64 356c Coupe #218751, CA car, third owner,
103,000 mi. Champagne Yellowlblack. Eng.#714146
rebuilt @ 84844 mi. Reno Kardex letter, numbers
match. Reliable dailydriver, strongmechanicals, interior needswork. $14,950/0bo. Color photos anddetails:
www.joshgrin.com/356 Jim Moorehead, 707-9374828. Mendocino, CA. [email protected]
*'64 SC cab #160057 Redlblack. New Paint, Pan, Carpets,
Tires etc. Approx 85k mi., large tank, orig. Blaupunt
AMlFMlSW, Rack. Not perfect, but good overall condition
$32,500. Will consider part trade for good '64165S/SC
Coupe. DJ Hanley, 7150Summer View Ct., Reno, NY 89523775-787-6394 or [email protected]
ments, new seat belts, fi berglass body, race history,
HSRA, RMVR log books. One of 8 built. $25,000. Scott
Visniewski. 915-545-4742. 4709 BExcalibur Drive, EI
Paso, IX 79902.
*BRear Brake Drums, 3 at $150 ea; Minilux Handheld
Trouble Light as seen in Sept/Oct 2000 Registry, $400.
Helphos Rally Spotlight $200. Call Larry Stark, 12403
NE 12thCt. Vancouver Wa. 98685. 360-573-1293.
*'65 356 SC Coupe, Slate GreylRed vinyl, 81,000 miles,
4,000 miles since complete restoration in 1997.
Engine, clutch and Transmission redone 10100. Car is
in excellent condition in Tampa FL. $21,500. Call Allan
813-250-2819. [email protected]
*Pair of hinged rear seat backs fo r BIC, brown. good
condition, no carpet. $25 pair. C ignition switch with
key $1001b.o. Gordon Maltby, 651-439-0204 MN
[email protected]
*Sunroof!Hardtop for B/C. Factory original invery fine
condition; beyond rare! Original owners manuals
(1100/1 300 too 0; Factory dishes, serving platter,
placemats & napkins from 196012; Euro repro crest
sign; full set of Excellence magazines; much more. EA
Singer (0) 516-367-1616email: [email protected]
· '64 356c Cabriolet #160629, Black acrylic enamel, black
top, black leather seats, black/grey carpet. Ground-up
restoration in 1980, new floor pan, longitudinals, battery
box. Enginerebuilt to 1750cc in 1993.Drivenless than 10K
since then. Rust-free, excellent condition, recent Rennfest
Autocross & Concours winner, $29,000. Chris Gellner, 1041
McLynnAve., Atlanta GA 30306, 404-872-7117.
· '64 356C Sunroof Coupe. #215252, Engine #710276.
Garaged, 72,408 mi., White exterior, brown leatherette
wltan corduroy inserts. Battery box replaced & right
handside engine tray. New tires, rebuilt carbs., fuel
pump, new flywheel, clutch & 12V conversion, too
many other misc. items to list. The car is well maintained & has been driven & shown in Washington,
Oregon & California. Owned since 1995, only driven
fo r last 5 of 12 years. Photos avail via e-mail request.
$19,500 U.S./obo. Will consider trade for a good blk.
plate CA. A, SunR. Coupe. Dean de Sousa, Coquitlam,
B.C. Canada 604-942-2753, [email protected]
·'64 356SC Coupe, Slate Graylblk interior. Exc. condition. All original body & undercarriage sheet metal
(except battery box) rust free. Restored. Kept in storage. Receipts of $8,000+ oflast resto, mostlymechanical upgrades. Complete overhaul, new clutch assembly, master cylinder, brakes, new rubber & more.
Serious inquiries only. $19,500. Gabrielli Villagran.
210-861-0930. San Antonio, IX .
*'65 SC Coupe, #130268, Eng#802313. Silver wlBlack
leather int. Daily driver. newinterior, 12 v system, fog
lights, chrome wheels, most reciepts, Will send or email photos. $19500. Marc or Fran Nowak, Boise, 10.
208-433-5120 days or 208-395-1786 eves or e-mail at
[email protected]
*'65 CCab. Engine 732472Vin 160959 Matchingnumbers. Silverlburgandylblack top. I yr old restoration wi
rebuilt motor, brakes, gauges, etc. 5.5" rims, PEP seat
beltswlPorschecrests.Optima battery. Car cover, much
more. $34,900. Fred Brubaker, 610-434-8778 D, 610797-9298 E. Allentown, PA.
