356 Registry
Transcription
356 Registry
Periodical Maij.1ime-Dated Material-Address Correction Requested Postmaster. Send changes to 27244 Ryan Rd . Warren, MI 48092 356 Registry '111.'111"11'.'.1111"""'1111",',,',"""'1111111'.111' II *"'*"'**********ALL FOR ADC 270 356Reg Mcm#1685 Exp. 12/3 112999 364 JOE JOHNSON. JR. 6 18 GATEWOOD AVE HIGH POINT NC 27262-4722 Volume 25, N u m b e r 2 ~uly/August 2001 ... Va I u m e 2 5, N u m be r 2 July/August 200~ s t .................... ... ..s Upcoming Events The Miscellany File Gordon Maltby 6 President's Letter Bob Campbell 8 .. . . . . . . . . . . . . . . . . . . . . . . .9 In theMail 26th InternationalMeeting Bob & Ginny GuITlmow .10 Restoration BrettJohnson 12 Scott Harvey .14 La Carrera ._~ ", Another Bright Idea Stan Bonnesen -:= In Search ofEvents Everett Anton Singer .18 Pat's Posts, Distributors Pat Tobin 20 Four Cam Forum: Blasting Dick Koenig 28 Years Ago JimPerrin 32 Hershey '01 SteveBaun 34 Marketwatch Jim Schrager 36 Porsche EarlyPostcards Prescott Kelly 38 The Maestro Harry Pellow .40 Rare Porsche Posters Everett AntonSinger .42 \ Classified Ads ; 16 . . . . . . . . . . . . . . . .. .. .. . ..44 Does God Hate Porsches? Ken Kamstra .47 356 Registry magazine is the official publication of 356 Registry, Inc., an organization oriented exclusively to the interests, I needs and unique problems ofthe 356 Porsche automobile owner and enthusiast. The mission of the 356 Registry, Inc. is the perpetuation ofthevintage (1948- I965) 356seriesPorsche through356 Registry magazine, the central forum fortheexchange of ideas, experiences and information, enabling all to sharethe 356 experiences of one another. 356 Registry, Inc. is a nonaffiliated, non-profit, educational corporation, chartered underthestatutes oftheState ofOhio.Subscriptions are available only to members. Membership duesare $30.00in the USA, which includes $23.00fora 6-issue annual subscription to356 Registry' magazine, $40 in Canada and Mexico, $50 to foreign addresses. All rates are in U.S. dollars, checks MUST be drawnon U.S. banks. An application form for membership is available on the back wrap cover ofthis magazine, from membership chairperson Barbara Skirrnants, 27244 Ryan Road, Warren, MI 48092USA, fax (810) 558-3616 or on our websiteat 356Registry.org. 356 Registry! magazine (ISSN 10666877) is published bi-monthly for 356 Registry, Inc. by MDesign, 225North Second Street, Stillwater, MN55082. Periodical Postage paid at Stillwater, MNandadditional mailing offices. POSTMASTER: Sendaddress changes to 356 Registry, 27244 RyanRoad, Warren, MI 48092 The opinions andstatementsexpressed in356 Registry' magazine are notnecessarilythose of356 Registry, Inc., its trustees, officers or the Publisher. Technical dataand procedures described herein are the opinions of the authors and carry no claim of authenticity or suitability fora particular purpose from 356Registryor the Publisher. Anyprocedures described herein are carriedoutat the reader's ownrisk.Porsche®, the Porschecrest, Carrera®, Targa® andthe distinctive shape ofthe Porsche models are tradedress and trademarks of Porsche AGand are used with permission. Publisher reserves the right to edit or refuse publication andis not responsible for errors or omissions. Driveyour 356 day is September161 2 Volume 25. Number 2 Onthe cover: Atthe Reutterworks, August. 1962. Ed Verhoef photo. Onthe outer wrap: Wiesbaden hillclimb, early 1950s. Lloyd Meyer photo. No part of 356 Registrymagazine may be reproduced in any form without the express written permission of the publisher. Copyright © 200I by356 Registry, Inc. d o M Design, 225 No. Second St., Stillwater, MN 55082. Printed on a Heidelberg 5-color press in Red Wing, Minnesota U.S.A. Local/Regional 356 Groups "These groups offer activities, information and fellowship for 356 enthusiasts from a particular geographical area . Each group operates independently and is not sponsored by the 356 Registry. WEST MIDWEST Porsche 356 Cl ub Bob Fitzpat rick 23738 Barona Mesa Rd . Ramona CA 92065 760-7 88 -9354 356bob @home .com Group 35 6 St. Lou is Reg io n Ted Melsheimer, Sr. 10517 E. Watson Rd . St. Louis, MO 63 127 314-96 6-213 1 356 CA R Cl ub Jim Hardie, 1920 Shelfield Dr. Ca rmicha el, CA 95608 916-972-7232 Central Co ast Wes & Diane Morrill , 25209 Cas iano Salinas, CA 93908 831-643-0356 Windi ge Stadt 356 Klub Dale Moody 19532 Governor's Hwy Homewood, IL 60430 70 8-798-2637 Fah r No rth Phil Saari 337 4 Owasso St. Sho review, MN 55126 651 -484 -0303 ps356er @aol.c om 35 6 Group Northwest Bruce Rockwell, 430 9 Reid Dr. NW. Gig Harbor, WA 98335 356 Motor Cities Gruppe 253-858-2788 Barbara Skirmants bnmrock @msn.com 27244 Ryan Rd. Warren, MI 48092 Sierra 356 Po rsche Club 810-558-3692 Glenn Lewis, 2000 Royal Drive Reno , NV 89503 Ohio Tub Fanatics Richard King 330 -678 -6259 Rocky Mountain tUbfanat ic @aol.com Po rsche 356 Club AI Gordon, 12773 Grizzly Littleton, CO 80127 303-979· 1072 Arizona Outlaws Po rsche 356 Club Mou ntainlan d Porsche 356 Club Mike Wroughton Edward Rad ford 19870 N. 86t h Ave . t 568 Con necticut Drive Peoria, AZ 8538 2 Salt Lake City, UT 84 103 62 3-362- 835 6 801 -52 1-7330 mwroughton @aol.com SO UTH WEST Haw aII 356 Ow ne rs Group Terry Felts 16 1 Hanohano Place Honolulu, HI 96825-3515 808 ·396-6017 wtfelts @aol.com SOUTH Southern Owners Group Ray Ringl er 3755 Creek Stone Way Mar ietta , GA 30068 Three56 @aol. com Florida Owners Group Rich Will iams , 4570 47th St. Sarasota, FL 34235 813-758-0356 rich356fog@ earthlink.net Zia 356 David J . Berardinelli P.O .Box 1944 Santa Fe, New Me xico 87504 -1944 (505) 989 -9566 djblaw @nLnet Tub Cl ub Bob Morri s 397 Creekw ood Dr. Lancaster, TX 972 -227 -8357 bob.morris @halliburton.com Lone Star 356 Club Mark Roth 4915 S. Main , Suite 114 Stafford, TX 77477 (Hou ston) 281-277-9595 mroth356@ aol.com 356 Mi d Atlantic Dan Haden 143 W. Ca rpenter Lane Philadelphia , PA 19119 356 Southern Connecticut Reg ister, Ltd. P.O. Box 35 Rivers ide , CT 0687 8 w3 .nai.netredwardhle d4yhtm Typ 356 Northeast Fran DeLeo 18 Co m ing St., Beverly, MA 01 905 978-927-3070 www .Typ356NE. org (website) [email protected] (emaiQ 356registry.org The new password for members-only pages: Speedster Valid through September 2001 Officers Bob Campbell , President, Event Insurance (Bo bCampbell @356r egistry.or g) 20964 Canterwood Dr. Santa Clarita, CA 91350 66 1-251-3500 Chuck House, Vice Presiden t (ChuckHouse @356re gistry.org) 6402 Harvard Circle Huntingto n Beach, CA 926 47 714 -89 1-2386 (H) 949-250-4043 Fax Patty Yow , Secretary Randall Yow , Treasurer (RandaIlYow@3 56registry.org) 21 Thimbleberry Square Gr eensboro, NC 27455 336-545-8994 (H), 336-2 75-9 116 Fax Trustees Bob Campbell (BobCa mpbell @356registry.org) 20964 Canterwood Dr., Santa Clarita , CA 91350 661 -251- 3500 Chuck House (ChuckHouse @356registry.org) 6402 Harvard Circle , Hun tington Beach, CA 9264 7 714 -891-2386 (H) Joe Johnson (JoeJo hnso n @356re gistry.org) 618 Gatewood , High Point , NC 27262 -4722 33 6-886-52 87 (H) Vic Sk irmants (Barbar aSkirmants@ 356registry.org) 27244 Ryan Rd., Warren , MI 48092 810-575 -9544 (W) Randall Yow (RandaI IYow @356r egistry.org) 21 Th imbleb erry Squ are , Greensbo ro, NC 27455 336 -545 -8994 (H), 336-275-9116 Fax Club Services OUTSIDE USA Barbara Sk lrm ants, Membership, Renewals,Circulation (Barb araSkir ma nts @356regist ry.org) 27 244 Ryan Road, War ren , MI 48092 810-558-3692, fax 810-558-3616 Map le Leaf 356 Club of Canada Dave Hinze 2304 Weston Rd. # 1407 Weston, ON M9N 1Z3 4 16-244-4759 Ch r is Mar kha m , Webmeister (We bme ister @356registry.org) 7185 W. Zayante Rd., Felton , CA 95018-9466 831-335-3582 EAST Po tomac 356 Owner 's Group Dan Rowzie 800 South Samuel St. Chartes Town WV 25414-14 16 To subscribe to the Registry 's electronic mail list, send an email to [email protected] with the single word subscribe as the message, or go to the Registry's website at Australian Porsche 356 Reg ister P.O. Box 7356, St. Kilda Rd. Melbourne, Victor ia 3004 Aust ralia 356 Down Under P.O. Box 47 677 Ponsonby Auckland New Zea lan d John Je nkins , Travel Ass istance Network Oohnjenkins @agilent.com) 3122 Kingsley St., San Diego, CA 920 16 6 19-224-3566 ,619-22 4-3933 Fax M & M Enterprises, Wes & Diane Goodie Store (356goodiestore @usa .net) 25209 Casiano, Salinas, CA 93908 831-643-0356, fax 831 -643-1333 Dr. Brett Johnson, Porsche Factory Liason (356drb@ indy.net) 75 10 Alliso nvill e Rd ., Indianapolis, IN 46250 317 -841 -7677, fax 317 -849 -200 1 Magazine Editorial Staff Go rdon Ma lt b y, Editor Ali ce Ro ss-Jinks , Production Manager 22 5 N. 2nd St. Stillwate r, MN 5508 2 65 1-439-0204 fax 651-439-7620 (Gordo nMaltby @356registry.org) Dr. B ill Block, Book Reviews, 356 Registry Databas e Monitor (blocklab @aol.com) 423 Hawk High Hill Metamora , MI 48455 810 -678 -30 17 Ke ith Denahan , Vintage Racing 21537 110th Ave. S. Boca Rato n, FL 33428 561 -482 -0516 Dr. Brett Johnson , Restoration Editor (356drb @indy.net) 7510 Allisonville Rd., Indiana polis, IN 46250 317-841 -7677 Dic k Koen ig , Four Cam Forum 7S 710 Donwood Dr., Naperville, IL 60540 630-369-4492 Harry Pellow, The Maes tro (mae stro @well .com) 20655 Sunrise Drive Cupertino , CA 95014 408-727 -1864 Jim Per r in , Historian (carreragts@ aol.com) Box 2930 7, Columbus, OH 43229 614 -882-9046 J im Schrager, Market watch Oames .schrager @gsb.uch icago .edul ) 54722 Littl e Flow er Trail Mishawaka, IN 46545 2 19-259-926 1 Vic Sk irmants , Technical Editor (Ba rbaraSkirmants @356registry.org) 27244 Ryan Rd. War ren, MI 4809 2 810 -575 -9544 Hal Thoms , Photographe r, W. Coas t Vintage Racing 13341 Ethelbee Way, San ta Ana, CA 92705 714- 731-719 1 (W) (photobyhal @aol.com) Pat Tob in , Pat's Posts (tobin p @ix.netcom.com) 1709 2 Chats worth St., Gran ada Hills , CA 91344 -5849 818 -368 -1262 Robin Hansen, Ass 't. Webmeiste r, email List Mon itor (rhans en @356reg istry.org) Rick 0 111, email List Monitor (rdill @cyburban.com) 356 POWER Callon NLA for any new, reproduction or rebuilt parts for your 356. Thirty years experience, worldwide reputation. Featured here are newlyintroduced engine components to add powerand value. 1720cc Piston & Cylinders • Quality permanent mold pistons, "hypereu tectic" 13% silico n, insu ring strengt h and the rmal cont rol. • Balanced within 1/2 gram, ringsgapped and installed. • Lightweight offs et wrist pin for quiet operat ion. • Cy linders are super ior castings finish e d on the late st Sunnen CNC hone (CK-21). Available NOW! Par t# NLA 103 901 86 $695 Aluminum Oil Cooler Latest and most efficient design - SuperiorU.S. manufactured unit for a11356 & 912 engines. • Improved cooling compa red to curren t Porsch e or 36hp coo lers used by some engine builders. • 45%lighter than original steel units, minimi zing possible engine case cracks. SuperLite Crankshaft By Scat Enterprises, the world leader in special cranks for custom applications. • Machinedfroma 4340 lab certified billet, far higher strength and life that the original SC/912German version. • Special Superl.ite counterweight design gives20% reduction in rotating mass = faster rev's, longer bearing life. • Special mounting fasteners for Available NOW' Note: Supply is limited. early and late eng ine cases. $19 95 Available NOW! Part# NIA 107 04100 $39 9 Flywheels • NEW! From original German supplier. • 2 versions - Super 90 & C/Se. • Plus - Complete line ofclutch parts in stock. $349 48-Pages of parts for all 356 models Toll Free OrderLine 800.438.8119 PO BOX 41030, Ren o, NY 89504 775/626 .7800 Fax 775/626 .1220 SERVICE & REPAIR Available Again New Facilities! Call for Appointment o S ANT A CLARITA, CALIFORNIA Red Tip Antenna $65. 100000Km Badge Excellent eproduction $65. • Private transactions-I am usually your only contact. Expert eva luations and Honest representations 4 • Southern California showroom-by appointment • Indoor storage-private and secure • Consignment sales· Enclosed transportation • Sellers/Buyers remorse counseling Volume 25 . Number 2 Headrest Set Vinyl $395. Leather $445. u Trustee Election 2001 • ommq Ev nt 1\1'0 356 Registry trustee positions are open this YC'J r. Chuck House and RandallYow's two-year terms are up for nomination. Any member in goodstanding maynominate themselves or another member. Nominations must be received by the Secretary (see page 3) by August 10, 2001. An election ballot listing all candidates will be included in the next issue. july 21-22 Effingham, Illinois Mid America Direct presents the second annual Tweeks Fun Fest for Porsche at their headquarters. Free registration, parking, food and a discount on catalog orders during the event. Tour the museumand display your car. Get info and register on line at Tweeks.corn or call 217-347-559 1. Lime Rock, Connecticut j uly 27-29 Brian Redman presents the Rennsport Reunion, three days of all-Porsche vintage competition plus a Sunday concours. Special features: an all-3;6 race with 550 to RS 61 models and a 356 Corral. Tickel/entry info 561-794-9755, www.gorace.com. july 29 Henderso n, Colora do The Rocky Mountain 3;6 Club, Rocky Mountain Region of PG\ and the North American Porsche Tractor Registry are jointly sponsoring GMOND 200I, a Sunday "Wasb and Shine." Bring out your Porsche car or tractor for the dedication of the Maybee's Gmiind Workshop in progress. Car placement begins at I I a.rn., beer & brats served at I p.m. America Roadster, Gmiind Coupe, other 356s and 6+ Porsche tractors are scheduled to show. Info/pre-registration, George Maybee, 303-655-983 1, [email protected]. (See related story& photos on page 9.) August 17- 19 Monterey, California The Monterey IIistoric Races featuring Bentley will be held at la guna Seca. Sec laguna-seca.com for details or call 800-327-7322 for tickets. April 2 - September 30 Reno, Nevada "Porsche Passion," the collection of Ranson Webster at the National Automobile Museumshowcases 12 Porsches froma 1953 Cab to a 1994 RSR. Included are two 550 Spyders, three Carreras, an Abarth, a 904 and three significant 911s. September 6-9 356 Registry E:L~t Coast Holiday. Details, page 7. October 20 Monterey, California j oin us for the 5th Almost-Annual Bear Poop Open 356 Golf Tournament at la guna Seca Golf Club. $125 per player: green fee, cart, tee prizes, awards and a barbecue. Proceeds to the American Cancer Society. For info and a registration form, call Wes or Diane Morrill at 831-643-0356 or email t03 [email protected] November 16-18 Palm Spr ings, California Porsche 356 Club presents the 10th Annual Palms to Pines Weekend. For more information, contact Mi ke Goldberg at 323-665-2040. April 2002 Charl eston , South Carolina 356 Registry E:L~t Coast Holiday. Details to follow. May 2002 Billingchus Skbvde, Sweden 27th InternationalPorsche 356 meeti ngMay9-12, 2002. Info/registration: [email protected] or Porsche 356 K1ubb Sverige, Box 11059, S-550 II jiinkiiping, Sweden. August 22-25, 2002 Duluth, Minneso~1 Fahr North hosts the 2002 356 RegistryNorth Coast Holiday in Duluth, along Lake Superior's beautiful :'\orth Shore. Details to follow. Chattanooga, Tennessee Ventura , Californ ia September 14-16 The inaugural German AutoFest presents the fi rst-ever All-Porsche Industry Trade Show combined with a full judged Concours, LiteraturcIMobiliaShow, Porsche only For Sale Corral and a huge Porsche Swap Meet. This collection of 5 Wo rl d-c hL~s events will be Industry-only Friday, open to the public Saturday & Sunday. What a great place to drive your 356 to on September 16th! Call 661-2%-6545, fax 661263-0431, email [email protected] r lisit www.genllan-autofest.co m September 15 Doheney, California Porsche 356 Club presentsthe 7th Annual Beach Party at DoheneyState Beach. For more info rmation, call Mike Nelson at 949-66 1-1171. September 16 Annual Drive Your 356 Day. Start planning now! October 19-20 Sedona, Arizona join theArizona Outlaws as theytour thescenic high countryofArizona forthe 6th javelina 100. Contact Mike Wroughton for a registration form and more info at 623-362-8356or [email protected]. Wor ldwide fJeclusively Porsche® Automobiles Industry Trade Show - Meetfaceto facewith the Industry's major manufacturers, suppliers, tuners and restoration experts. Full Judged Concours - Porsche" after Porsche downa palmtree- linedmain streetwith victory lapsto all award winners. International Literature . Model and Mobilia Meet - Be sure you allow timefor this alwayspopular offering of rare items. Huge Porsch -onlv Swap Meet - Acres of Porsche® parts & acces- sories. Find the partsyou need. sell the ones you don't. September 22 Stuttgart , German y The 5th International Porsche Model Club SummerSwap,I0 a.m.-4 p.m. in theSSBVeranstaltungszentrum Waldaupark, Stuugart- Degerloch, For Swap infocontact PMC Club: P.O. Box 2, NL-7800 A:\ Ernmen, Netherlands. Tel. ++3 1-59-671442, F:I.'