*'65 SC Cab #161956. Blue/black CA car wloriginal
pan, no major body damage, runs great. 35k. Todd
Todd, 61 Via Arroyo Dr., Corralitos, CA 95076. 831728-5152. [email protected]
*'65 356 SC Cabriolet. Original paintlleather (Signal
Red/Pearl Grey) . 2 owners; 53K miles. If you understand, appreciate, and value what a REAL Porsche is,
please get in touch. E A Singer (0) 516-367-1616.
email: [email protected]
*'65 Porsche-based vintage racecar. Tube frame chassis. Made by Crusader. 356 Porsche front end, brakes,
transaxle, fuel cell, Halon fire system, VDO instru-
*170 cloisonne badges (l950s-1990s) Marchal, Hella,
Cibie, Bosch driving-fog lights (many NOS), literature
(about 80 pieces), 356 models (1/43) Michael
Lederman Fax: 310-657-4760, call 310-72 1-25 16.
[email protected].
*Porsche coffee table books: A History of Excellence
$20; Great Marques $20. Solido 1/43 models: RS61
L.M. Coupe $75; 917 Shell S. Tail '70 L.M. $75; 917
Bosch Can Am $25; 917/ 10 Penske $25; others avail.
Panos from 1977; SCI '90 to '99; R&T '84 to '72; C&D
'62 to '68;The Motor (UK) '39 to '53. Shep Adkins. No.
60, 1701 Los Osos Valley Rd., Los Osos, CA 93402 .
805-528-7043.
*Original owners manuals (1100/ 1300 tool) &supplements; Factory dishes, serving platter and placemats
from 1960/62; Euro repro crest sign; full set of
Excellence magazine; much more. EASinger (0) 516367-1616. email: [email protected]
*Weber carbs., complete 40 mm, SC manifolds with
adapter plates, velocity stacks and K&N air cleaners,
proper linkage. Excellent condition, $500. Also set of
Solex PH carbs. for parts or rebuild, $75. Jim Goree,
174 Laurel Ridge Road, Six Mile,SC 29682. ph: 864868-2526. email: [email protected]
*Limited Slip 356 Differential New factory Porsche in
box. Part # 716.332.055.00. Current retail $5587, will
sell for $1500. Bill Keith (d)609-895-0600.
[email protected]
*912 enginecase $550, other cases $400 to $500. iron
cyls. $30, rocker stands $60 a pair, 912 flywheel $75,
zenith intake manifolds $40 a pair, 741trans. partscall
for needs.Jon Meigs Elkton Fl, 904-827-9684
*Thumbscrews for wire mesh headlight stoneguards.
Exact repros, chrome over brass wi correct knurling,
for stoneguards mounted to the headlighttrim ring. $8
ea. or $25/set of four, includes postage. Mike
Wroughton, 19870 N86th Ave, Peoria, AZ 85382, 623362-8356, [email protected].
*Lots of 356-era sales literature, for sale or trade,
English issues of Christophorus from #I, Porsche
Panorama from the late '50s, Christo coins etc. The
salesliterature is from pre "A" to "C" including many
rare items in English as well as German and French.
Please specify your needs by Merritt& Miller number
(M&M page #) or senda SSAE forcurrentlist of duplicates. Stu Stout, 3760 Cloverleaf Drive, Boulder, CO
80304.
*Wanted: Drauz "body book" for my Convertible D. I
know there is one out there! Posters showing 356 or
Spyders...ONLYvintage images from the Factory, events
or suppliers. Lots of CASE or much to trade. EASinger
(0) 516-367-1 616 email: [email protected]
* Wanted: '60-'61 Roadster single left sunvisor (NOS)
or perfect only, with hardware. Bill Keith (d)609-8950600, [email protected]
*WANTED: Dealer promo chrome license plate frame
reading "Vasek Polak-Hermosa Beach." Recently discovered my car was sold new there. Please e-mail
[email protected] or call 781-273-0306 (MA) by
II :00 PM EST.
*Wanted: NOSor very good condition 356Arear Brake
drums. 547 Carrera generator/blower stand, 547/692
cylinder head. Carrera Ignition Parts. Harlan Halsey
200 La Questa Way, Woodside, CA 94062.
[email protected] 650-85 1-3886
*Need front license plate mountlbracket for T-6.
Suggestions welcome! Richard Cross (IX) 972-2889919or [email protected].
*Wanted for 356C: Four 6x15used 5 spoke American
Racing or MinilitelPanasport wheels. Richard Beecher.
2487 Misty Lane, Davison, M148423. 810-653-6599.
*Wanted for 356 A: Wheel spacers, chrome shaft nut
for headlight knob, cigarette lighter knob, 2 locking
mechanisms for hinge bolts of rear side windows. Tom
McCall, 1715 W. Las Olas Blvd., Fort Lauderdale, FL
33312. 954-463-5551.
*Looking for a T6 Fresh Air Blower, RegistryVI #1-4,
V2 #1,2, V5 #1, and Wind Wings for a 356A. j.C. van
Honschoten, The Netherlands. Please contact me at
[email protected] fax 0031 235259369.
*Wanted: Information on 1954 Coupe #52825 sold in
Grand Rapids approx. 1988. Contact Paulat [email protected] 810-979-6500.
Previously Unavailable Parts
Acrylic green replacement sunvisors for '51-'57 356.
Rivets anddirections included. $60/$5 S&H.
Tom Kincaid, 262-249-0577. N-1545 Linn Pier Rd.,
Lake Geneva, VVl53147
January I February 2001
43
VARA Porsche/Alfa
Shootout
Las Vegas, Nevada
Story and photos by Hal Thoms
he West Coast racing season came to anend
at the road course located outside Las
Vegas Motor Speedway the weekend of
November 11 and 12. Not a weekend too soon for the
170+ participantswho were greeted byunseasonably
frigid temperatures 20 degrees below normal for this
time of the year (normal is 69 degrees). Achilly cold
frontpassed thearea on Saturdaybringing with it temperatures in the40s as well aswinds reaching 35 mph!
Brrr! It was cold. (We don't know how to calculate
wind-chill factors way out west.) It even rained latein
theafternoon, which didn't puta damper onthe racing,
butmade theevening's track-side dinner andlive band
festivities (provided bysponsor Doc Holliday's) come
to a premature, screeching halt.
The Porsche/Alfa challenge race has been a part
of the VARA schedule since 1992, so it has a great tradition and many Porsche competitors were there with
their "guns a-blazin'" forthis intense rivalry. Seven 356
racers made the journey to the "Shootout." Also, a
dozen 911 and912smade it as well as thevery potent
91416 GT ofFrank Beck from Phoenix, Arizona.
T
SAM SIPKINS, 356 MECHANIC. Mechanical/electrical
repairs. Custom enginerebuilding. Extensive partsstock.
Never change points again, install a PERTRONIX IGNI·
TOR. Fully contained in distributor. Special pricing, mention the Registry. Bosch applications: VJ4R, 002, 022; 6v.
- $95, 12v. - $85.031; 6v.-$115, 12v.-$1 05. 009, 050; 6v.
- $75, 12v. - $65. Complete 050 distributor with
PERTRONIX installed: 6v. - $1 59, 12v.· $149. All above
include shipping. PARTS SPECIALS: Mann PF91 5n Oil
Filters; favored replacement since the 50s - 3 for $15.
KYB Nitrogen Shocks givea beautiful ride; front $45 pr.,
rear - $60 pr. Organic 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 94621.510-632-8232.
OLD BOOKS: Jenkinson, Elfrink, McCahill, Ludvigsen,
Moss, Butterwoth, Monkhouse and more. New Books:
Mark Donohue's UnfairAdvantage 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 raci ng bookshop at
www.vtmotorbooks .com or phone Green Mountain
Motorbooks 802-394-7865. We've gotthe good stuff!
OPTIMA BATIERIES-corrosion free/true zero maintenance battery foryourPorsche.Totally sealed, no gas or
acid can escape. 800 CCA, retains charge in storage.
72-month warranty. Extremely ruggedl $135-12vt1$124svt, 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. [email protected]. 540-981-0356 (cute number, eh?)
44
Volume 24. Number 5
The regularracing schedule was also on the program, with thetwo 356s ofTrevor Sewell from Denver
in his '57 coupe, and rookie "Wild Bill" Kreidler in his
newly acquired '57 Speedster entered in E/P. DIP was
represented by356"gunslingers"JohnEvensfrom Salt
Lake City in his '65 C Coupe, Southern Californians
Dick Cupp in his '60 Coupster, Dick Dorris in his '60
Cabriolet, Cheryl "Belle Star" Dunkel in her '58
Speedster and from Denver, Colorado, Mike Wilfley in
hissleek black '57 Speedster.