\ ++31-599-671044, [email protected]. Applications online at:wwwkoop-co.ul. October 4-7 Mammoth Mountain, California Porsche 356 Club presents Fall Festival 200I, headquartered at the Sierra Nevada RodewayInn-I -800-824-5132. Formore information, contact Mike Nelson at 949661-1171. Porsch e'·only For Sale Corral - Place yourcar in frontof thousands of Porsche enthusiasts, collectors and dealers for a full threedays. ° Seminars on Industry Subjects ° New Model Displays ° ° New Product Demonstrations ° Silent Charity Auction ° DON'T MISS IT! For more information and our colorbrochure: Phone 661-296-6545 ° Fax 661 -263-0431 Visit us at: www.german-autofest.com email: info @german-autofest.com No affiliation with or a roval of Porsche AG or Porsche Cars North Americais intendedor im lied July/August 2001 5 he phrase "Time flies when you're having fun" must betrue.Dave Scott, co-founder ofthe Rocky Mountain 356Porsche Club asksin the latest edition of the Oversteer, "How can it be 15 years ago that a few of us sat down to talk about thepossibility offorming a small local club for 356lovers?" It has indeed been that long Dave, and the small local clubhasgrown quite a bit. The size, however, is not as important as the fact thatthese people know how to have fun with theircars! From thefirst meeting in 1986 they have been a very active group and have hosted four fabulous West Coast Holidays. It helps, ofcourse, to have some great locations like Estes Park, Steamboat Springs, Aspen and Durango in your "backyard." But organization, imagination and true 356zeal made these events reallyoutstanding. As a participant at three of the Holidays, 1 can attest to the fact thata good time was had byall. Driving seems to be the focus of the group's get-togethers, and rightly so. The Aspen Holiday in 1995 was a moveable feast where the entire group packed up and headed through the mountains to Crested Butte. Ofcourse, not to inflict hardship on theirguests, our Colorado hosts arranged a sumptuous breakfast and a barbeque lunch along the way. Now, 1callthat a class act! It was such a niceevent that even the fact there was hail and the concours was in a parking ramp could notdampen spirits. The group provided another stellar Holiday last summer in Durango where, true to form, the partie- T 6 Volume 25. Number 2 ipants hit the road on some of the most scenic twolanes this side of the Alps. Throw in the Silverton steam train, great restaurants and shopping... how can you not have a good time at a Rocky Mountain 356Club event? Forclubmembers, there's a lotofactivity on a regular basis. Tech sessions, tours, picnics, parties and regional "West Fest" weekends have given Colorado 356ers ample opportunity to get out their cars over the years. Their enthusiasm should be an example to us all. Congratulations to the Rocky Mountain 356Club members andallthose who have sponsored, organized andparticipated forthelast15 years. Keep up the good work and keep driving! Oh, and how about another West Coast Holiday soon? EdKollar ofTaos, New Mexico senta postcard with the following: "After reading thatrattlesnake story... Well, I crossed theNile river in myoid '88 Land Rover on the backs oftwocrocodiles. Yes sir, I drove up on their backs as they lay in the mud Had a dead chicken on a pole hanging in front of the Rover. Well, themcrocs tookoffand before you knowit, wecrossed the river!" So what you're saying, Ed, is that you didn't believe the snake tail (1 mean tale)? Trying to pull a rattler out of a heatertube is stretching the truth, 1 guess. Something was stretched, anyway. Personally, 1 bought the whole story until the last part about making a steeringwheel cover out of the snakeskin. Who would do something that tacky? For the record, the publisher disclaims any responsibility for damages resulting from the use of a grease gun to remove rattlesnakes from heater tubes (or anywhere else). 1 published Jim Hinde's story in the lastissue strictly as a public service for people who might find themselves in a similar situation. Oh, and bytheway... as far as 1 know, the rest ofthose Tail Lights stories were true. Some newnames appearon the contents page this issue. I welcome Prescott Kelly to these pages and look forward to more collectible articles from him in the future. Ken Kamstra has contributed a wonderful 356 story from his book It's OK to Love Your Cal: Steve Baun has organized the Hershey swap forseveral years andreports on theevent here. Scott Harvey has run two La Carrera races in Mexico and his two-part travelogue/race report begins this time. Stan Bonneson offers a novel approach to lightingupgrades. Thanks to you all. Enjoy! )56 Registr,y East Coast Holida'y September 6-9 chatlano oga, Tennessee Below: Walnut Street Bridge, the longest pedestrian bridge in the country, boasts outstanding views of Chattanooga's new rivertronl. Left: Lookout Mountain's Point Park is the site of the 1863 Civil War "Battle Above the Clouds." HoIidaH Schedule September 6 Hotel Reservations Registration open 9:02AM 'til 10:58AM Lookout Mountain Tour 1:22PM 'till 4:18PM Li terature & Parts Swap meet 5:01PM 'til 6:48PM Registration Open 5:05PM 'til 6:37PM Welcome Party 6:56PM 'til l 0:l0PM Call the Chattanooga Choo Choo Holiday Inn 1-800-872-2529 to make a hotel reservation. Ask for the special group rate. Single: $99. Double (2 persons): $99. Plus tax. Children 18 and under, FREE in same room with parents. Reservations must be received by Aug. 13, '01. ----------------------------------------------, ')56 Registr~ East Coast Holidaq Chattanooga 2001 _ Registrant~ September 7 Registration Open 9:02AM 'til 10:08AM Downtown Tour 10:15AM 'tiI 2:07PM Tech Session 2:10PM 'til 4:18PM Registration Open 2:10PM 'til 5:01PM Literature & Parts Swap Meet 5:01PM 'til 6:12PM Aquarium Dinner 6:22PM 'til 9:22PM Member Number Co-Registrant. _ Address, _ City COuntry Phone, .StateIProv _ ZiplPost. Code _ Email, _ September 8 Concours Car Placement 8:02AM 'til 9:58AM Concours Peop le's Choice 10:02AM 'til 12:12PM Concours Awards 1:58PM 'til 3:56 PM Literature & Parts Swap Meet 3:56PM 'til 6:06PM Banquet Cocktails 6:28PM 'til 7:32PM Banquet 7:33PM'till0:27PM 50 piece band. Dress in the style matching the year of your car! September 9 Last Stop Swap Meet 7:58AM 'til l 0:02AM Please note: The Hospit ality Complex will be open Thurs . thru Sat. 9:02AM 'til 11:58 PM Car Model, Body Style'-- year Car COlor Long-Sleeved T-Shirt Size - Registrant Co-Registrant, Registrant x1 $95 ea. = $95.00 Co-Registrant X $70 ea. = I Junior Co-Registrant* x I I Fri. Night Aquarium Dinner x I x I Sat. Night Banquet $20 ea. = I I li tal ' Junior Registration: Under age 16. Includes Welcome Party & Hospitality Complex ONLY. $27 ea. = $30 ea. = 0 _ =-- - - _ _ Registration fees include: Welcome Party (cash bar), Hospilality Suite, T-Shirt, Hat, Patch, Swap meets &Awards. Registrations must be received by August 15, 2001 . Late registrations/registration at the eventwill be accepted at the aboveprice, but you willnot receive T-Shirt, Hat, Patch, Welcome I Partyor be ableto purchase mealtickets. Toencourage youthpar-I ticipation, we offer a juniorco-registration, but please notelimila- I tions. Meal packages for juniors must be same as adult. I Make checks payable to: I 356 Registry East Coast Holiday 2001 Mail To: 356 Registry East Coast Holiday 2001 618 Gatewood Ave., High Point, NC 27262 I I ! ~---------------------------------------------- ~ irst off, many thanks to Chris Markham for his very informative article on this page in the last issue regarding the Registry's Website. The 356 Registry Trustees realize how very fortunate we are to have had the likes of Robin Hansen, Robert Boyle, Rick Dill and now Webmeister extraordinaire Chris Markham volunteer their time, year after year, to produce what is already considered the 356Porsche"Portal" to theInternet. F Bob at his 356 Salesshowroom. Hehopes to sell enough cars to afford electricity for the lights some day. If you have not visited 356registry.org lately, I invite you to do so. Thanks again to Chris and everyone involved, keep up thegood work. Bob Campbell Also included in the "good work" category is our editor Gordon Maltby and his production manager, Alice Ross-links. Gordon and Alice just keep finding ways to continually improve this magazine. The recent changes in overall size, page count and paper quality, along with their personal artistic touches everywhere, add up to one of the greatest automobile club publications anywhere. Thanks Alice and Gordon, keep it up. The 356 Registry has three terrific events on the Holiday Calendar for yourdriving pleasure. The East Coast Holiday in Chattanooga, Tennessee on September 6-9, 2001 will be here sooner than you think. JoeJohnson and Randall Yow have organized yet another wonderful gathering for all 356 Registry members so getyour registrationin ASAP and don't be left out. Mike Duck and friends will host the 2002 East Coast Holiday next April in historic Charleston, South Carolina. This event promises to be a lovely affair with the azaleas in full bloom and "Plantation Row" among the many magnificent places to visit. Your fearless editor Gordon Maltby and Fahr North ringleader Phil Saari will welcome all Registry members to the 356 Registry's North Coast Holiday in Duluth, Minnesota next August. This will be a change-of-pace andchange ofvenue Holiday andwill give everyone a chance to enjoy Duluth and the surroundingarea for it's beauty, history and attractions while enjoying optimum weather conditions. Put these dates on your calendar and be sure to check UpComing Events for morefun things to do. The International 356 Meet recently held in Holland was a great success with over 330cars present and except for a little rain, everyone had a great time. Ginny and Bob Gummow report in this issue. One European enthusiast provided an unsolicited report regarding Wes andDiane Morrill, who were at the meet with the 356 Registry Goodie Store. The individual stated that these two people were absolutely the nicest, most helpful and considerate individuals he had ever met. Typical American tourists, I say. This is just another example of the incredible goodwill that Wes and Diane spread where ever they go. They are indeed our Premier Ambassadors. Thank you, Morrills. Your clubcontinues to roll along quite smoothly, which is exactly what I hope you and your 356 automobile are doing. Don't you dare let another summer pass without putting a few more miles on your 356. Remember, if vou don't drive it, you don't get it! ~ t: - ~- - Z TWEEKS celebrates 25 YEARS IN BUSINESS with a whirlwind of Silver Anniversary promotions, including our highly anticipated Tweeksterproject car! This 400+hp Super Boxster will attend numerous events, following its official unveiling at Tweeks' 'Funfest for Porsche" 2001.' Check out www.madirect.com for more Silver Anniversary information, Funfest highlights and, of course, to order your FREE full-colorCATALOG of performance, restoration, styling and lifestyle _ parts & accessories for Porschef 0 Send mea FREE Parts & Accesories for Porsche" Catalog! Name: _ _ Address: Zip+4: State: _ _ City: Fax: ~ E-mail: ~ Dr maillfax the coupon! 8 Volume 25. Number 2 Daytime Phone: ( Model:_ Year: _ _ E-mail Address: BodyStyle: _ _ Do you belong to a carclub? 0 Yes 0 No Fax coupon to: 217-347-2952 • Or mail coupon to: ......1IiI:::f~~r.~r~:J::;;'I.J;;;;1~ ___ _ 0 c" " ~ ~"y,,, ~ P.O. Box 1368, Dept. T3071 , Effingham, IL 62401_ Whatzits In the Mail he theme this issue is filters, and in the photo above wehave four different ones. Iwo of those above are related, filter the same liquid and are located adjacent to each other. The others filter other material but all are located in the front half of the car. Only one of them is visible without signifif~ cant disassem/ -.7 bly At left is one ::::::::::---- more filter from an earlier model that's not located in the front of the car. Answers on page 17. T J) From replica to reality eorge Maybee visited Gmiind and the Porsche museum there in 1989 (top, left) . lie was so inspired bythe buildings he created the diorama shown (top, right) for the 199 PCA Parade aI1 show. Not content with a smallscale replica, George also built a full-size-and-then- G some building in the same style to house his 356s and Porsche tractors. Irs also big enough for his other vehicles, workshops and storage. George will host an open house and dedication at his new building in Henderson, Colorado for Porsche friends on July29th - seethenotice on page 5. ,~ VISIT OUR WEBSITE O WWW.KLASSE356.COror ORDER ON LINE: parts@ KLASSE356.com 311 Liberty St., Allento wn, PA 18102 EVERYTHING YOU NEED FOR THE RESTORATION AND MAINTENANCE OF YOUR 356, 912 & EARLY 911 DUAL CIRCUIT CONVERSION KITS EVERYTHING YOU NEED TO MAKE THE UPGRADEI Protect yourself (and your 356) with the safety of dual circuit braking . Over 400 kits sold. For drum or disc brakes . Easy installation. DRUM BRAKE $19900 DISC BRAKE $29900 German-Made Brake Sets 2 front and 2 rear hoses for A, B, C R".. $48 00 /set Order Nowfor Your Summer projects! Call with your needs. Phone 800-634 -7862 610-432-2324 FAX 610-432-8027 ~ Follow the restorat ion of Brett Johnson's early Cabriolet in upcoming issues of '''~i:l=!!!:~!Ii!!Ii!!...:E.:. xc;ellence magazine. Follow the restoration of Brett -rIO Johnson's early Cabriolet = in upcoming issues of Excellence magazine. Friendly Service & Great Prices Catalog Available & On Line July/August 20 01 9 26th International 356 Meeting byBob & GinnyGummow riVing early Tuesday at Schiphol, Holland, we head directly to the Gold~n lip Conference Center In Noordwijkerhout, to rest up before the festivities begin on Thursday. We arrive to find Peter and Thea van der Berg and others of the organization hard at work putting the finishing touches on what will be the largest ever of the International 356 meetings. The Conference Center has accommodations and private parking forall ofthe 254 cars registered. On hand for viewingoutside is a line-up of each model ofthe Porsche tractors-all nicely restored. We spend Wednesdaypaying an obligatory visit to nearby Keuchenhof gardens-the tulips are nearing the end of their blooming period but the main exhibition hall has a fabulous array of lily displays, and the azaleas and rhododendrons around the grounds are at their peak.Arriving back at the hotel, wefind several more 356s have arrived. Registration officially opens at noon on Thursday and the meeting is underway. The afternoon is spent talking cars and looking for old friends. At 5:00 wegather fo r a welcomedrink, followed bya buffet dinner in the atrium. Amongthe special guests at the dinner are Dr. k Talbot® Sport Mirro rs Berlin 300 Chrome Plated Brass SL 300 Brushed Aluminum o o o o Senior - 4.0" Diameter Junior - 3.5 " Diameter Several Mounting Systems Flat or Convex Mirrors WolfgangPorsche and Ms. Petter-Godin de Beaufort. Thislovelyandcharmingladywas very interestingto talk with about the colorful racing career of her brother, Carel Godin de Beaufort who, between 1957 and 1964, drove a Porsche in 22 Grand Prix races. He lost his life at the age of 30 in August 1964 during practice for the German Grand Prix at Nurburgring. On hand fo r viewingin the entrance hall are a formula car and a pictorial racing history from the de Beaufort collection. Also on display are photos and the car of Han LeNoble, driven in the "Around the World in 80 Days Rallye" last year, which was written about in the 356Registry magazine. After dinner, Dr. Wo lfg~mg Porsche, member of the SupervisoryBoard of Dr. Ing. II.c.E Porsche AG, addressed a very enthusiastic worldwide group of 356Porsche Pushers. Following breakfast Friday morning, we open our road book and head for the old airport at Schiphol. All assembled, we look across five acres (or should I say hectares) of356s. Under the precise direction of head judge, Walter Gratama, Dutch 356 expert, a judgingteamis sent off in search ofthe best car in each class (no easy task). In addition, there That's right! The guys at CE are leaving the sprawling metropolis of Bodfish and settling into their permanent shop in Lake Isabella. So ship all jobs to: 2841 Fulop St., Lake Isabella, CA 93240. It's a new address , but the same first-class service you've come to expect. CE - your complete Porsche® Machine Shop and Engine Parts Supply. Lighting Systems USA aardvark international PO Box 509 Wh ittier CA 90608 www.talbotco .com Web 562 699 8887 Telephone 562 699 2288 Fax dealer inquiries invited 10 Volume 25. Number 2 COMPETITION ENGINEERING 4113 Lake Isabella Blvd. PO Box 159 Bodfish, CA 93205-0159 760-379-3879 760-379-4517 FAX www.competitioneng.com will be a "Peoples Choice" awards, one selected by the men and one selected by the women-as one would expect they did not select the samecar. While lunch is being served in one of the hangars, two Douglas Dakotas are cranking up to give rides to those who had signed up for them. "Stand up and hook your static line!" was the last order given aboard these flytng workhorses of the Allied Air Forces over 50 years ago as they carried members of the 10lst and 82nd Airborne to their destination: a bridge too far. Back at the anthill, the news media descends. Everywhere you look there are TV cameras recording and car magazine reps interviewing various people, includinga session with Dr. Porsche. In theafte rnoon, it'sbackto the road book and on to Anthony Fokker Business Park for somespeed trials and a gymkhana. That's right, Tony was the Dutch airplane designer ofthe capable airplanes that flew for Kaiser Bill. For anyone interested, there are also bicycle tours, beach and dune walks and a visit to the Ford Museum. In the evening, following libations in the lobby, in the dining room we are surprised by a group of well-endowed dancing ladies (wearing a minimum of textile), representing the Dutch East Indies. They get and hold our attention for the better part of the evening, with severalofour number joiningin on the dance floor. On Saturday, we have several options: an historical sailing trip, a visit to the college town of Leiden, or a tour through the countryside and a visit tothe "National Automobielmuseum." We have opted forthesailinghip, so out with the road book and off to Mulden, We are directedto a nice green cow pasture, which made our limited slips necessary. Astroll down a cobblestone street through the quaint village brings us to the canal where we board a small boat to the accompaniment of strollingmusicians and are taken to our larger three-masted schooner. Altogether there are three sailing ships forthe group. Once on board the sails are unfurled and we're becalmed! Who shot the albatross?What the hey?No problem. The reliable diesels are cranked up and it's off to the open sea (not the North Sea) where all three ships are tied up together. The bar is open, lunch is served and musicians are keeping us entertained. Then Diane Morrill does her rendition of Shirley Temple's "Good Ship Lollipop," immediately causi ng several members to jump overboard. Later, it's back to port, an Italian Ice in the village, and back to the pasture (oops) for return to the Golden Tulip for the grand finale. "Smart Casual" is the suggested attire for the evening ~U1 d as the pretty people enter the atrium, trays of hors d'oeuvres, champagne and orange juice are circulated amidst the chatter of people from 16 different countries. The Schudmaks from Australia have traveled the fu rthest distance. As we are seated for dinner, Rolf Sprenger is appointed wine steward at our table to ensure that the red is room temperature and the white is chilled (and the supplyis adequate). Following dinner, a portion of Han Le Noble's video of his "Around the World in 80 Days" trip is shown, and the awards are made to the deserving for the Concours and speed trials. Koni, one ofthe sponsors, presents a beautiful award to the car of their choice and we present Henne and Marla Lembeck with a "Porsche