Friday's practice sessions went rather well, and
most had veryhigh expectations, but after the "smoke
had cleared" on Saturday and on into Sunday, only a
few 356s were left standing. One byonethe 356s went
down. "Shots fired" into the "356 posse" included
electrical woes, a malfunctioning fuel pump, a cracked
pushrod tube, sour engines, a loose exhaust stinger,
andsome dreaded racing contact.
The Porsche/Alfa racewas predictably, and totally dominated by the '74 Alfa Romeo TT-333 of Joe
Diloreto, although Beck's 91416 GT made it interesting
fora couple oflaps. Behind them came a flurry of911s
and a few Alfa GTVs sprinkled in, with the only 356s
remaining, Dick Dorris and Cheryl Dunkel, having
strong, consistent performances andfinishing just outsidethetop ten.
As for the EIP race, Trevor Sewell finished a very
commendable 4th in his 356coupe outofa large field
of 32, with Bill Kreidler getting better and better each
lap in hisSpeedster (only his second race) and repreNEW: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 356Aor
356B-T5 or 356B-T5 or 356BT-6/C Electrics (2 volumes)
70. Porsche in Motorsport, Morgan 40. Porsche Racing
Cars, Oursler 32. Porsche917,Morgan40. Porsche914
rev ii, Johnson 20. Porsche 356New/Old 2001 Calendar
15. Battle for the Beetle, Ludvigsen 32. Porsche 911SC
or 911 Carrera Shop Manual, Bentley1 00. 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 USA Porsche, Automotive Books,
Shop/Parts Manuals, Christophorus, Panorama, R&T,
SCG, SCI/CD810/678-3017, e-mail: [email protected]
FROM THE MAESTRO'S COLLECTION Engines;
Super 90s, Supers, 356s, 912s, Military Industrials, 2-pc
case engines. MaestroMaster Suprano rmals!
Transmissions, too. 356A/B/C, including 644 and 741
Carrera with ZFlim. slip. Weber, SolexandZenith carbs,
NEW 356B cranks. Used A/B/C/912/Super 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.
(BBAB gears) with a 741 nose piece, new bearings, synchros, complete! Is the Maestro RETIRING? Call HCP
Research 408-727-1864, fax 727-0951 email: [email protected]: hcpresearch.com
WOODEN STEERING WHEEL RESTORATION AND
REPAIR. Complete and correct re-wooding, polishing,
machineturn ing (L. L.) , and platingavailable. Many exotic woods for custom orders. VDM, Nardi, Les Leston,
Derrington, Moto-Lita and others. Also B/C type Carrera
wheels. AUTOMOTIVE SCULPTURE by Bruce
Crawford. 805-528-6240. CA.
Dick Cupp (56) and John Evans (55) await practice.
senting himself very well with a consistent performance, just before an off-course excursion ledto a loosened exhaust stinger, which put him out oftherace.
The final event ofthechillyweekend saw a strong
field take the green flag for the DIP race. The two
remaining 356s fo r Sunday's feature both finishedwith
well-deserved topten finishes. DickDorris finished 4th
andCheryl Dunkel 9th.
We'd all like to thank Mike andJeffSaltman and
their Doc Holliday's Restaurants (they run a beautiful
912) foralltheir tremendous support andsponsorship
of the race. We would also like to thankSpeedster pilot
Dan Verstuyft, outgoing president of VARA for all his
hardwork and dedication these pastyears, as this was
his lastrace at thehelm. Thanks Guys!
The 9thedition ofthe Porsche/Alfa Shootout was
an unusual one indeed, with several 356s ambushed,
but fortunatelyno trips had to be made all theway to
~
"Boot Hill."
TECH INFO: Exploded-View Part Diagramsets-show all
parts. Pre-A51 pgs-$14, 356-A74 pgs-$17,356-B H IT6 11 8 pgs-$23, 356B/C 11 4 pgs-$23. Factory workshop
manu als: 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 delos Libros, Scottsdale,AZ. 85258
Ph: 480-367-8097 eves, Email: [email protected]
JUSTRELEASED! 3rd Edition of THE DIRECTORY
(Resource book for parts, services & accessories for
PORSCHES) MORE: CATEGORIES, SPECIAL PRODUCTS, PERFORMANCEITEMS, DON'T WAIT 'TILYOU
NEED SOM ETHING! 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].
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 availabie, i.e.
bulbsand batteriesfor lightkeys, fobs and pouches, etc.
For info call: Tony Euganeo 610-461-0519.501 Folcroft
Ave. Sharon Hill, PA 19079
HONEST ENGINE- Experience since 1965 in all areas of
the 356. Specializing in street/high performance, concou rse, 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.
BRAKES sleeved and rebuilt: masters, whee ls, clutch,
slave, calipers, boosters and shoes relined , better than
new; quick service; iifetime written warranty. WHITE
POST RESTORATIONS, One Old Car Drive, PO Drawer
Post, VA 22663. 540-837-1140
D, White
www.whitepost.com
Coupe, and John Maclntyr e in his '56 Coupe. What an
engagement it was! Art lIebert should be drivingin the
"World ofOutlaws" series, as he came bylap after lap
in great 4-wheel drifts! ]ohn Maclntyre was also pleasing the crowd with his 3-wheelingaround every comer!
After a few of the 12 scheduled laps around the
1.68 mile course, three packs of cars formed up front
with intense race-long competition within these lead
packs andthroughoutthe entire field!When the smoke
had cleared, 3 of the top 5 positions went to the
Porsches, as onlya few car lengths separated the leading pack! Just nosing out Art Hebert and his 356 by
st Coast 356 Racers were out in force to
renew their ongoing battle with the 5
liter Corvettes in the 4th AnnualChrysler
Classic Speed Festival heldon the runways and taxiways
of the Naval Air Station at Coronado, Califo rnia Oct.
21st and 22nd.
Ten 4.7 liter Corvettes, including one driven by
Corvette Legend Dick Guldstrand, were on hand to
renew their intense rivalry with the 1.6 liter "giantkiller" 356s. Astrongfield of ten 356swere readyfor
Wu
the challenge, as well as the 1.9 liter Abarth Carrera
driven bytalented Dirk Layer.
Unseasonablychilly weather greeted the competitors, with even a fewscattered showers passing through
thearea on Saturday afternoon. Racers andspectators
alike were searchingfor cold weather gearbutthe cars
loved it!
The coarse concrete surfaces made tire wearan
issue after a couple of practice sessions and the qualif)ing race Saturday afternoon, with most competitors
going to a fresh set of rubber for Sunday's feature.
Most of the 3;6ers had trouble-free runs throughout
the weekend. Exceptions included Dean Watts, who
had to replacea cracked exhaust system on hisSuper
90 Roadster, and a weekend long "team effort" to "dial
in" Layer's Abarth. Several fellow competitors and
friends assisted him, including Paul Christensen, as
well as Porsche Experts Jacques Le Friant and Gary
EmOlY. Surgery included rebuilding the twin distributors, and tuningand re-jetting the carburetors.
Sunday afternoon's feature race for Group 4
(1956-1962 GT cars) was a classic confrontation
enjoyed by packed grandstands with standing room
only! Besides the Porsches and Corvettes, several
Sunbeam Tigers, Morgan +4s, Lotus Elites, AC Bristols,
and Elva Couriers would try to have their say. Astrong
field of31 took the green flag, lead bytwo Corvettes on
the front row, with Dirk Layer, Leonard Iurnbeaugh in
his'58 Convertible D, and Art Hebert in DonaldSandy's
'57 ACoupe righton their heels! Not far behind in the
rnlx were Dean Watts, Steve Schmidt in his S-90 GT
Clockwise from top: Dirk Layer's Abarth Carrera.
Dean Watts changes the exhaustsystem on his
Roadster. Thepit area at Coronado. ArtHebertin
Donald Sandy's Acoupe nips at the heels of an
early Corvette.
only inches, was the '58 Corvette of Noel Park. AI1
made a very inspirational race-longchargeand just fell
short; "If onlyfor one more lap!" Righton his bumper
was another Corvette followed by Dirk Layer in the
Porsche Abarth, and on his rear end, Leonard
Turnbeaugh's 356.