Pushers Personified" award. They have attended every international Meeting, except the veryfirst (which theydid not knowabout) in a 356. Following dinner, a disco is set up at one end of the dining room and in an adjoining room, there are two screens set up showing movies and videos from this meeting, as well as the two previous Holland meetings. The frivolity continues into the early hours as we retire. It is Sunday morning, time for breakfast and the packing of the little cars for the homewardboundtrip. Bynoon, most are gone and we head out too. As weare not returningto the U.S. until Iuesday, we decide to make a trip on our own to Leiden, but we never got there. We went instead in pursuit of a concrete 356 Cabriolet, but that's another story. The 27th International 356 Meeting in 2002 will be May 9-12 in Billingehus Skovde, Sweden, northeast of Goteborg, Club Holland, you're a tough act to follow. ~ Left: The Around-theWorld 356 of HanLe Noble was on display. Right and below: Arriving at the HQ hotel. DC-3 rides were available, or a schoonersailing trip, which included strolling musicians on the ferry to the big ships. Wolfgang Porsche is interviewed. Hegave a keynote speech at dinner honoring Dutch driver Count Carel de Beaufort who won 22 races for Porsche in the 1960sand was killed in practice in 1964.De Beaufort's sister displayed his memorabilia during the event. Left: More musicfor the participants. Above and right: Landlubbers had a chance to sail (sort of) on a three-master. One of the interesting 356s at the event was this Roadspeedboxster. Several tractors were at the meet; not shown are the "unrestored" versions also on display. July/August 2001 11 his time somefollow ups and new information, and while still somewhat disjointed, at leastthere isn't so much 1956 stuff. I am thankful to all of those contributors who take thetimeto write ande-mail. Harry Kurrie added another data point on 356Cs with plain hub caps and headlight adjusting screws at 4 and 8: #215745 , which he collected at the factoryinjanuary 1964. He also has a brochure printed July 1964 that illustrates the tarnished chrome center crests. This confi rms information presented in Volume24, Number 6. Still looking for verifiable tarnished chromecrestsprior toJuly 1964 - anybody? Also presented inVolume 24, Number 6 were a couple of things sent in by Rainer Schmidt in Gennany. I commented about the decal on the Leitz luggage rack being totallyunaware that these are, in fact, readily available from Brad Ripley at NIA Brad also sent a photocopy of page 18 from Cbristopborus Number 36 (November 1961), which shows the same hardtop as on Mr. Schmidt's Roadster. The accompanying caption states, "The miniature poodle is named Coco, and this elegant roof, which can be taken offin a fewseconds,is sold by the firm of Erich Meinhart, Munich 13, Tengstrasse 36. For roadster or convertible [this means Convertible OJ, priced at OM. 1050 - (ca. $262.50), without poodle." T Factory photos last issue Last time I commented about the color cover photo ofVolume 24, Number 5 taken byLloyd Meyer. The other photos in the last issue certainly clear up one point of confusion. Those are definitely 356A Speedsters meaning that the photo was sometime after the first of the year in 1956. Uwe Biegner showing his powers of observation weighed in onthis topic. "Fora German it's pretty simple to tellthe date ofthe photo. We are used to theviewofthe seasons. Itmust be Februaryor March 1956. March makes most sense. With a little more research I could date it to the week. The photo was taken in earlyafternoon, butthe sun is stillverylow." He also commented on thefact that German license plates went from black with white letters to white with black letters onJuly I, 1956. The other comment I made last time was that the Speedsters in the photo remained in 1955 Speedster colors. Upon closer inspection anda little research, I was about two thirds right. The blue cars are notSpeedster Blue, butrather Aquamarine Blue. The last Speedster Blue car (as researched byUwe!) was #81094, a November 1955 production 1600 engined pre-A. I had Bill Block review the cars he has in his database and it appears that many 1956 Speedsters were Aquamarine Blue, white or Fire (Signal) Red. The four-campowered Speedsters had much greater variety, though. Okay, so what's that under the cover in the photo on page 15 ofthe last Registr)'?The Type 542 Studebaker? Frau Porsche's Mercedes? The Cayenne prototype? 12 Volume 2 5. Number 2 Afinal comment; did anyone notice that there is not a single exterior mirror installed except those on thecommingling Beetles? Speakingofmirrors, I mentioned last time that from mid-1 957 exterior mirrors were normallyfound on the doors andprior to that on the frontfenders. I have yet to see a factoryphoto of the earlier car's on the door. There is a 356A Speedster with beehives and a mi rror on the door on page 107 of the Conradt book, but this is obviouslya restored car with no bumper guards and a snazzy four pipe exhaust system. The wipers aren't right either. Incidentally, thephoto in the upper leftis not the same car. Later cars with mirrors on the fenders do exist, but rarely show up in factory photos. One indisputable example is again in Mr. Conradt's book on page 135 showinga batch ofEuropean delivery1960 356Bs which was, according to Mike Robbins-who was on that Treffen andwhosedarkcolored Roadster without a hood handle is shown in the group---in September, 1959. There are a number offendermirrors including the coupe in the frontrowcenter with one on each side. There are also door mirrors and all appear to be Ponto Stabils. Most other factory photos show Ponto Stabils (or the Talbots that look like them) on T5 and T6 doors. All of the 356Cphotos show Durant mirrors on thedoors. Anybody have any exceptions? Also since last time, I got another datapoint on tachometers. This car with a mechanical tach is over two hundred chassis numbers higherthan theprevious one, butthe build date is onlyone daylater. Karmann Coupe Last mechanical: 217787 build date 3/25/64 First electric: 218381 build date 5/8/64 Unusual lights Bill Leavitt, who has an Italian spec. SC contacted Joe Leoni and me about the rear lightconfiguration on his car. In my authenticity book I comment about Italian lenses having the red on the outside and amber on the inside, in contrast to the typicalamber outside/red inside used on other non-U.S. lights. Where this information originally camefrom, I don't recall, but with the aid of a new set of old parts books, I wantto advance more definitive information. First, there is no mention of Italian spec. rear lights in the 356Aparts book, nor in one T5 356B book I have. Amore recently acquired T5 bookhas a notation in section 913 to go to supplemental pages The above photo is from Bill Leavitt. It is the front fender mounted signal light used on late Italian spec. cars. (18-20) for Information on Italian and Australian rear lights. These units are described as having different housings, butuse the samelenses as thestandard European units. The supplemental pages are dated 2/63. The actual light units differ byhaving a dual filament inner light (where the lens is red) that functions as both tail and brake light. The outer amber portion serves only as the turn signal. The standard units have two single filament bulbs; the inner functions as the taillightand the outer fu nctions as tum signal and brake light. With the non-U.S. lens this means the brake light is amber. These cars also have front fender mounted "auxiliarysignal units" and a "control lightforlimiting light." The latter is partnumber 644.631.407.05 and I haven't got a clue what it is. It would make a good Whatzit, so ifyou have one, send a photo of it to Mr. Maltby. In any event, the lightunits on Bill's car match the above description. Interestingly, a set of lenses wi th red on the outside and amber on the inside turned up on a 356A outlaw coupe belonging to Michael Branning. These were on the car when purchased andobviouslythe car is much too earlyto be the recipient of the Italian/Australian spec. lights described above. Sorry, I can't resist a few 1956 quickies: I got a couple of e-mails about appearance ofthe first commemorative "Meister Schaften" badge. #55977doesn't have one; #58007 does. Incidentally, the earlier car also has oatmeal colored carpet. No reports of dashboards that don't match exterior paintcolor. Finally, I'd like to pass along some first hand observations from Howard Fisher of San Diego. Being ten years old when they stopped making 356s, as well as being geographically deprived, I didn't have these opportunities. I encourage anyone with similar memories to share them here. Howard Fisher's comments "I am a professor and a historian. I have personally restored a Japanese Zero, Mig 17, several WWI fighters, etc., etc. Therefore, I know paint colors and how they look as theyage. I also have a very unusual memory. It is seldom wrong or plays tricks on me and it remembers color. It is my natural aptitude to notice detail in the things I am interested. In high school I had a 27%absentee rate. I didn't like school, so I became obsessed with I'orsches (which was great). I cut school every day and 2-3 times a week I would go to San Diego Motor Imports, which W~L~ the only Porsche sales place south of L.A. I would talk to the salesmen and mechanics, etc. I would even drive to Competition Motors in L.A. They bad two outlets (most people aren't aware of this), one on Vine and the other in the middle of the Hollywood area, just off Hollywood Blvd. I always went to both places. Furthermore, I went to all the races, there I would look at Speedsters and what accessories they had. In 1958, I went to Europe for three years and went to the races there. I visited the factory several times during the 1958-61 period. The film "Made by Hand" 1 believe would have been filmed in October/November 1961. It is a wonderful treasure and I sawfirst hand everything depicted. Anyway, I digress. Here arc some things I remember. I never saw a red Speedster until the introduc- tion of Ruby Red. Signal Red was introduced with the 1960 cars. The Signal Red from the fac tory had a brightness that I have never seen duplicated. White was the most common color (just look at race photos of the period). 1\vo thirds ofwhitecars had black interiors, one third red interiors. Silver Speedsters were very rare and I mayhave seen one or two at the most. The silver used on the Spyders and the silver used on 356swere different. The Spyders were very brilliant. I sawa nice,butstillsmall number of blue "The silver used on the Spyders and the silver used on 356s were different. The Spyders were very brilliant' ones (even though, my Speedsters/Roadsters are always white, Isecretly lustafter a blue onewith a tan interior). Black was not plentiful, but also was not unusualas was the metallic blue. I have seen at least one concours winner in Fjord Green, but I didn't have the heart (courage) to tell the restorer that the color was offshade. You could paint your I'orsche any color with either enamel or lacquer. You had to provide 4 quarts ofthe color. Delivery time W~L~ 3-4months. By the way, because it W~L~ softer, enamel was an improvement. Hard tops, CA variety, were also seen regularly. But not the factory's top (never saw one). One of the nicest cars I ever saw was ivorywith a tan • interior (obviouslyspecial order). This is certain; 90%, maybe more, didnot have a door or fender rear view mirror. They were not legally required. I onlysawthem on the Speedsters owned bythe fans at the races, noton the sales floor, Nearlyallof themwere round, mounted on the fender, not the door. Theywere ugly; onlya mirror manufacturer could love them. The Germans may have made great cars, buttheygetan Fon chrome. On my '60 Roadster, which did have a rear view mirror, I had it replaced 6 times! I may have seen onecar with a full tonneau cover. In fact, when I had my full tonneau cover installed in 1961 it was a rare event. Of course, my experience was limited to Southern California but isn't that were most of the Speedsters were sold? The factory shut down in mid-August until the first of September. Any car built in September was considered the next year's model. 1 noticed in 1956 with the first 356As that the cars had three large instruments and no metal headlight grills. Whyam I so sure of this? It is because I immediately associated it \vith styling characteristic ofJames Dean's 550 Spyder. He had beendead for onlya veryfewmonths. Also, they broughtDean's car to my highschool as an object lesson (naturally I went out and bought a Speedster; don't ever tella teenager notto do something). I took colored photographs of the car which I have to this day. The picture's color is perfect, it has not faded. ~ • Koni Classic Shocks Bursch Quiet Street System • The original performance shock • Fits all 356 N BIG models • Perfect for stock or high-performance CSP Magnum 356 Race Rods 999.95/set 99,95 ea . • Street legal with that great Bursch sound! • More horsepower over the entire RPM range • Easy installation with 2 year factory warranty • All 356 applications in stock-ready to ship! NEWl High Output Ignition Kit • More power - better starting • Retains stock appeara nce • Available in 6v or 12 v 356 C Brake Rotors • Made in Germany • Fits all G models • Stock or cross-drilled Starting at 189.95 stock front, ea cross-drilled front, ea stock rear, ea cross-drilled rear, ea • New Bosch 050 distributor wl lgnitor • Deluxe spark plug wire set • 40,OOOv high-output coil (not shown) 49.95 79.95 99.95 129.95 cyl head gasket set, Reinz rod bearing set, std, Glyco early 12v generator, N.O.S. Bosch generator/fan bell, Continental. stock muffler, B or C, Dansk 55.00 25.00 399.00 7.00 250.00 Free freight to Registry members on orders over $1001 William Pringle, prop. -140 E. Santa Clara St. #15, Arcadia , CA Aerospace engineering and the highest quality materials have produced the finest rod available for the 3561912. Our ne w Magnum 356 race rods are GNG machined from 4340 forged billet steel and then heat treated for maximum strength . Specially designed and manufactured, the forged t mm aerospace bolt both locates and fastens rod with over t90 ,000 psi tensile strength...simply torque to 24 ftllbs and forget it! • GNG machined from 4340 forged billet steel • High strength ( 190.000 psi) forged aerospace bolts • Easy instelt-bott stretch measuring not required • German-engineered and made in USA • Available for immediate delivery VISA - M/C 91006 _626.445.0108 July/August 2001 13 La Carrera 1999 ompeting in theMexican Road Race has been a dream of mine since the original running ofthe event in 1950 to 1954. In those days I was a young engineering student at UCLA. I was developing my driving skills on Mulholand Drive and the canyon roads of Southern California in my 1950 Porsche 1100 coupe and later in my '55 Speedster. The idea of racing on real roads-closed to thepublic, ofcourse-has always appealed to meespecially on mountain roads like the onesin Mexico. Acouple ofyears ago I learned about the resurrection oftheMexican road race. I started inquiring into what carswere eligible andlearned allI could about this retro event. Ralph Beckman expressed an interest in co-driving La Carrera with meandsharing expenses fortheevent. Ralph was my navigator when wewon the Shell 4000 Trans-Canada Race in 1968 and later when we won Michigan's Press-On-Regardless Rallies in 1969,1970 and 1995. It was a great reunion. C Even though my Porsche racing experience dates back to the early '60s, 1 decided on a 1956 Porsche coupe for my first entry in La Carrera. I spent over a year restoring an old beat-up, but rust-free car and developing it into a race car. In the 1999 La Carrera wewent with a very conservative approach, allowing us to outlast allthe 356s in themodified class andallbutoneofthe carsin our class. The event turned outtobeeven better than theoriginal Carrera. In the1950s the races ran from city to city, even though the roads were straight a large percentage of the time. Now the velocity sections (special stages) are mostly run on mountain roads, uphill anddownhill. Once the roadstraightens outthestage ends. We usually hada Federal HighwayPolice escort at90to 100mph to thenext velocity section. I don't know any road racer or special stage rally driver who thinks racing on straight paved roads is interesting or necessary, so this format is favored bymost ofthecompetitors. We hada relatively trouble free run in 1999 andfinished 2ndin our class to Texan Francisco Gallegos in a Mexican entered 356c coupe. Based on what we learned about the roads and thecompetition wewere determined to puttogether a better car for La Carrera 2000. Disc brakes were on a listof "musts" and that meant a 356c or latercar. As it turned out, the costofpurchasing and preparing a suitable car dictated using an early 912 over the C. This model provided some other benefits-a close ratio 5 speedgearbox andan improved suspension system. Above left: TheHarvey/Beckman 356Aon "Mil Cumbres" in 1999. "Wewere continuouslyat an apex or lining up for the next one for 38Kms. A great road:' Above: The 1999"Original Pan Am" class winner from Holland, Westerman/Ecury Above, from left : Thestart in Tuxtla, #264 is the Harvey/Beckman car. The father/son team of Diego Ribadeniera Sr. and Jr. from Equador. 1999"Historic Pl' class winners Tito Gallegos and JorgeGuzman Loyo in their 356C. Left: Bob Gough, JuneHarvey and Scott Harvey returning from the 1999adventure. The 1974 Ramcharger, a former SCCA Pro-Rally tow vehiclewas pressed into service for the 6500 mile trip. 14 Volume 25. Number 2 La Carrera 2000 From Villahermosa we headed south through a dense rain forest. The road always look forward to these long distance events because they fre- was extremelynarrowand the road crewswe passedwere using machetes to clear quentlytum out to be great adventures. If last year's La Carrera had been vegetation, preventing it from growi ng onto the road. In the next 200 miles we crossed about a dozen mountain ranges. Agreat Porsche road, buta long difficult anymore ofan adventure, wewouldn't have been able to handle it. road to tow a trailer. Half-way across this road we came to a long back-up of My wife June and I drove I; 00 miles the first two days from Southern Califo rnia to Loredo, Texas. The third daywe crossed the border to Nuevo Lorado stopped vehicles-mostly trucks and buses. At first we were told there had been a landslide aheadthat neededto be cleared. Aswetalked to more people in the lineandstopped at Mexican CustomsHeadquarters to get tourist andvehiclepermits. We thought we were well prepared with multiple copiesof all appropriate docuup ofvehicles andsomelocals, we learned it was a politicalprotest bythe people ments, but were info rmed weneeded ORIGINAL TITLES for the vehicles. We also in this small town against their local sheriff. Theywere trying to get the attention learned that one person could obtain a permit for the tow-car and trailer, butthe of more people for thei r causeby blocking the road with a large dump truck and racecar hadto have a permit in another person's name, and of coursethe person refusingto let normal traffic pass in either direction. We studied our maps to find getting the permit had to be the owner of that vehicle. Last year copies of titles a by-pass, buteven the most detailed maps indicated no easy alternate route. After a couple ofanxious hours welearned the protesters were allowing a few vehicles were adequate and race carson trailers did not require a permit. When I bought912 about a year ago, I titled it in mywife's name as well as each hour to continue past their road block. We estimated, at the rate vehicles myown, so we dodged the bullet on that one. Whenwe finalbeing released, wecould be on our way in 4 to ; "One thing we have learned were ly got the Porsche permit in June's name, I was warned by hours, so we decided to stick it out and hope for the one of the customs executives that if I drove the car in towing a race car in Mexico best. Sure enough at about 8 o'clock that evening we Mexico, I needed proof that I was married to the permit is that you get to meet a were allowed to continue on our way. We were allthankholder. Eventually, after about two and a halfhours, we were ful we didn't have to spend the night on that desolate lot of policemen:' able to argue our waythroughcustoms with ORIGINAL REGmountain top with the restless natives. ISTRATIONFORMS instead oftitles. But, I would not tryto do It was a tough but uneventful that again. drive to our destination - Tuxtla Most of the other "gringos" spent a dayor two clearing customsand donatGutierrez, just 70 miles from the ed $300 to $1000 U.S. to a "Customs Broker," who arranged title swaps, or whatGuatemalan border. ever was necessary to meet the custom requirements. The two teams we had Below: The protester's roadblock. planned to travelwith to southern Mexico were not able to clear customs that day. Left: The Harveys at a sponsor's We stayed at a hotel on the south edgeof N. Loredo that evening and were reception before the race. fortunate to meetupwithpeople weknewfrom previous eventsandagreed to travNext issue ue 'll continue toitb the el with them to the racestart. Contrary to our original plan to go through Mexico Han ey's stage-by-stage adrenture City aswe hadthe previous year,weagreedto gothe coast route withour newtravduring La Carrera2000. Ed. clingcompanions.The roads on this route were narrow for the trailers and there were no shoulderson manyof the roads. One thingwe have learned towinga racecar inMexico is that you get to meet o .k a lot of policemen. Our first encounter with the police came the first day I zw ~J -~ approaching Tampico. We "failed to slow adequately" for a pair ofspeed bumps andboth vehicles towing trailers were pulled over and threatened with huge fines. I slipped a $20 U.S. bill under my drivers licenseand asked to settle the fine on the spot. The policeman originally declined, but eventually took the money. The driver of the other tow-car did the same. The next meeting with the police came the following afternoon enteringVera Cruz. We were stopped and told it was illegal to tow our trailers into town except on the truck route. After several minutes of discussion, our young traveling companions canlC up with an ingenious plan. We would paythe minimum fine ifthe police wouldagreeto escort us to our destination. This plan worked great several times, and more often than not the police didn't even collect the fines. The nextmorning we leftVera Cruzwith a free police escort out of town and traveled about 6 hours on an excellent toll road to Villahermosa, still on the gulf coast. So far the coast route had been veryscenic and easier traveling than last year's route. w- [IT o~ lL~ Does Your 356 or 912 Have a Weber Conversion? New Adapter Kit Keep that original look while replacing your chrome air cleaners with the Super 90/SC/912 style wire mesh air cleaners, • Plates manufactured from 6061 aluminum • Precise mach ining by latest computer driven CNC • Do-it yourself modification is required to the bottom of the wire mesh air clea ner and base seal. • All necessa ry hardware and detailed instructions Complete Kit (both air cleaners) $99.50 kit New Wire Mesh Air Cleaners $137.00 each Modify Your Air Cleaners $45.00 pair Weber Conversion Kits are available, call for a quote. O R D E R LINE: 800-800-8070 fax : 207 /698·1001 · email: perts @foreignintr igue .c o m July/August 2001 15 Another bright idea By Stan Bonnesen here hasbeen a lotwritten about improvingthelight output from 356headlamps. Years ago, in the '70s, I mounted a relay forthe headlights in a '60 S90 Cabriolet. It mounted in the battery/spare tire area and connected the headlights practically directly to the battery. This resulted in a doubling of the light output as measured on a GE light meter. On a recently acquired '64 SC coupe, I wanted to do the same thing but was unable, initially, to locate a high current 6-volt relay. After some looking, I found that MagnecraftiStruthers-Dunn makes a very small 30-amp relay with a 5-volt, 30 ohm coil. According to theMagnecraft engineers, as muchas a 50% overvoltage of the coil is acceptable. 1\\'0 of these small relays mount easily in each headlight bucket, oneforhigh andoneforlow beam. They are held in with hot melt glue, making them easily removable if necessary. In this case, using the same GE light meter, the light output was more than doubled. I foundthe relays, butthe idea ofputting them in the headlight buckets came from Joe Reid and Andy Stillinger in New Jersey. T brown * The relays used were MagenecraftiStruthers Dunn, PIN W9ASlD52-5 . The -5 means a 5-volt coil, but 5 volts may actually be close to what is available in some of the nether regions of a 356. The coil resistance is 30 ohms, so they will be drawing about 0.4amperes total, either high or low beam while the lights are on. They have onlyonefixed normally open andone movable contact. Try Allied Electronics (see boxbelow); a year ago or so they were $2.60eachin quantities of 10,and $3 and change, singly. At thesame time, remembering earlier difficulties with I) high current through thestarter solenoid contacts in the ignition switch and2) lowcoil voltage during cranking, a relay was mounted in the engine compartment that reduced the current through the solenoid contacts in the ignition switch to about 200 milliamperes and also connected the # 15 terminal on the coil practicallydirectly to the battery. Thishas made a large difference in easeofstarting. The useofa relay forreducing current through theignition switch on cranking is oneofthose things that doesn't show great results immediately, butyou know it will preserve the switch, and it may well Relays and additional wiring will fit in the head· light bucket. make theaction ofthe solenoid a little more positive. On the other hand, the use of a relay to put battery directly on the coilwhile cranking makes an immediatelynoticeable improvement in starting. The normal arrangement forthe coil returnsoncethecranking stops. The problems with resistive connections and perhaps some wires with broken strands thatplague 36- to 50-year-old 6-volt cars can be solved if the current drawn by headlights, etc. does not flow through these wires. Relays allow this and can provide higher voltage at ignition, lights, and solenoid than was there whenthe carwas new. ~ IHeadlamp Connector I +Battery 2 Hi Beam Batter yellow*56B ground 3 yellow 1 • wh ite*56A 1 - - - - - - - . - - - - . 1 white 1 -, I I I I I I I I I ,..;----------_.1 r - - - - - - - - - - - - - - - - - - -~ I I I I I -5 6 Lo Beam I 16 Volume 25. Number 2 '1.- II .... I I I I Allied Electronics, Inc. 1-800-433-5700 oJ www.alliedelec.com Stock No. 850-0123 ' original wires from loom, cut and connected as shown 1. Terminals on headlamp connector where original wires were connected 2. Fused connection at battery + 3. Connection made at ground strap connection to body 4. Movable contact 5. Not used 6. Fixed contact 7,8. Coil terminals Original Memorabilia Whatzits revealed I continuedfrom page 9 Posters: Factory, event & commemorative (buy/seliltrade) Publications: Factory manuals, supplements, literature Advertising Items: special Factory pieces Postcards: Factory & period releases Models: vintage pieces in various scales Signs: Factory & period manufacturers Ads: originals from the era Photos: Factory, tracks, auto shows AUTO RESTORATION 356 Specialists -Show quality painting -Metalwork, rust and collision repairs -Enqine and transmission rebuilding -Interior installation -Cars / parts bought and sold -Larqe used parts inventory -Appraisals and pre-purchase inspections Hand-Crafted Leather Goods Since 1980, providing serious owners with: Interior Luggage Straps Key FoblHolder Spare Tire Strap GT Window Straps Halon Fire Extinguishers Same locati on since 1976 Visitors welcome! 1360 Gladys Avenue Long Beach , CA 90804 VISA and MasterCard accepted 30-page list of original/authentic memorabilia: SASE +$0.80 postage (US) or $3.00 (foreign) to: ~ ~..-.,I ~~ r·Y SPYDER ENTERPRISES RFD 1682 - Laurel Hollow - NY 11791 -9644 Tel: 516-367-1616 FAX: 516-367-3260 email: singer356 @aol.com Tel. (562) 439-3333 Fax (562) 439-3956 www.willhoitautorestoration.com WE'RE Stron g exact Aluminum GT Racing Seats SPECIAL $160 OFF , ...,,:=.-- ---:. $725. ea. FAST. EASY. 356 GT Brake Backing Plates .:.iA-':~) SPECIAL $295. ea. No core charge ONE TIME NEW PRODUCTl 356 GT Aluminum HUbcaps wI logo. Hand stitched, special German nonstretch leather, SS fasteners, nickelplated hardware, exact brass Exact w/ ho les & logo . 10 sets ma de. ea. $520. per set of 4 chrome end caps. Tan. $115. Item Con page 9 (# 1 in illustration) is the fi rst line of 5 defense against gas crud; it's the "stocking" filter around the gas pickup tubes at the top of the fuel cock assemhly. "A" (#4) is the screw-on filter inside the fuel cock howl. "B" (#3) is the filter at the hottom ofa drum brake fluid reservoir. Brake fluid must pass through it into the master cylinder bore. "D" is the screen in the trunk air intake horus for the vent systemin T-6 cars. The coarsescreen will filter out mice and leaves, but not much else. "E" is the fuel filter screen within the early large fuel pumps. Now in stock: 356 Roll Bars, GT backing plates, 5 & 6 louver aluminum deck lid skin, 2 types of GT mirrors, hood straps, plexiglas GT • On-line Catalog Covers products and services for all Spyders, 904, 906. window sets w/logo and GT seats. • Free ! On-line Product list featuring over 65 GT Conversion products! Restoration Services Complete Restoration Management and Services of Porsche 356 GT, 550, 550A, RSK, RS 60/61. Over 25 years experience in the complete restorat ion of five GT's and twe lve Spyders of all types using the same experienced team of master craftsm en. We also have an on-site example of each type of Spyder and a GT. Please contact us before doing any Spyder restorations. Visit our new website lor exciting new products c_~ ~ ~ WWw.spydersports.com I VlS4 I ~ ~ MDCH. (uh, no, we don't accept dates.) Free Instant Quotes 80 0 -9 2 2- 405 0 www.ha ge rty.c o m July/August 2001 17 In Search of Events... by E.A. Singer Monterey in August offers an incrediblearray of events for all automotive tastes, likethe Concorso Italiano (above). When was the last timeyou saw ten Lamborghini Miuras together? The number of Ferraris present isamazing. Above: The Monterey HistoricRaces is one of the best places to see historic Porsches (and many other marques) in action. The quality and quantity of cars at the event isfirstrate. Right: The Pebble Beach Concours is the world's pre-eminent collection of classic cars. The setting is gorgeous and you'll see the most beautiful cars ever made. Below: Swap meets take place all over the world, but for Porsche collectors, the Los Angeles meet in February isthe best. Coupled with the Registry's parts swap at Dunkel's, thewinterLA weekend is a must-do for enthusiasts. Right: In addition to Retromobile in Paris, the Techno-C1assica show in Essen Germany offers American car people a chance to visit Europe and see an eclectic and fascinating display of cars, parts, toys, memorabilia and almost everything else automotive. Essen photos by Ken Ito Calif. photos by G. Maltby 18 Volume 25. Number 2 ile thewonderful 356is thecenter of our universe, there are many other marquesoutthere. We sometimes lose sight ofthis byonly attendingevents that are specifically Porsche. Each summer, formanyyears, I have made the pilgrimage to car heaven: Monterey/Carmel in August. This is singularly the greatest annual coming together of show, race, and road cars anywhere in the world. In that Porsche is notthe designated honoree, you should notstayhome; on the contrary, you just never knowwhat you'll seeor whom you'll meet. As an example, the year after the bigPorsche festivities, Porsche made the graciousgesture of bringing over "001" which had been damaged in transit the prior year. If you had stayed home, because it was not "a Porsche year," you would have missed a great opportunity. The "Monterey Madness," as I call it, is like a three-ring circus of car activities. You simply cannot take it all in during the five days. There is the world famous Pebble Beach Concours d'Elegance (easily the finest venue anywhere), the Monterey Historic Races at Laguna Seca (again the finest anywhere), three different auctions, scores of displays all over the area, tours, parties, etc. The cars, the ambience, the people... it just doesn't get anybetter! There are many other wonderful events that take place in different parts of the country which merit consideration: Amelia Island Concours, Florida, in early March; Meadowbrook Concours, outside Detroit, in july; the Vuitton Concours,in New York City (I) , in September. All of these have multiple events to make your visitworthwhile. My personal passion has been graphics, so I also include in my calendar three "must do" events. W First and foremost is the L.A. Literature Meet in early February. Believe me, nowhere in the world will you find so much specific Porsche memorabilia in one place at one time. Nothing'compares to this lnternational gathering in terms of quality, quantity and depth of materialavailable. In addition, I attend the Retro-Mohile in Paris in early/mid-February. It is the finest event of itstype with top-of-the-line collectiblesfor sale, cars on display, antique boats, etc. The best model selection is to be found here. Just don't expect to make great Porsche discoveries! The fares to Paris arc inexpensive at that time of year, the hotels are available and fairlypriced, and the restaurants are open and happy to see you! lillie in the world compares to Paris! Early spring brings the Techno-Classica show in Essen, Germany Once again, the flights, hotels, etc. arc very reasonable. This four-day show occu. pies 16 halls and virtually everything is for sale. This year there were scored of very fi ne 356s, Spyders, Carreras, 911s, etc. for sale in addition to parts and accessories. It is unlikely you'll find great pieces of literature, posters, or other memorahilia, hut I find it well worth mytime. These arc but a few of the many and varied events that allow us the freedom to explore the vintage automotive world. While they may not be Porsche focused, we do come away with a greater appreciation for the cars we cherish, a sense of exploration and education, and just another reason to get out and enjoywhat is happening all around us. ,;'w Updated & Improved PRIIVlA. -FIBRE COCO MjTS - Factory Direct - "The Last Thing a Great Car Needs" • The classic original look for your 356 Porsche • Free Swatch samples • 10 colors available Visit our website at: Call: 800-461-3533 c , New Parts 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 L tube/heater box. new. blowout B/C. 9 12 sta inless muffler. new B/C. 9 12 US & Euro muffler. new A/B/C sport ex haust muffl er. new A hom buttons Carrera 2 rear lower valence. new Viton gas ket sets & seals Pre-A ign. Rotors. Bosch. new WWw.cocomats.com Transmission & Gears • Race gea rs 74 1; IC- 12:33. 2C- 15:32. 2A- 16:3 1. 2E(s pec)- 19:32. 20- 18:29. 3F- 18:29. 3E-2 0:27. 3A-22:2 7. 3C-24 :25. 4A -25:24. 4 B-26:23 NEW 4TG tall cruising gear-28:2 1 better gas mileage. lower engine rpm. NEW 7:3 1 R7P. 12-bolt for A/ B/C . special..$895. 74 1 torque-bi asing limited-slip, new $ 1795. Rebuilt 74 1 trans. exch $ 1950. Rebuilt 644 trans. exc h $ 1850. Reb uilt race 74 1 trans. BEBA w/LSO $52 50. $ 1295. $89 5. $950. $900. $79 5. $ 150. $495. $250. ASK ABOUT OUR IN·HOUSE REBUILD PROGRAM ON YOUR TRANSMISSION OR OURS. $295. $ 135. Misc. Used & Rebuilt Call. ZF steering boxes. rebuilt. exc h $695. Ca ll. 6-vo lt regulators. rebuilt. exc h $ 125. $7 . C/SC/9 12 oil coolers. rebuilt. tested. exc h ..$22 5. LARGE SELECTION OF BODY PARTS C/SC/9 12 crankshafts Call. AND BODY SHEET METAL. C/SC/9 12 rods Call. A guards. set. OE used. nice $250. Engines 9 12 used. low miles. ex it $35 00. 644 Race engine. 11.7 to 1 co mp. $585 0. 