Not far behind camethe nextgaggle of cars which
included Dean Watts in 8th, John Maclntyre in 11 th,
and Steve Schmidt in 12th. SLx underpowered (I don't
think sol) Porsches in the top 12 vs. all that "Detroit
Muscle". WOW, what a show!
Bata Mataja in his '57 Speedster delivered :1I1
exceptional drive, as he began the race at the rear of
the 3I car fieldand moved up to finish a fine lSth, with
veteran Speedster pilot Bob "the stick-man" Kann in
tow in 16th, and another Speedster veteran, Paul
Christensen right there in 18th. Rounding out the 356
contingent were Bruce Ross in his beautiful S-90 Coupe
in 25th, and Indy 500 Legend Rodger Ward in Rug
Cunningham's '59 Convertible D, 27th.
Alsocompeting, were 356ers Brian Barrington in
Group I in his 1949 Gmiind Coupe, Clint deWitt in his
'55 Continential Coupe and Bill Perrone in his '55 550
Spyder in Group 2. Congratulations to all for their fine
performances!
I love how all these guys always say, "Hey, we're
just glad to be here racing. It doesn't matter if you win
or lose, we're just here as gentlemen to compete in the
festivities." Yeah, right!
c:iZ::J
January/February 2001
45
john Henry of Massachusetts hasa website on
which this little story about his car is posted. /
thought 356 owners would be able to relate. / hope
you enjoy it. Editor
Nice Car!
Is it for sale?
riving my freshly restored 1957 Beetle
around, 1getstopped bypeople often. The
most common question has to be "What
year is it?" Many people compliment me and go on to
tell meabout "the one they had." Some askif1amsellingit.1am not.But 1had given some thought to what1
have put into the car, and how1would have to askfor
all ofthat time andeffort back, before I would "sell" it
to someone. 1took some time andwrote up a fictitious
replythat 1might use:
"Nice car! Is it for sale?"
"Sure it'sfor sale, everything has its price."
"How much are you asking?"
"Well, it'll cost you $11 ,312 in cash, plus you'll
need to give me8+ years ofyour spare time, roughly6
hours per week, I'd say. After that there is another 2
hours per week oftime in front of the PC, surfingvendor sites andasking questions onnewsgroups. Then I'll
need another $233.17forlong distance phone charges
to parts suppliersand private sellers, gas to and from
D
•
•
•
•
VW shows, parts I broke and wrong partsthat1ordered
(but you can have those, 1saved them). You will also
need to fix the broken windowinthe garage and assorted other damage from flying tools.
You will have to get the acetone bums off the
kitchen table and those grease stains off the newfamilyroomcarpet (nearthe fireplace). Thenyou willneed
to somehow getmy kids to unlearn sixor seven swear
words they are starting to repeat when they think I'm
not around, and thenyou will need to pay my wife. You
Upholstery kits or custom services
We manufacture what we sell
Proven show-winning quality
Knowledgable & friendly staff
INTERNATIONAL, INC.
46
1236 Simpson Way
Escondido, CA 92029
Seat recovering & rebuilding
(760) 737-3565, fax (760) 735-9909
Webs ite - www.autosintl.com
ema il - autos@electricitLcom
Volum e 24. Number 5
will owe her about 77nights renting a movie and sitting
I
on the couch (watching butnotlistening to the movie,
gossiping about friends instead), 14 "qyiet" dinners
after the kids are in bed and some kind ?,f compensation to her for the time we drove haJfway across
\
Maryland on the way back from my parents after
\
Christmas tofind thatguysellingthe set of barely-worn,
wide whitewallFirestone 5.60 xI5's (thetimethe kids
were screamingafter being in the car for 12-hours and
I refused to go straight home; ask her, she'll remember).
You willneedto paintthe house and take mykids
to the McDonaids Playplace about 23 times. You need
to shoot hoops with myson for about7 hours total and
go look at least 44 drawings that my daughter made.
Youwillalso have to call atleasta dozen friends ofours
and re-arrange the dinners and cook-outs we missed (I
think one event was actuallya wedding- you may need
a suit) . And you will have to go to my in-laws on 38
Sunday afternoons for dinner (food is actually pretty
good, though). You probablyshould also apologize to
myneighbors forthe times I was runningthe compressor well pastmidnight.