741 '64 Euro, as new show quality $6950. Rac e Pre-A engine. mostly co mplete $ 1500. Ratios . Many New & Used Parts Forinformation visit our Website or call TOLL FREE 1-800-950-0356 for a FREE Catalog 1325 West 30th Street. Indianapolis. IN 46208 Phone 317-926-6818. Fax 317-926-6841 www [email protected] ...... I 7191 Arapahoe Rd. Boulder , CO 80303 USA Phone: 303-443-1343 FAX: 303-444-3715 email: [email protected] WE TAKE TRADE-IN PARTS AND BUY USED PARTS July/August 2001 19 f I had a dollar for every carburetor that has been rebuilt or replaced when the realculpritwas the ignition, I would be writingthis from aboard my yacht in the south sea islands. It isn't that good carburetors don't go bad; they do, but not nearlyas often as theyare blamed, Carbs are so visible and mysterious, and they do feed the engine, so theyare "the usualsuspects." But correct mixture is nothing without spark - at exactly the right split second. And here's a dirtylittle secret: the right split second changes with engine speed! Getting the spark there at exactly the right instant at everyenginespeed can make the difference between an engine which is sluggish and notvery responsive, and one which is so energetic and eager that it is hard to hold it back. And that's the "other" job of the distributor. But after we have replaced the points, condenser, cap and rotor, isn't the distributor good as new?Probably, up topwhere the distributor does the glory job for which it is named. But something extremelyimportantisgoingon in thebasement-out of sight under the breaker plate on which the points are mounted. That's where the centrifugal advance mechanism lives and works, hidden and mostly taken for granted. In order to understand why the spark timing must be advanced with increasing engine speed, we must know why it has to be advanced at any engine speed. The answer in a nutshell is "flame speed." When spark happens (I), an explosion doesn't occur inthe combustion chamber. Surprised?Well, it shouldn't anyway; if there is an explosion, meaning that all the mixture in thechamber ignites simultaneously, we have detonation. At low engine speeds we can hear it as a "ping", or as our Brit friends like to say, "pinking." The results to the engine are about the same as hitting the piston head with a sledge hammer. Detonation breaksengine parts. What's supposed to happen is that the mixture in the chamber burns, not explodes. There is a "flame front" that starts at the spark and emanates outward, rapidly but smoothly. The time taken from the instantofspark to theflame fronthaving reached and burned the entire mixture is called the "flame speed." When the burning process is complete, cylinder pressure is at its peak. The object of the game is to have this peak cylinder pressure occur just as the crankshaft has passed TOC so that the pressure may go to work immediately pushing the piston. But in order to achieve this, we must set the fire earlyto allow for the fact that flame speed is not instantaneous. That, my friends, is spark advance-firing the spark somecrankshaftdegrees of rotation before peak cylinder pressure is desired. Our 356s need it even at idling, although modern engines forego the efficiencyof slight spark advance at idling, actually firing a few crankshaft degrees ATOC (After Top DeadCenter) because that results in lower emissions. But 356 enginesshould be set for 5 degrees "initial" advance. (The original specon the higher compressionengines-S90, SC and 912-was 3 degrees, but time and falling octane changes things-more about that later.) So if the flame speed stays about the same, we and it is now preferable to have advance top out around 2,500 rpmwith less maximum advance. I 20 Volume 2 5. Number 2 How it's done Distributors must ignite the spark earlier at faster engine rpms. Otherwise, if peakpressure arrives too late, the piston has already begun to move downward and we have lost the first part of the power stroke. And if peak pressure arrives late, it isn't as "peak" because the combustion chamber has expanded due to the crankshaft pulling the piston down. So spark advance increases from just aboveidlingup to about 3,000 rpm (original design), keeping peak cylinder pressure right were wewant it. But wait a minute - what was that about "...up to about 3,000 rpm"? In our engines as originally made, the spark advance levels off at about 3,000 and does notincrease further at higher engine speed. When wehave a good thinggoing, whystop? If some advance is good at 3,000 wouldn't more be better at 5,000? Flame speed is modified by several factors, among them heat, the effect of fuel octane rating, compression pressure and turbulence. At high engine speeds the entering mixture becomes more turbulent. This is believed to take the form of many small whirling vortices which pass the heat better from molecule to molecule of the air/gas mixture. Result: higher rpms mean more intake turbulence which means faster flame speed. So abovethe rpmat which this effect gets serious, the rate of increasein flame speed pretty well tracks the increasein rpms, and itall comes out in the wash. For the original356 engine design, the magic number is 3,000 rpm. As we will see, falling octane has changed the picture Dist. Type The distributors usedwith our 356 engines use "centrifugal" advance. That means spark advance increases as engine revs increase due to the effect of two pivoted weights which are swung outward by centrifugal force which is proportional enginespeed. The other common type ofspark advance control in traditionaldistributors is "vacuum," in which the vacuum at a certain pointin the carburetor(s) is applied to a small aneroid cylinder on the side of the distributor. Vacuum control on older cars (VW and most other brands world wide) was used to advance the spark during light-throttle cruising, which increases fuel economy. However, from the late '60s on, vacuumcontrol usually retards the timing during certain engine conditionssuch as overrun (coasting) in order to reduce emissions. Sometimes vacuum control is combined with centrifugal advance, such as in some 912s. Modern engines have turned controlofmixture andignition timing into high art, continuouslyfine tuning both over a large range ofconditions as we drive. But our 356 engineswere made in simpler times when engine power was paramount and fuel economy and emissions were not yet considered very important. For this, we need only centrifugal advance. See the Sidebar, below, for a table of the various types ofdistributors associated with the 356 and the graphs for typical advance curves. Throughout the life of the 356 engine, only two advance curves were used. The Pre-A383andthe 9 usedin the "A" Normal and Super engines prior to '58 models used essentially the same advance curve, even though the advance mechanism was changed significantly for the9. The curve shows that advance increases quickly just above idle rpms where the engine is not expected to deliver any torque, then becomes more gradual when engine gets to the "pulling" range. Known as Application/description VE 4 BRS383 "383" Pre-A (through 55 models) Flat Top, sparkplug wires out to the side VJ 4 BR 9 "9" (Not"009") 356A 56 & 57 models, all engines VJ 4 BR 18 "18" 356A from 58 models & 356 B all engines Bosch changed their numbering systembeginning with 64 models. 0 2311 29 022 "022" 356C, SC & 912 thru 67 models. Main shaft runs in bushings rather than in cast iron bore as earlier models; otherwise identical to "18" All types aboveuse cast iron bodies. All types belowusealuminum bodies. 023 1 129031 "031" Supplied by Porsche throughdealerships as replacementfor all 356s after discontinuation of the 356 cars. Originallythey wereof the same internal construction as the previous 356 distributors. However, at somepoint construction was changed to the type moretypicalof the 009 and 050 models. The method of limiting advance range on that type is not as rock-solid as on previous models, above. With age and wear, advance range can increase. 9 2300 81 050 "050" Neversupplied by Porsche nor designed for the 356 engine. Can be used if non-original appearance is not a problem. Pro: has reduced advance range, idealfor today's loweroctane gas.Can: advance curveis not ideal for 356; engine will be less responsive below 3,000 rpm. 0 231 178 009 "009" Widely used as VW replacement, especially in modified engines. Maximum advance rangeis only about 20 degrees. Suitable for use in 356 ONLY with hot camshaft of higher duration, whichneeds initial advance of 10·12 degrees. Not suitable for any 356 engine with stockcam. Sometimes advertised as suitablefor use with Weber carbs, which is incorrect unlesshot cam is also used. Distributors associated with the 356 engin es (912 vacuum timi ng control not included). All manufa c· tured by Bosch. The advance curve was changed slightly in the 18 which appearedon engines in the T2 cars beginning with the '58 model year; the same curve was continued in the 22 which was used on theS/SC cars and '67 912s. The subtle changeis that the advance comesup even more sharply just above idling. The rate ofincrease softensa little fromabout 1,100rpm and continues to roll off gently as speed rises through the hard-pulling midrange. Some feel that since the 18 was introduced at the same time :L~ Zenith carbs, the " new" curve was to complement those carbs. Perhaps, but I don't necessari ly hold with that. For one thing, the same curve was used with thebigSolex carbs used on the later S90 andSC. And the later replacement 031, which has the same curve, was sold byPorsche foruse in ;<II 356 engines. My opinion is that the "new" curve of the 18 may simplyrepresentfurther engine development, a higher degree of "fi ne tuning" carried out simultaneously with the switch to Zenith carbs. Distributor problems Assumingthat the top deck of our distributors has been keptfresh with newpoints, condenser and an occasional fresh rotor and cap, how do things faredown in thebasement after 40 years, give or take a handful? In truth, usually not very well. There are two principal afflictions that beset theadvance mechanism in its old age. The first is that it may become stickyabout returning. When the engine speeds up, the mechanism may do the advance ;<II right, but when the engine slows down, there are only two little springsto pull the mech back to "initial" position. If timing doesn't return crisply to the initial setting, the engine will idle faster than it should, although it may gradually slow down to normal. This effect is often blamed on the carburetors. The part of the advance mech which includes the distributor cam is a concentricslip fit over themainshaft. The slip fit of one hollow shaft over another shaft must be kept oiled. If the lube is old and gummy, the upper partis not free to rotate and cannot be pulled back home sharplyby the springs. That's what the little felt plug is for under the rotor - it is a combination dust cap and oil reservoir for this concentricshaft assembly. It should be kept moist with a few drops of motor oil, preferablysynthetic which stays fresh longer without gumming. To make a quick check of this system, remove the distrihutor cap. Rotate the rotor c1ockwi se until it stops (representing maximum advance), then allow it to return slowly to rest position. If it seems hesitant and gummy, the advance mech is not free enough in operation. Oil the felt plug and try again. In extreme cases, I sometimes pick out the felt plug and put two drops oil directly into the concentric shaft area, then replace the felt plug and dampen it with oil. But even if the concentric shaft system is free and well lubed with fresh oil, theadvance mech may still he sluggish in returning home if the springs have becomeweak.Withage?Yes, butmore than that; they are often rustyl Especiallyin cars which have lived a good part of their lives outside rather than in a cozy garage. If the springs are weak, notonly wil! they not returnthe advance mech to idle position sharplyand dependably; even worse, they allow the advance to increase too quickly - before the engine revs are high enough. This can be bigtrouble - detonation with a capital "1'. " At least, pinging from this cause usually happens in the engine midrange where it can be heard. But detonation which can't be heard with the naked ear can also occur - at high engine revs. Even without the later requirement for emissions control, correct spark advance has always been a challenge, Too little and the engine is not developing full power and efficiency; too much and we're into detonation andengine damage, often withoverheating thrown in for good measure. Gettingthespark advance curve to closely track the needs of the engine without going too far is a tight-wire walk. And now the picture has changed - the world is not the same as it was when our tubs first sawthe lightofStuttgart. As in thesong, "Where has ;<II the octane gone... long time passing." Advance and CR. In addition to the carefully-shaped advance curve, our distributors have a certain rallge of advance. As manufactu red, the range is 30 degrees, give or take a couple for manufacturing tolerance. Add that to the 5 degrees of lnitial advance and the 356 Enterprises Vic & Barbara Skirmants Complete Performance Parts & Prep ~~~~I r ENGINES BUILT ~~L:J~ I TRANSMISSIONS I Isn 't it time you joined the crowd? • Upholstery kits or custom services • We manufacture what we sell • Proven show-winning quality • Knowledgable & friendly staff When you add it up...our numbers speak for us. We have the . experience to do the job right. INTERNATIONAL, INC. Call for Catalog 1236 Simpson Way Escondido, CA 92029 Seat recovering & rebuilding (760) 737-3565, fax (760) 735-9909 Website - www.autosintl.com email -autos @electriciti.com 27244 Ryan Rd., • Warren, MI 48092 10-575-9544 . Fax 810-558-3616 - , s k i r ma n ts @home.co m ::E www.356enterprises.com July/August 2001 21 Distributors Remanufactured Correctly Keep the original appearance and regai n the performance lost through the years. All castiron distributors (383/9/18/22) restored to the highest cosmetic standards possible, recurved and re-degreed to utilize the fue l availab le today. For further information... GEARHEAD CO. DON MARKS CALIFORNIA, U SA 530-895-3296 advance ultimately reaches 35 degrees. Problem is, most experts who have rebuilt a lot of engines with detonation damage feel thatalthough 35 degrees of advance was just what Herr Doktor ordered whenwe could buy 100 octane gas at any station (some premium was 103) , that much advance doesn't wash with today's gas of91 or 92 octane at best. Might be OK forthe Normal with itsconservative compression ratio of 7.5 and marginal for the Cwith 8.5, but no way for 9.0 to 9.5 of the S90, SC and 912. And of course these are the stock CRs; many engines have hadtheir CR increased eitherdeliberately, in a quest for more power, or accidentally, which often happens if a big-bore kit is installed without shims under the cylindersto bring the higher compression thatresults from increasing the boreback down to a livable figure. So do you want the badnews straight? Unless you are driving a stock Normal, if your distributor is virgin, you have too much max. advance forthe healthandlongevity ofyour engine. True, you can reduce max. advance by simply setting initial advance (idling) more retarded. That will eliminate the danger of harmful detonation, but at the costof engine responsiveness below 3,000 rpm. You will have to use more throttle opening to get the same urge; theengine will losethat sharp, eager feeling of youth. If that's acceptable, read no further. So what to do? In order to make our engines run as eagerly and responsively as they did when new andstillbe safe on today's gas, we must, asWC. Fieldssaid, "Take the bull bythetail andface the situation." Our original distributors canbe modified to reduce the advance range by4 or 5 degrees, which will allow correct initial andlow-rev advance without the danger of too much maximum advance. And as long as this is being done, it only makes sense to check the distributor for weak springs and other problems. Can this be done bytheindividual owner? Theoretically, yes. But this is notfor thefaint of heart; it'snotan afternoon project. Rebuilding Justputting in a kitofnew parts doesn't get you very far. Rebuilding a distributor correctlyis difficult. Forstarters, it'smy understanding that exact replacement springs are no longer available. It wouldn't be necessary for us to know that muchabout thesprings except that they are among the few parts in the advance mechanism which wear out. Consequently, the springs areusually replaced in a distributoroverhaul. Replacement springs are available from aftermarket suppliers, but there is some evidence that they may be "close, but no cigar." True, the spring anchor points are adjustable, but rotationally (around the axis of the main shaft). That affects mainly the "wrap" of the spring around the heel of the top piece (seeillustrations) which mostly affects the upper range of the curve; there is a lesser effect upon spring preload (length at rest) which affects thelowest partofthe curve. The springstops canbe bent slightly to affect the preload, but not very far outward or they will hit the inside of the case. But the carefully-designed hump in the curve is a mostly a function of the heel of the top piece bending the Trevor's Hammerworks Pre A A T5 C • All Hand Crafted • User Friendly • For All 356 Model Skins • Panels with Detail $2750 00 $2750 00 $99500 $99500 P.O. Box 1382 Willoughby, Ohio 44096-1382 Phone 440-953-0501 eFax 440-602-9885 e www.356panels.com veo Your 365 & 911 I nstruments Service & Concours Resto ration Shop since 1955 NORTH HO LLYWOOD SPEED OM ET ER & CLOCK COMPANY 6111 LANKERSHI M BLVD., NO. HOLLYWOOD, CA 91606 Phone: 818-7 61-5136 - Fax: 818-761-4857 Email: nhspeedo @thevine.net www.nhspeedometer.com OVER 45 YEARS OF SERVICE AND SATISFACTION Please call or write for our free custom Porsche instrument catalog 22 Volume 25. Number 2 Above right: The advance mechanism from the bottom side. The spring anchors are part of a plate which may be rotated for adjustment, secured with clamping screws. The entire dist. must be disassembled to gain access for this adjustment. Left: Thecentrifugal advance mechanism, at rest (top) and in maximum advance position (below), where the weights have swung outward. Note that the angle of the top plate and "cam" center shaft has rotated, or "advanced" as the weights swingout. Thesprings are somewhatextended, but the rounded"heels" of the upper part are also distending the springsto the side. It is the precise shape of the heels, in conjunction with springs of exactly correct rate, length and outer diameter, which givesthe advance curve its very beneficial hump.Without this secondary mechanism, the advance "curve" would be onlya straight line. springfrom the side (see photos). In order to have that precise dance come outright, the spring must be exactly correct in more ways than just the usual length and rate. The spring must also be of the correct diameter, andeven theshapeand location ofthe end loops playan important part. Bcuom line: unless the springs arc exactly to the original design, you will have to tryforthe best compromise curve - it is NOT goingto be correct all thewaythroughthe revrange. Thcn there arc measurements. Adj ustments are cut-and-try You know what that means? Unless you have a distributor testing machine or access to one, you will have to "run the curve" by running the engine and using a timing light with appropriate marks on the lower pulley - several if you want to track the curve throughout its length. (Or you might use one of the calibrated timing lights, although I have heard their accuracy questioned.) If it isn't close enough all across the curve, then you get to remove the distributor, completely dis-assemble it (which you alreadyhad to do to install new springs), make a guesswork change, put it all hack together and back on the engine to have another look. I am patient and like to do my own work, hut this is beyond the pale fo r me - life is too short. And we haven't even talked about reducing the advance range by precisely the right amount - that's another headache hy itself, and perhaps the most important taskofall. The other answer is to have your distributor professionally rehuilt and re-calihrated, with the advance range accurately reduced. The only shop I PORSCHE SALVAGE New & Used Parts Accessories & Die-Cast Model Csrs CalifoT a Free Catalog B Since 19 75 "We Buy Wr ecks" ~ ES TD EAL, Inc. 8 171 Afonroe A ,'t'., Stanto n, C4 9(/680 (2 mib south of KnO[f 'S Ben)' Farm) piw"" (8(I(I) J54-9202 . {ax, (714)995-5918 hOlm: 8:30-5:00 tuee-tn ., 9:00-3:00 sat. « e bsue: http:// U5crs.dcltanct.com/ -bo rdclIl Porsche 356 Tool Kits • Excellent Reproductions with mostly German tools • Hazet wrenches and screwdrivers -Tlre pressure gauge and lots more know of which does all of this, to a very high degree of accuracy, is "Gearhead Company," better known as Don Marks in Chico, CA. Don is a fellow Registry member and advertiser and a long-time 356 guy and concours judge. See the "Gearhead Co." ad in this issue. I have oneofhis rebuilt I8s, and can vouch for Rebuilt and cosmetically restored 18, modernized with limited advance range for today's loweroctane gasoline. Courtesty Don Marks. his great care and attention to detail. Don has researched and found his own source of springs, almost duplicates of the factoryoriginals. And developed his 01\1 1 proprietary method of shaving 5 degrees offthe advancerange. His rebuilds comeout with 26 degrees range give or take one. (lie fi nds OIL FILTER · MAHLE $4.75 AIR FILTER ELEMENT ALLWIZENITH . .9.75 1600 ENGINEGASKETSET COMPL 89.50 OIL LINE INLET 8.50 OIL LINEOUTLET 8.50 OIL STRAINER GASKET KIT 1.50 GENERATOR PULLEY HALF INNER 9.25 GENERATOR PULLEYHALFOUTER 9.00 A-B-C-TRANS GASKETSET .45.50 SWEPCO GEAR LUBRICANT (GAL) 34.50 BOSCH 050 DISTRIBUTOR 85.00 POINTS FOR .050 DISTRIBUTOR 2.50 CAP & ROTORFOR 050 DISTRIBUTOR 19.50 KING AND LINK PIN SET GERMAN 62.50 BlC HOOD HANDLEwith CREST .75.00 CHROME LOCKING ANTENNA 19.50 A-B-CSTAINLESS BRAKELINE SET . . 42.50 BRAKE MASTERCYL,AlB w/reservoir . .89.50 BRAKE MASTER CYL, C/SC $79.50 C BRAKECAUPERKIT F OR R 12.50 A-B-COUTSIDE DOOR HANDLE 19.50 A HORN GRILLE 21.00 B-C UPPER HORNGRILLE 21.50 B-C LOWER FOG LAMPGRILLE 23.50 A-B HUB CAP BABY MOON 21.50 B HUB CAP S90 WITH ENAMEL CREST37.50 C HUB CAP WITH ENAMEL CREST 37.50 A SIDEVIE'N MIRRORAERO .41.50 B SIDE VIE'N MIRRORPONTOSTABIL .41.50 C SIDE VIE'N MIRROR DURANT .42.50 B-C BUMPER GUARDFOR R 98.50 A BUMPER DECO F OR R 85.00 B-C BUMPER DECO F OR R 62.00 A ROCKER PANELDECO 50.00 B-C ROCKERPANEL DECO 48.00 CUSTOM-ffi CAR COVERS $109.50 Call about parts for newer Porsches, too ! = .- B Kits starting at $475. +shipping Chris Purer 24222 ViaAquara Ave. Laguna Niguel, CA 92677 Tel: (949)363 0891 Fax:(949)495 8061 e-mail: [email protected] We also carry a full inventory of parts for all other Porsche models - Please call. July/August 2001 23 40 trI .AJ . _ ~ 1• o o I I 2£_ i~~ ~ I 30 , r - C:::::: Zl;- :-..;Jborlll:-rli...I1/ I i. I <0 I o I O~-= Left: Typical 356 distributor after a major explosion in the crankcase. The upper, movable pieceof the advance mech (29), which includes the cam that operates the points, is a slip fit over the upper shaft of the weight platform unit (15). Each weight is pivoted at one end to the plate, retained by the small clips and fiber washersshown. At rest, the weightsare held inwardby the springs (24) (springs and weights shown out of correct position; see photos). The pins extendingdownward from the upper unit fit into the slots visible on the weights (211. When the weights are moved outward by centrifugal force, they rotate the upper unit with the cam"forward" to advance the spark timing. The felt plug, 30, should be kept saturated with oil to lubricate the concentric shaft assembly. Thethin disc shown directly below the upper piece is fiber in original units. Some modern replacements are Teflon. It goes on the plate under the weights to provide a low-friction, low-wear surface against which the weights may slide. Degrees Spark Advance I¥ 35 1.-' 30 ,, ~ ,¥ I" 1/ 1/ 1/ I.... 25 " I" v L' 20 ., .' J 15 II I. 10 I I. II II 5 Cra nkshaft RPM 500 1500 1000 2000 2500 3000 3500 40 Degrees Spa rk Advance 35 V 1/ I.J 30 I... Right: Since no two mechanisms are identical, advance curves are stated in terms of an area of tolerance. Thedotted lines represent the upper and lowertolerancelimits of the advance curve for the 18 distributoras givenin the factory service manual. Thesolid line is the "average" or "centerline" curve, as used for simplicity on the remaining graphs for all distributortypes. However, it should be understood that each centerline curve is actually surrounded by an area of tolerance, and any curve which remainswith· in those limits is acceptable. All curves in this articleare presented in terms of actualoperation in an engine,using 5 degrees initial advance as the starting point.Therefore, these centerline curves relate directly to measurementswhich can be made on a running engine with initialadvance set at 5 degrees. Curves taken on a distributortesting machine usually begin at zero degrees, and the speed is sometimes stated as distributorspeed, which is 1/2 engine speed. Sometranslation is necessary when relatingcurves from a distributortesting machine to actual operatingconditions. 25 , I' J ,v 20 II I "J 15 r 10 i" III II V 5 Crankshaft RPM 500 1000 1500 2000 2500 3000 3500 Above: the lighter curve represents the 18/22 stock, the darker line represents the 383/9 stock. 24 Volume 25. Number 2 that the great majorityoffactoryoriginal distributors have 31 degrees range; spec is 30 degrees. +/ - 2 degrees.) Included is an individually plotted curve of your distributor after rebuild. And for frosting on the cake, Don's rebuilds include cosmetic restoration. They come back looking like new and working better than new, with the proper advance for today's gas. In my book this is the way to go. This is very specialized work; leave it to the specialist and benefit fromhis experience. The 050 Sometimes original 356 distributors are replaced with the Bosch 050 (see table). The 050 has two things going fo r it: the advance range is around 26 degrees, ideal for a 356 on modern gas, 40 Degrees Spark Advance 35 l;' v .... 30 .... 25 and it is cheap. But after that, the story isn't pretty. The 050 was not designed for the 356, and never sold byPorsche. It's a distributorfor another engine which happens to be kinda close, butnot really. Theproblemwith the 050 in356application is that the advance curve isn't even close (seegraphs). Bosch is notorious fo r notproviding technical info rmation. The data on the preceding distributors is from Porsche; no Bosch data seems to be available on the 050. 1was able to obtain measurementcurves from Don Marksandfro ma rebuilder ofVW distributors. The curves from these two independent sources, who don't even knowone another, are virtually identical, which gives me confidence that the average of the two accuratelyrepresents the 050. The 050 curve is a straight line, lacking the sophisticated andvery beneficial "hump" which is so important to engine responsiveness in the midrange. At 2,000 rpm the 050is 8 degrees less advanced than the factory 18/22, and9.5degrees less thana typical Don Marks-modified 18. Folks, that's a LOT of advance down the drain. There will be two results: 1. The engine will requireconsiderably more throttle in the midrange to get desired power. That means lack of responsiveness, an engine that feels weak and unenthusiastic. 2. Because the spark advance is so much less than optimum, the engine will run rich in the midrange, fouled plugs andall. In order to offset effect #2, the carbs would have to be re-jetted. Not a simple job sincewe don't want to change things above 3,000, just below. And then there is the difficultyofacquiringnon-stocksize jetsfor the Zeniths. Jetsfor Solex are more available. If a conversion to Weber carbshas been made byan experienced shop, perhaps the change of jettinghas , 2 3 " I~ I~ 20 I" II "I have heard from several independent sources who have run 050s, then converted to a Don Marks-rebuilt original. The universal reaction: 'WOWI' That confirms what the data tells us:' II' ., I" 15 10 I I , I.., v I~ 5 Cranksha ft RPM 500 1000 1500 2000 2500 3000 3500 1. 18/22 original. 2. 18/22 Don Marks modified . 3. 050 stock, dotted-050 modified . been made. But why bother with the re-jetting; even if that correction is made, the enginewill never be as responsive below 3,000 as it should be (and once was) with the spark so retarded. The 050 can be slightly modified (by bending the spring support posts) to loosen the springpreload slightly. That lowers the rpm at which advance begins. Look at the graph: this mod shifts the curve to the left. But we can't move it far; we don't want advance to start below 750 rpm minimum; 800 is better. That is because the advance must be at minimum at idling for a stable idlespeed. So this moddoes helpthe 050 slightly, but it is stillseriouslylacking compared with the sophisticated, carefully optimized humped curve of the 9 or the 18/22. Itissometimes said that an 050 is better thana worn-out original distributor. Well, maybe, maybe not. Worn out in what way? True, in original fo rm, they all have about 5 degrees too much advance for today's gas, which means that you either get harmful detonation or, to prevent that, the timing has been retarded about 5 degrees which detracts from midrange responsiveness. However, the 9, 18 and 22 have brick-wall limit stops on their advance range; no matter the age and mileage, the advance range is not goingto be greater than when new unless it has been modified. The replacement 031 is a different story, as described in the table. Otherwise, a "worn out" originalislikelyto have weaksprings which can make the idle speed unstable and cause some midrange detonation, without affecting maximum advance range. But even a worn-out original, if the advance mech is working at all, will not have the soggy midrange that you will get with an 050. Anumber of well-respected 356suppliers sell the 050. Before the Don Marks rebuilds were available, the 031 was the "replacement" distributor from Porsche; price: 1 arm + 1 leg. Soa new distributor under $100 which will make the 356runwas attractive. 1 just don't think the disadvantages have been clearly understood. I have heard from several independentsourceswho have run 050s, then converted to a Don Marks-rebuilt original. The universal reaction: "WOW!" That confirmswhat the data tells us. Back to those carbs - check the float levels theyare very important for correct mixture. If you get a response from all four idle mixture screws and nothing really horrible is happening, like rawgasoline shootingout the Side, leave themalone untilyou are certain that you have a good distributor with the correct advance range andcurve. Getting the distributor right cures many "carburetor" problems. And no matter howyou minister to them, they will never workcorrectlyanyhowunless the distributor isdelivering the spark at exactly theJ"!ght instant at every engine speed. '4CJ July/August 2001 25 Stoddard Cars Imported , - - - - - - - INLA.531.003.10 A coupe left Outer Door Skin Have you been there today? NLA.531.003.05 B,C coupe NLA.531.003.26 B,C cabl NLA.531.003.45 Roadster I==JCJ~SCH= ' ~oJP! R JE M DEALER ]I JE ~II 20 0! 356 New/Old Stock Stoddard I mp o rt ed C ar s . 38845 Mentor Ave. Willoughby, Ohio 44094 440-951-1040 NLA.51.311 pre A coupe t------"'" Exterior ~~ Body Panel NLA.503.033.05 B1 5 coupe NLA.51.312 cabl front fenders NtA.502.016.00 rigHt side 5 Rib Panel 356 A .-J/J 1956-1957 1--- c/0 Call: 1-800-342-1414 to order NLA.550.640.00 Pedal Stop hardware. Fits all 356 cars Yours for only: $1.50 644-561.710.00 Fixing Plate w/bolts for lower end of top frame. 2 required. Fits 356 B-C Cabriol et A bargain at: $24.95 616.609.303.00 Beru plug connectors, original style. 4 required. Fits all 356 cars Run with it for only: $11.25 NLA.I00.138.65. Line bore bearing set crank .75 case. Second oversize .50mm 2X Fits C, SC, & 912 Wow, only: $295.00 616.108.033.01 Manifold, for solex 40 PH - 4 carbs. Fits 356 B, C, 912 These will fly at: $63.95 644.555.300.40 Dash beading for Speedster & Road sters. A great price at: $158.95 1 J 644.347.007.05 Steering shaft tube & switch complete with housing. Fits 356 Yours for only: $325.00 B & C. 644-543.103.30 Side window glass for '61 Karm ann hardtop. Out the door for: $15.00 644.555.044.04. 700 Arm rest for right door with black vinyl cover. Limited quantity: $39.40 644.741.901.01 Single spade instrumental bulb holder, non insulated. All 356. Now only: $2.95 NLA.502.064.40 356 inner wheel housing. A must have restorative part: $495.00 ick Koenig hada long and fruitful interviewwith Mr. Tom Kaniffof MediaTech, in Naperville, Illinois. Tom explodes some myths and offers his views on the proper way to clean and prepare metalusing media blasting. It's interesting to note that new materials and processes offer a means of surface prep unavailable just a few years ago. Read on for a primeron the "new" sandblasting. Editor D O.K. What do you try to accomplish with an old Porsche?What is your goal in sandblasting? T.K. You've asked several questions. Let me start at the beginning anddescribewhat wetryto do. Then we can talkabout media blasting technologies and wheresand, as one particularmedium, fits in. My take on airborne media blasting is the process involves several factors to do the best possi- Dick Koenig K~ Blast Offl What I don't understand, however, is what you said about sand. Clearly there is some physics involved, butisn't sand justsand? T.K. For manyyears silica sand was themedium of choice for nearly all types of coating removal and surface preparation. Typically, the surface would be cleaned and etched down to bare metal in one Surface preparation with new media blasting materials An interview with Tom Kaniff of Media Tech ble job. Ignoring anyone of them increases the risk of damage and more workdown the line. The first two factors are physics and geometry. They include an understanding, for example, that larger and harder particles delivered at higher air pressures can have more impact on thesurface. On the other hand, the richer and denser the mediumtoair mixture, the softer the impact. Similarly, the less perpendicular or direct the angle of contact by the airborne particles with the car, the less invasive the outcome. While these ideas are easy to understand in principle, they are more difficult to apply on the car. This is where the most important factors- judgment andwhat I call "finesse"- come in. Itis easy to clean metal, no matter what kindit is or what covers the surface. To do the job right, however, requires someonewho is passionate about their work. The end result is that the metalis clean and the contours are not distorted. It is not acceptable to say thatsome filler needs to be applied here or there to smooth over warpage. This is notwhat weare about! There's a reason this Porsche, or whatever other antique car, is at my shop and not at someone else's. The reason is that I am not going to tell the equipment how to operate or the metalpanels how to behave. Instead, and this is very important, I am goingto cooperatewith themto make sureweget the desired finished job with no adverse effects. Finesse is what I call my way of respecting the cleaning method, the vehicle I am working on, and the customer's wishes and trust they placed in me. Getting done a few hours early or a little cheaper whileviolating these standardsis not right. O.K. Most of us understandwhat you mean by passion. That iswhywe're here. Otherwise, wewould be driving Ford Pintos, Honda Civics and the like. 28 Volu me 2 5. Number 2 swift operation. Since sand is nothing more than crushed glass, the particles are irregularly shaped, with manysharp edges. This means that metal cleaning occurs very aggressively. While nobody disputes that sand cleans metalvery quickly, few people have discussed its limitations, and they are Significant. First of all, the highly abrasive cutting action heightens the risk of damage due to warping. Even if applied at low pressure, sand generates a large amountof heatwhich can warp the metal. Asecond problem with sand is that the dust and fumes are health-hazardous. It is no longer legal to blast sand indoors, limiting its use to objects like bridges and swimming pools. Athird objection to sandis thatthe "Even if applied at low pressure, sand generates a large amount of heat which can warp the metal:' grains, like glass, are brittle and fragile. They crumble quickly, after limited use and turn into waste. In short, using sand is and has been a very riskywayto prepare a classic Porsche for restoration. Fortunately, in the past 10years or so, a number of other media have been developed that create new possibilities for the enthusiast and restorer. These materials span a wide range of possibilities, making the one-step, high-risk sand method obsolete in the restoration business. Sand is history. The modern approach uses multiple media and several steps. Preparationof the metalsubstrateis farsuperior and risk of damage is kept to a