You will have to replace roughly8 square inches
ofskin and subdermal tissue on my body, mostly from
my hands, but one big chunk right above my eye. At
least oneskin graft for a severe post-welding burnwill
be needed. You need to re-pay 3 of my friends somehow for favors involving sweating and swearing, and
loan themat least 6 ofyour tools, 2 of which you may
never see again. I'll need 19T-shirts, 2 pairs of jeans,
5 pairs of shorts and one nice collared polo shirt (I
shouldn't have been working in that one anyway).
You'll need to come byand disassemble the "cold storage" bay that I made for the car across the back ofthe
garage, and take down the rack above the garage door
that is used to store the "show" wheels off-season.
You'llhave to explain to mykids that theycan now ride
their bikes in the garage again and the garage doors
can be opened when daddy's car is out of the storage
space and their friends are over.
Still interested? Let me know. If you are, I'll stop
on the way home and buy th~aint for the house.
Q;Q
A Zims Partz Odyssey
• ONLINE CATALOG
• SECURE ORDERING
• SPECIALS
E N G IN E PARTS
FILT ER S
Air. 356, A, B, C, wI Zenith carbs
Air. 356, A, B, C, wI Zenith carbs, K&N
Oil, 356, 912 all, MAHLE wl good gasket
Fuel, 356, 912 all, 5 &7 mm universal
7,99
27,00
3 99
,89
ENGINE REBUILD KITS
Our StandardRebuild K~s contain standardmain and rodbearings,
complete gasket set, rodnuts, valve guides, and rings,
STANDARD KIT from 5360
EASY INSTALLATION
SUSPENSION P ARTS
Front Axle Link Pin Rebuild Kit
26,00
German Link Pin Rebuild Kit
59,95
King Pin Rebuild Kit
14,00
German King Pin Rebuild Kit
39,95
Tie Rod Ends, inner or outer
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
ZIMS TOOL BOX
BRA K E S
Brake Shoes. 356 all drums, rebuilt
ex 24,95
Master Cylinder Kit, 356 wI drum brakes
7,95
92,50
Master Cylinder, wId rum brakes
Wheel Cylinder Boot & Cup Kit, for drums 1,50
Front Wheel Cylinder, drumbrakes IN STOCK
Rear Wheel Cylinder, drum brakes
IN STOCK
Brake Pads, disc brakes, Frt or Rr
from 19,95
NEWEST Competition "C-Tech" Pads
55,95
Caliper Kit, 356 C, Frt or Rr
11,95
Front Rotor, 356C
4 1,95
Rear Rotor, 356C
64,95
Master Cylinder Kit. 356 wI disc brakes
30,95
Master Cylinder, wldisc brakes
69,95
CLUTCH KITS
PERTRONIX
IGNITOR
ELECTRONIC BREAKERLESS IGNITION
"Never change points again!"
CALLFORCUSTOM KIT PRICES
MIS C E L LAN E O U S
Rod Nut, 356, 912 all
2,99
Flywheel Gland Nut, 356, 9 12 all
25,50
Solid Bronze Wrist Pin Bushing
4,95
Engine to body Seal, 356
11,50
Ring Set, 356 most models
from 49,95
Lifter, German, 356, 912,
29,95
Pushrods, 356, 912
CALL
Pushrod Tubes, 356, 9 12
set of 8 $79,20
Cam. 356, 912 all, stock, new hardened 295,00
Oil Line, 356, 912 all, inlet or outlet line
9,50
Generator Pulley Half, 356, 912 all
8,95
Generator Belt, 356. 9 12 all
3,00
Oil Cooler, 356, 912 all
59,95
Bursch Exhaust, 356 all, Quiet
209,95
Fuel Pump Rebuild Kit. all 356 to 9 12 from 25,95
Carb Rebuild Kit, 356, 912
from 9,95
E N G I N E ELECTRICAL
Brown Distributor Caps
13,95
Bosch Spark Plug W6BC OR W7BC
1,75
Bosch SPark Plug WR7BP
2,95
Tune Up Kit, 050 Dist. cap, rtr, pts, cond
17,70
Tune Up Kit, cast iron Dist.cap, rtr, pts, cond 25,50
Tune Up Kit, alum Dist. cap, rtr, pts, cond 27,05
Coil, 6 volt
29,95
Spark Plug Wire Set, 356, 912 all
25,95
Bosch 6 volt Starter, remanufactured ex 140,50
Bosch 6 volt Generator, reman!