minimum. O.K. Could you give us a briefintroduction to the types of media and their physical properties, especially the ones thatyou use?I assume, sinceyour approach has multiple steps, that certain media are used for specific purposes. Maybe you could make this connection also. T.K. Inverysimple terms, there are two kinds ofmedia: those that will not alter the substratemetal and thosethat will. In the first category are the softer materials which are used to remove paint, undercoating, glue or anything else that mayadhere to the metal. These materials generate no heat and when used properly, will not alter the contour or shape of the metal. Included are various plastics andacrylics, as well as black walnut shells. In the other category are those materials which have the capability to alter the metal's surface. Media ofthis type may beusedto remove rust, or other corrosion, etch the skin and, incertain instances, to peen the surface of aluminum castings. The substances I like to use include aluminum oxide, glass bead and Starblast, the brand name of a product by DuPont. Starblast is a unique newmaterial madefroma combination of 6%titaniumand the rest staurolite- a mineral mined only in Northern Florida. Starblast is very strong and retains its shape yet is lightand not too forceful. O.K. Having identified your favorite materials, let's describe how you approach the job. Since our cars are so valuable and a top quality restoration is the goal, let's assumethat the car comes to your shop with all the trim, glass, upholstery, etc. removed. Your startingpoint is the shell and whatever coatings are on themetal. Perhaps we can begin with the steel pieces, since they are the majority. T.K. There are three processes I perform to clean and etch the body, making it ready for metal repairs and priming. The starting point is the removal of all coating adhering to the metal, first on top and then underneath. The final step, with more abrasive materials, eradicates rust and etches the metal. Theinitialstep is to get allthe paint and primer off the car's outside metal. Once completed, this process exposes all bodywork, prior repairs, lead fillers, andhidden rust. It does not, however, remove bondo fillers. The endresultis a very comprehensive blueprintof what the body really is like. At thispoint in time there are almost no secrets about the body's history. The material of choice for this step is an acrylic. First introduced several years ago for cleaning aircraftaluminum, this material is very soft and compresses at lowpressure (25-45 psi). The acrylic particles at velocity flatten out when they touch the paint and thensend a shockthrough the paint layers, breaking them away from the body's skin. The acrylic's spongy nature prevents it fromchanging the surface texture of the metal. Ink stampings used for identificatio n by the steel manufacturer or the body builder remain visible at the end of this step. Step two is the complement of the fi rst, but is done on the undercarriage. The goal is the same exposure ofall baremetalwithout impacting thesurface. However, since the undercoating and sealers are perhaps 10times thicker than the exterior paint coatings, differentmaterials are required. One ofthe dangers ofusing traditional media, such asfine grain sand, is the tendency to heat the surface. While 40 year old tar appears hard and brittle, it can be reactivated somewhat from the heat of sandblasting. Instead ofchippingor breaking the tar awayfrom the body, sand has a tendency to become embedded. During this process of rapid bombardment, heat is generated. As the heat makes the tar soft, it becomes sticky and more difficult to remove. In the more tenacious areas, metal warping is a distinct possibility. D.K. I remember a scenario like this on oneof my cars. To avoid these situations, restorers used to say that you could use sand on onlyone side of the panel - typically the underneath. Since the process was so risky, we were advised to clean the top hy hand- with power sanders,etc. T.K. That's not the C:L~e :Ul}11I0re. We remove old German tar with our own blend of materials designed specificallyfor this purpose. The mixture is composed of 70% blackwalnut shells. This material is ideal because it has a tough grain, but is not very sharp and has a high level of elasticity The shellsare too soft to impact the metal. The other 30% of the media is composed of a slightly harder and more angular shaped plastic called urea. Together the combination of lug-soft and small-sharp particles "chunks" off the undercoat. Everything stays cold and there is no impression made on the metal sub- Thefirst treatment removes the paint layerand reveals any areas of filler, which can then be removed in any of several ways. Thethin skim coatededges of the filler must be carefully blasted off. strate, After this phase is completed, all of the spot welds and grinder marks from the original fabrication are visible, as well as ally rust, of course. At this point, the entire car will be free of all paint and tar-based coatings. You will be able to make a [ourney back in time to see what the hody might have looked like when fabrication was completed plus all repairs that were made during its life. This is like an event-by-event diaryfrom birth to the present. As interesting and info rmative as this hlueprintis,there is one more step to prepare the surface for restoration which involves cleaning and etching the metal. Our goal in this step, contrary to the prior ones, is to change the surface texture of the metal without altering its form and contour. Materials are chosen which have a slightly abrasive CUllingaction. The blasting process makes a very slight imprint on the outer skin, resulting in a finelygrained pattern of highs and lows (approximately 1.0 - 1.5 mil deep) on the oncesmooth surface. In addition, all rust and other contaminants are removed. When fi nished, the metal is ready fo r whatever body and paint work mightfollow. Thecoarsened,grainy surface has heen said to be the ultimate preparation fo r anchoring paint and/or bondo. We referto thisend pointof our work as "dryetching". I like to use two materials during this step, stall ing out with the one which is least aggressive. First, I start by etching the entire body to a unitorm surface with a material called "Starblast", This composite mineral/titanium medium is subangular, or egg-shaped, and moderatelyhard (7 on the MOilS 110scale). I use small particles, (about 240-320 grit) in a rich mixture at low pressure. The idea is to have a high-density impact, not high pressure. You want as many particles as possible to strike the panel, This prevents the blasting process from penetrating very deep or generating much heat. Typically, the metal temperature does not exceed 103° - 105°F- kind of like a hot shower. The potential for trauma under these conditions is much lower, especiallysinceonlythe metal is being cleaned. The paint was already removed during the prior step. At this point, the metal for the most part is clean and has a dull gray, muted appearance. There probably remains some rust damage and whatever hondo was applied during mid-life crisis. For these areas I like to use a slightly more aggressive and expensive material called aluminum oxide. It is harder than Starblast (9.2 versus 7.0 on the MOilS scale) and a little sharper, butcomesin a fine grit (e.g. 400 as well). Typically, we use a lean mixture to get a very focused yet potent strike right on the rust area. Aluminum oxide cleans faster than Starblast, so we depend upon it if there is considerable rust to be removed. However, aluminum oxide is double the cost of Starblast, so some judgment is involved. Blasting aluminum D.K. We've talked strictlyabout the steel parts of the body. But, someof thelater GTs hadaluminum panels. Are they treated anydifferently thansteel? T.K. Alumi num bodypanels are a whole other ball game than steel. They require a different approach. You can't be in a hurry because the metal is so softand distortion will occur quickly. However, once you understand the kind of media to use, the task is much easier. I have done a lot of research to find the right mixture. Particles that arc round in shape, no mailer howsoft, do notworkverywell because they tendto compress the metal. Onaluminum such hammering action is tantamount to warping because you can't applyuniform pressure allover the panel. Moreover, instead of removing surface coatings and other contaminants, bombardment by a round medium tends to impregnate impurities directly into the aluminum. Clearly, this is the opposite of what is desired. As you "...bombardment by a round medium tends to impregnate impurities diredly into the aluminum. Clearly, this is the opposite of what is desired:' can sec, even though a material may be soft, it may be the wrong shape and not necessarilysafe for aluminum. I have found that for alloypanels like those on a GT, a subangular medium works best. The angles on the particles arc abrasive when they hit the metal and help with cleaning, The process is two step (cleaningand then etching) just like weuse on steel. I am a big fall of separating the paint removal from the metal etching step, as you probably can tell. Thereis no other way to do the jobsafely. Unlessyou can clearlysee the bare metal you are trying to etch, the chancesfor distortion are very high. Admilledly, the media blasting process takes longer, butyou can savea ton of money down the line. Paintand coatingremoval are done with a Type 5 aircraft acrylic product. This is a soft and veryfi ne grain material, equivalent to 30-40 grit on sandpaper. Theair pressure at the nozzle is 25-30 psi, barely enough to inflate your beach hall or car tire, The next step, corrosion removal and etching, utilize media that was used extensivelyon steel. The material, however, has been "worn out" and is no longer effective. These "spent" particles now are fatigued, somewhat dull with no sharp edges and smaller in size. In essence,what is no longer useful for steel is perfect on the softer aluminum. For most aluminum panels, I have found thata mixture of 50% DuPont Starblast acrylic and 50% aluminum oxide work best. The combination has about a 420 grit, which is equivalent to a very fine grade sandpaper, However, it is strong enough to clean the residue and create a nice anchor pattern for paint. It should be mentioned that this procedure works best when the particle to air mixtu re is very rich. This means that comparativelylarger quantities July/Augu st 2001 29 of the material are striking the aluminum and effectively softeningthe blow. O.K. I have seen some of your work with aluminum and have to admit this process really works very well. Now thatyou describe how you approach this metal, it makes so much sense. T.K. There are many ways to get into trouble with aluminum because it is so soft. But, if you get starts out spherical but cracks during use and becomes sharp afteronlya short time. Glass beadis just small glass particles. With this typical one step process, the pores ofthe casting mayget opened but are never completelyclosedagain. Ina shortamount of time the open pores will attract dirt and the part will look worse than ever. Glass is just too fragile a product to both clean and peen. Consequently, it you, weusefresh glass bead in a very rich mixture at moderate pressure (45 psi). Under these conditions the glass lasts maybe five cycles andthen needs to be thrown away. The disintegration occurs not only from pounding the aluminum, but also during the reboundwhenparticles crash into each other. Ithappens really fast so you have to be careful not to use this media for toolong. That's whywe use glass only for the finishing stepand divide the process into two parts. It's much safer this way. O.K. I know several people whofound out the hard way about the one-step glass bead approach. Sadly, I amone of them. But, with your good advice I hope we will do betterin the futu re. Now that you've outlined your process for the various metals on thecar, I would like to ask ifthere are any difficult areas, or ones you find especially challenging? It sounds like you've solved manyof the issues the local sandblaster never even thought to ask. What are the trouble spots weshould be aware of! T.K. I'm not sure I like the word "trouble spots". I'm not one to give up easily. But there are some areas that require more time and finesse than others. Of course,you need to be careful allthe time. Some confined areas pose a problem with visibility duringthe blasting process, resolved onlythrough cautious and slowwork. Thestages of workin an area likethe door pocket shown are (clockwise from top left) disassembly, including removal of tarpaper under which rust has developed; then blast removal of paint and adhesives; and rust removal.Leaded areas can be clearly seen after cleaning. the right mediaand use a two-step process, it can be done. But you have to be careful. O.K. Could we talkabout aluminum castings? Do you use thesame procedure on them? T.K. Yes, inthe sensethatthe process ismultistep. But no, because your ultimate goal, after cleaning the metal, is different. With the body panels we want to create a surface texture and open the pores slightlytoimprove adhesion ofthe paint, which we've called dryetching. If wedidthe samething with castings, grease and dirt would accumulate more than ever. So, the final step for castings is to close the pores and seal them, creating a barrier against the entryofnew contaminants. Forthis final step weuse a round materialthat pounds or hammers against the casting, a process known as "peening". Remember that I told you earlier that round particles were not any good for bodypanels?Well, it's just the opposite for castings. However, the procedure starts out the same with cleaning the metal. Many people shoot their castings with glass bead in a one-step shoot-out. This is a familiar scenario. What they don't understand is that the glass 30 Volume 2 5. Number 2 yields uneven and uncertain results. We prefer to use separate materials for cleaning and finishing. For most parts, including cases, distributor housings and brake drums, westart with a Starblast subangular particle of intermediate hardness. On those areas where we want to regain the sheen offreshly cast aluminum,we needto penetrate the outer skin to a depth of about .00I inch while "What they don't understand is that the glass starts out spherical but cracks during use and becomes sharp after only a short time:' dislodging all the contaminants. This procedure uncovers fresh unoxidized aluminum. It is possible to be a little aggressive where "white rust" corrosion or contamination have formed, but you need to be very careful around the machined surfaces, such as wherethe case halves mate. For the peeningprocess, and this maysurprise Media Tech has developed a technique to clean insulation and the surrounding areas without removing or damaging the tarpaper. Even on a wide, broad span area like a hood or a roof, you can warp the metal if you do notpayattention. There are some sections of the car where the air and media cannot flow through and exit. As a consequence, they bounce back offthe panel. Soon there is a big haze and visibility drops to zero. The only solution is to blast a little, wait until the air clears, blast somemore, and so on. Areasaround the door jambs, especially the back sidesand the battery box are good examples of boxed corners. These areas are not difficult perse, but it'sa matter ofplanning so that you are not just standing there waiting fo r the air to clear. Some people have trouble with sections you can seebut cannot quite reach. Typically, such places weren't even painted by the factory. I am thinking about the area in the trunk just behind the nose panel - call it the lock post. Also there is the inner frame of the doors. You can see these places and touch them, hut how do you clean them? The solution is simple with two special tools. One is a 45° angle nozzle and the other is called a "whip". The whip has a flexible hose that is much smaller in diameter thanthe huge hose used formost ofthe car. You would be surprised what the "sandblaster" can reach these days. Of course, once you have cleaned the metal, you will want to paint it. You will need to tell your painter to get a wand set up for his spray gun. O.K. The bottom line seems to be "if you can see it and touch it, wecan clean it." I like that. T.K. Righton. There's one more trick, butnot trouble area, I should mention. It is the tarpaper insulation. Restorers have told me they have great difficulty replacing this material and making it look authentic. I have been asked ifI could remove the tar and paintfromaround the perimeter of the tarpaper withoutdamaging the tarpaper itself. I have hadgood results doing so. I solved this problem by thinking about the times I accidentally blasted my skin. Those of you "People are really surprised about how well we can preserve the tarpaper while cleaning the surrounding metal:' who have worked with any tools or machines know that now and then you whack yourself. Anyway, I noticed that coarse,angular media, even at low pressure, have the capability of producing a welt on your skill. On the other hand, very fine grade media (400 grit) and a rich mixture, even at higher pressure, will onlystinga little: it won't break the skin and causea welt.Sothis was mysource of inspiration. The finer the concentration of media (both grit and mixture) , the gentler it is. However, this mixture Description of Media and Use - Meta l Purpose Medium Type Paint and Coating Acrylic Removal >- '0 0 !Xl Qj Compos ition Shape Size Hardness ' Blast Pressure 12 -16 grl Plaslic Angular or 3.0 30 -50 psi 6.5-7.0 45 -55 psi 9.2 25 ·35 psi 3.0 25-30 psi 16·20 gri Surface Etch DuPont Starblast Staurolite Mineral and Titanium Sub· AngUlar Rust Removal Aluminum Oxide Aluminum Oxide AngUlar Plastic AngUlar 240 grit to 320 grit $ en Paint and Coating Removal >- '0 0 !Xl Surface Etch and Rust Removal E ::J c 'f: ::J <i: Acrylic 50% Starblast 50% Aluminum Oxide Cleaning DuPont and Corrosion Starbla st Removal Ol c ti 400 grit 30 -40 grit Staurolite Mineral, TItanium, Aluminum Oxide Very SubUsed Angular 320 -420 and grit AngUlar (approx) Staurolite Mineral and Tltinium SubAngular 240 to 400 grit 8 .0 average blend 40 -50 psi 6 .5 - 7 .0 35 -50 psi o'" E ::J c Surface