ex 178,95
8mm Colored Ignition Cable Sets
Custom Made' High performance
ANY COLOR SET $32.00
12 VOLT CONVERSION PARTS
356B thru C T-612vConversion Wiper Motor ex 246.95
Transistorized Voltage Reducer 12vto 6vlwipers) 39.95
Transistorized Voltage Reducer 12vto 6v gauges) 59.95
12volt Hella Horns, dualhorns, original style pair 69.00
23.50
12 volt Coil, Bosch Blue
12 volt Optima Battery, Newest Spiral CellDesign 144.95
Carb Synchrometer
Mity Vac Brake Bleeder
Hella Tire Pressure Gauge
Hella Test Light
Clutch alignment tool
End play measu ring tool
Flywheel main seal installer
Flywheel lock, fits 6 or 12 volt
36mm Rear axle nut buster
39.95
34.95
15.95
8.9 5
5.9 5
19. 50
41 .95
19 .2 5
14.9 5
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.
DUE TOCURRENCYFtuCTUAllONSPRICES MAYCHANGEWITHOUT NOllCE
MINIMUM ORDER $20
HIGHEST QUALITY PARTS
FAX# 817545·2002
email: [email protected]
o Kendall
MOTOR OfL
POUR IN rNEPRUTECTION
:
~
BOSCH
--
Bosch
Authorized
Service
• EV ENTS CALENDAR
AUTOTECHNIK
PO R S CH E SPECIALISTS
Ki ts inc lude Disc, Pres sure Plate and T.O Beari ng
356 A. 180 mm, not O,E,
70,00
356 A, 180 mm, German
123,00
356 A. 180 rnrn, Spring Disc
82,00
356 A, 180 rnm, heavy duty
173,00
356 A, 180 mm, German Spring Disc
137,00
356 B, 180 mm
279,00
356 B or C, 200 mm
325,00
BRAKE HOSE KITS
356A, Rubb er
5 1,80
356A, Braided Stainless
4 1.95
356A, Braided Stainless, DOT Approved 58,95
356B or C, Rubber
39,80
356B or C, Braided Stainless
39,95
356B or C, Braided Stainless, DOTApproved 5 1.95
C HEMICALS I CAR C A RE
ATE Blue or Gold Brake Fluid, 1 liter
9,50
Swepco 20 1 GL5 Gear lube, 1 gallon
35,04
Lexol Leather Cleaner or Conditioner,1/2 liter 8.49
Lexol Vinylex vinyl and rubb er care, 1/2 liter 8.49
P21S Wheel cleaner, 1 liter
18,50
Klasse German All in One Polish/ Wax
24,95
Klasse German Sealant/Glaze
18,95
Klasse German Wheel Cleaner
13,95
Zymol Carbon, "Ultimate Car Wax"
32.95
Zymol HD Cleanse, Pre wax prep
13,95
Zymol Clear Auto Bathe
13,95
NO CREDIT CARD SURCHARGE
SAME DAY SHIPPING
~ •r.iIiiiIil
. . -v.,,,
,.II!!Cl
~ ~"""-::AJ
1804 RELIANCE PARKWAY • BEDFORD, TEXAS 76021 • (817) 267-4451
Zims Autotechni k is not affiliated with Porsch e AG or PCNA
® Registered Trad emark of Dr. Ing. h.c. F. Por sche A.G.
WHEEL
OHly
A-HoRH
SUITOH
REG ISTRY
SPECIAL '
{nUl. lU I
un..
$695
$185
$695
1
II I IU l n It " 1
- - - - - THE DERRINGTON REPROOUCTION STEERING WHEEL FOR PORSCHE
356
FROM PERFECT MOTION - - - - -
So there you are. bombing down the Mulsanne. and then suddenly the traffic light infront of you turns yellow. and you remember that your wife asked you to bring home a quart of vanilla
ice cream. We've all been there. Hand crafted in Europe. this magnificent wheel isthe perfect finishing touch to any 356 restoration. and a great complement to your lush fantasy life. 15 inch
diameter. polished aluminum spokes. authentic wood and rivet construction. Also shown above isour own custon VDM GT beauty ring and reproduction A- horn button. which isincluded free
to Registry members in the purchase price. Now only $695 for a limited time'. Call usfor this orany of your Porsche 356 needs. Perfect Motion: 941.921.2624 orperfect-motion.com.