Peening 'E ::J <i: 70% Black en c: ~'C 8 ~ Q; Q) CD ~ CD ::J al "ga en ::> Glass BeadFreshinew Coaling Removal Walnut Shell 30% urea Glass Agricult ural Product Plastic Spherical AC grade 100 grit only w/new (approx) 5.5 35 -45 psi 3.25 40-60 psi AngUlar 16-20 grl AngUlar 12 -16 grl average blend will remove paint or tar, but it takes a longer time. The beautyof the process is that there is no effect on the tarpaper, We havegotten so confident that wedo not even mask the insulation. People are reallysurprised about how well weC:Ul preserve the tarpaper while cleaning the surrounding metal. O.K. Most of our cars have accumulated some bondo over the years. Could you talk a little more about how you deal with it? On your finished jobs it's all gone and the metal is uniformly etched. T.K. Bondo is Tom Kaniff not any problem. First you have to locate it, which occurs when the surface paintcoatingsare removed. Then, you determine how thick it is. The only thing to be careful about is the thin layer just touching the surface of the metal. You cannot be too aggressive wtth this level or the metal willbecome distorted. So, remove the thick buildup anyway you like - grinder, chisel or even the blaster. When the thinskim level is reached, just resume the normal blasting procedure for dryetching that particular metal. I W:Ult to mention thaton most older cars I have found rust under the bondo. It used to be that hondo would not adhere to primer. Noll', there arc surfacing materials which seal the metal against rust and theyarc worth it. O.K. I would like to ask one last question. It has to do with sterilization of your booth. I have heard that it is really important to completely purge your booth of one kind of media before changing to another. I know that this could be time consuming and expensive. What do you do? T.K. There is a grain of truthin all of this, but you have to take it with a grain of salt too. The big problem occurs when you mix a medium which is non-invasive with one that is. Inother words, the soft media designed to remove surface coatings cannot be mixed with those that etch the surface or remove rust. Otherwise, you lose control over what you are doing and might as well return to using sand for everything. That's what it boils dOlI11 to. 110 11' we solved this problem at Media Tech is by constructing two booths, one for invasive and the other for non-invasive media. That way wedon't have to completely sterilize the booth after each job. Somewherearound90%clean has been satisfactory, butwe do sterilize the pressure vessel - which takes just a few minutes. O.K. Thanks very much, Sandman. This discussion has been both informative and encouraging. No longer do we have to settle for warps or rust in secluded areas. Life is good at the Sandcastle! NOTE: If you have other questions or comments, you may contact Tom at Media Tech Corporation in Naperville, Illinois. The phone number is 630-978-1230. ~ Jul y/Aug ust 20 01 31 Jim Perrin ·3 5 6 r e g is t r y v e t, 7 n o . 5 lune / Ju ly 1 S 81 n the Registry' of20 years ago,JerryKeyser announced that most of the Harrah's Auto Collection had been sold to Holiday Inns, alongwith most of the rest of the Harrah empire following Bill Harrah's death. (Although Bill Harrah had made statements during his life that plans were in place to continue the collection after his death, such was notthe case. I hadthe memorable privilege ofbeing given a VIP tourofthecollection along with a few others byDean Batchelor, who at thetime was employed by Harrah.) Denny Frick sent in a news item that he had found. It was the announcement from Stuttgart that Eberspracher Pock, prominent engineer and distinguished inventor, had just retired this month from the test facility at Weissach. Professor Pock achieve lasting fame for his invention of an easily castmetal with almost unlimited number of uses. The metal received its name, "pock metal", from its distinguished inventor. Because of its great promise, it found use in a number of 356 parts applications. It apparently was considered a precious metal during the period it was used for 356 parts, as few of the remaining original pock metal pieces can be found on 356s today; they have almost all been replaced by less valuable reproduction pieces. BrettJohnsonissued another one ofhis famous questionnaires in this month's column, and addressedthe subject of oilfillers, showing both the Porsche 1500 Normal andSuper two-piece case versions. The latter is larger, and is retained by a breather retainer clip on a spring. The breather retainer clip is like a battery retainer clip. (Anyone know where I can get 1500 two-piece case Super filler?I have an engine that needs one.) I This issue oftheRegistry announced thefourth version of the annual 1\veeks Swap Meet in Indianapolis. This event is still being held, but is now in Illinois at the new home of1\veeks. Dave Seeland's Four-Cam Forum column is, once again, a valuable reference. In the column Dave discusses GT brakes and GT gas tanks. Dave also gaverestoration tips for these parts. This issue also had an announcement of the 1981 East Coast Holiday VII. This is the holiday where Jack Magrane led the technical session on howto maintain your 356. (lackhadextensiveexperience with both Porsches and VWs and told one of myfavorite stories: While working at a VW dealer, he was the first one in one morning and threw on the main power switch. That in turn turned on thecompressor, which set about pressurizing its tank and the lift caught one corner of the van, and lifted it up into air until the van finally fell over onto its side with all its Porsche parts and replacement windshields inside:' It• • • lines. Including theline that led to a leaky valve that controlled one of the lifts. Unbeknownst to Jack, while he was starting to work in the parts department, the lift in question was s-l-o-w-l-ymoving upup-up-up. Jack became aware of this when he suddenly hearda giant CRASH BAJ'\G SMASH, accompanied by the sound ofmuch breaking glass. Jack ran around the cornerand into the service area. What he discovered was that someonehad parked the dealer VW microbus near the lift late the previous eveningfollowing a parts run to the distributor. Unfortunately the lift caught one corner of the van, and lifted it up into air until the van finally fell over onto its side with all its Porsche parts and replacement windshields inside.) P1:RSONALIZ1:D AUTOHAUS. INC. 356 Tall 4th Gear Available • 28/21 Ratio Quality 356 Repair & Restoration Vintage Race Preparation .~ , .1 356-911 & 4-Cam WAYNE BAKER OWNER email way ne baker@e arthlink .net See us on the web at: www.personalizeda utohaus. com 32 Volume 25 . Number 2 (858) 586- 7771 • Fax (858) 586 -1669 8645 Comm erc e Ave. San Diego , California 92121 Llew Kinst presented a photo essayofa beautiful 356A 1600 coupe with Rudge knock off wheels. This appears to be thecar that Gene Gilpin restored, andwhich now resides in the factorymuseum. The final article in theissueis an article on the Gmund piece of sales literature. This is the first multi-color sales brochure by Porsche, andis just as elusive today as it was 20 years ago. The Registry' of ten years ago announced that the Porsche factory would no longer be processing requestsforvehicle information about our 356s. The new official source was named as being PCNA in Reno, andinthefuture proofofownership was to be submitted along with the request. A new name appeared in the magazine this issue. On the cover was a photo of Hank Godfredsen's Carrera coupe by Gordon Maltby, the same photo that appeared on the cover of his new book, "Porsche 356 and RS Spyders." Gordon also contributed a letter about a B coupe that was installed via crane into the lobby of Fallon McEiligot advertisingagencyinMinneapolis, on the32nd floor! (Editor'snote: we rana story abouttheremoval of this car-by cutting it up-s-and the subsequent rebuilding in a later issue.) Vic Skirmants talked about Solex40-PII float levels in his column, and gave tips on how to properly set them. He also gave highlights of his recent racingactivities in G-production and E-production. Brett Johnson's column was a treatise on how to wax your 356. Brett also mentioned that Tom Niedernhofer had sent him a copyof the bill of sale from 1973 for his 1951 cabriolet; the amount was $125! Finally, Brett included an updated list of Porsche chassis number with corresponding technical details. Mark Iurczyn continued to write about early 356s. In this issue he discussed bumpers at length. This writer presented an article about the Abarth Carrera with technical specifications as issued in a factory data sheet. I also reported on car which appearedto bea 356B roadster with Cbrakes, except it also had a Speedster windshield and a Speedster top. Ron Roland discussed several topics in hisNuts and Bolts column. One topic was restoration costs, including suggestions on a written agreement about work to be done by the restorer. Q~ changed the points and plugs but still have a high speed miss in third. Can you help?" Personally, I'd sayyou probably have more than ignition problems, George. Better check the carburetors. Maybe you need a set ofWebers! GAl he Speedster pictured in a recent issue has been rescued fromthe brinydeep by George Maybee, King Clemons (pictured at right) and friends. Theyfloated the hulk to a nearhylanding where itwas taken ashore. Sowhat do you do with a rusted out Speedster?Nohody's reallysure, butthe car will beon displayat George's open house in July (see upcoming events). Perhaps it can be used to demonstrate "How not to store your car for longperiods." George sent the engine compartment photo at right to lIarry Pellow with the question, "I've T 914 tmer Rocker PanelS i' 10 .46 21 23 .46 .46 19 .46 23 13 10 19 .46 39 .46 33 39 15, 23 22 5 37 ~C!j,"~~~~~~~~n~:. ::::::::::::::::::::::::::::1~ Honest Engine/St eve Schm idt International Mercantile Jim Gordon Restorations Kinkaid , Torn Klasse 356 Leland West M&M Enterprises/Goodie Store NLA Limited Palo Alto Speedometer Panelwerks Parts Obsolete P.E.P Pertect Motion Personalized Autohaus Prima-Fibre Cocomats Restoration Design Sam Sipkins Shasta Design Spyder Enterprises Spyd er Sports Stoddard Imported Ca rs 356 Enterprises 356 Products Trevor's Hammerworks Tweeks.com North Hollywood Speedometer West Coast Haus Wilford Wilkes Willhoit Auto Restoration White Post Restorations White. Charlie Zim's Autotechnik .46 37 37 .46 9 6 34, wrap .4 34 19 39 33 52 32 19 33 .46 37 17 17 26. 27 21 .4 22 8 22 22 .46 17 .46 .46 51 4:' SEAT BEL TS! Nowyou can buy top quality U.S.made rust repair panels for your Porsche" from the source. Complete line for 356. 911 and 91 4 at affordable prices. Dealer inquiries invited, REPRODUCTION & CUSTOM-FRONT & REAR! -Reproduction "Show Quality" 2 & 3 point -Specializinq in 3-point lap and shoulder systems -No fuss, comfortable, retractable inertia-reel systems available www.restoration-design.com 517-663-4545 FAX 517-663-53 18 Call or write for a free catalog! In dex of Advert isers Aardva rk International Automoti ve Sculpture/B ruce Crawford Autos International, Inc Best Deal, Inc Better Body's Blocks Books Ca rQuip Chatham Motorsports Chris Purer Toolk its Classic & Speed Parts Competition Engineering Doc & Cy's Driven By Design EAS y Euganeo , Tony European Collectibles Foreign Coachworks Foreign Intrigue Gearhea d German AutoFest GT Werk ~!!~~~~~:oP:ro:f:es:s~i~o:na~I~IY~Engineered hardware and instructions Authorized Recaro dealer 224 Nort h Mai n S treet Eaton Rap id s . M t 48827 - 1200 RE.R Professionall For FREE info, write or phone: 1 - 8 0 0 - 5 9 3 - 8 7 8 7 Engineered 'Y or 805-528-7888 • Fax 805-528-7887 • www.pep arts.co m PrOducts 1119-A Los Olivos Ave., Los Osos, CA 93402-3232 All Credit Cards Acce pted S. Lucas Valdes , P.E.M. E. July/August 2001 33 Hershey '01 Fa~tor.~ ,~Trained Expert Repai r & Restoration of: -Speedometers -Ternp: Gauges -Tachometers -VOO & Others Speed and RPM ·Changes Specializing in 356 Electric Tachometer Conversions Palo Alto Speedometer 718 Emerson St. Palo Alto, CA 94301-2410 Phone 650-323-0243 Fax 650-323-4632 Visit our Website at www.paspeedo.com Headlight 5toneguards "No drilling" $275. Lug Nut Tiedowns Set of 4 $130. ORDERING INSTRUCTIONS Include check or money order in U.S. funds payable to M & M Enterprises, or charge your order to your major credit card.Add $9.50 sh ipp ing for orders over $l OO.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. 34 Volume 25. Number 2 25th AII-Porsche Swap Meet By Steve Baun he 25th Annual event for the Central Pa. Region presented a number of challenges, with the most challenging being the location. HersheyPark is buildinga new stadium, and alongwith the newstadium comemanychanges in parking, entry and exit zones and general layout. With over $100 million dollars being spent, the entire area is under some type of construction. Duringthe lasttwo weeks priorto the swap meet the CentralPa. Region's biggest event was moved several times. In fact, the Friday evening prior to the event therewas still paving being completed for the parking. Theswap volunteers had their work cut outfor them. A completely new layout with less then 24 hoursto pull it all together and work stillin progress on-site. Of course, like most Porschevolunteers, the response was, "What can wedo?" Aplan was put to paperFridaymorning, lots were separated with safety tape and vendor spaces numbered. The weather forecast looked promising and now we'd wait and see. Anumber ofthe largevendors loaded in Friday afternoon and made preparations for an exciting Saturday. The first shift of volunteers arrived on time, 5:30 am, and yes, it's still dark at that hour. With flashlights in hand, a check was performed to make sure all the barriers were still in place. At 6:20 am, the main gates were opened and in poured the long line ofvendors and early shoppers. The line of vendors finished around 8:00 am, by which time many vendors had alreadydone some serious business. The Porsches started rollingin at 7:00 am and continued through 12:00 noon. The new/temporary location was large, but not large enough to handle the increase of Porsche owners. By 10:00 am the entire location was maxed out. On-site we had over 500 vendor spaces filled, over 75 Porsches in the corral and Porsche-Only Parking chock-full, so we parked the overflow out with the lIersheyPark patrons. A PCA member counted over 700 Porsche cars on the grounds of Hershey by 11 :30 am. The People's Choice Concourse had over 65 cars entered, with the Best ofShow beingawarded to Gary Wolfgang with his 1956 356 Speedster. The $10.00 entry fee was donated to the Children's Cancer ward at HersheyMedicalCenter. The early part of the day brought record crowds with warm temperatures and sunshine. Vendors were busy handling the buyers while the Porsche folks checked outallthe heavy iron. By mid afternoon the sun disappeared and light showers arrived. The day ran extremelysmoothlywith only a glitchin the exit route, which was soon resolved. Looking forward to year 2002, the swap locationwill be largerwith more entries and more exits, T lending itselfto more growth, Each year this annual event grows and draws Porsche people from allover the world- yes, theworld. It's amazing to think this event started in a dealer parking lot and has grown into the largest gathering of Porsches anywhere. WOW! AHUGE THANK YOUto all the volunteers and Swap Sponsors and Swap Partners! The swap is only a great success because of all the energy and effort from all ofyou. We look forward to seeing you in year 2002... and bring good weather! ~ Parking was available for Porsche ownerswho came to shop, with additional spaceavailable for a car for sale corral, a people's choice car show and new model displays. There were Porsches for as far as you could see. Theblacktop was onlya few hours old in some places, and vendors were relieved they had no mud to deal with as in some years past. Below: 356 parts seemedfairly numerous and vendorsreported doinga briskbusiness. Most of the itemswere for later cars, with 996 parts even beginning to appear. Steve Balm is a memberofCentral Pennsylvania Region PCA and has headedtheorganizationoftheswap meetfor I last severalyears. Clockwise from top left: The plaid brigade at Dennis Frick's open house. Dennis made a valiant effort with the ugliestcowboy shirt anyone had seen, but the pen protector award for 2001 goes to the lovely Arlene Bardsley (fourth from left) whose plaid jacketwas actually tasteful. Normally, that would mean disqualification, but it was just loud enough to makethe grade. Jim Perrinand his trademarkstraw hat. Four who missed the offical plaid photo: from left,Vic Rivera, Don Fowler, Freeman Thomas, Uwe Biegner. Swappin' at HersheyPark on Saturday. Right: There were a few 924/944s in the parking lot with for sale signs, priced below$1000. One enterprisingvendor was selling parts "on the hoof" with a custom pullingservice. It's an efficient wayto transport parts, and if you don't sell the wheels, you can roll the hulk to a wrecking yard on the way home. Above: An extremely clean installation of 911 running gear in a 356 was admired by manyin the parkinglot. At the Skirmants/356 Registry tables, Barbara signed up new and renewing members during the day. Shown from left are Vic Skirmants, Dennis Frick and Bruce Baker. Dennis organized the first Central PA Region allPorsche Swap Meet at a local dealership in 1977. It grew to the point where a changeof venue was needed. Forseveralyears it was held at Ski Roundtop near Harrisburg, and moved to Hershey three years ago. Bruce Baker has been involved in events in Eastern Pennsylvania for manyyears July/August 2001 35 hose of you who are regular readers already knowmy answer to the question at right: Who knows? But for manypeople in the old car hobby, results of the BarrettJackson collector car auction each January in Phoenix are one of the best ways to guess what the year will bring. This year, there was plenty of nervousness, as the stock market and the economy in general are showing warning signs. Conventional wisdomholds that when theeconomy is down, prices of collectibles will soon follow. I heard of several folks with cars for sale at "no reserve" who considered pulling their entries for fear of receiving just a fraction ofwhat they had hoped. Well, a funnything happened at B-J this year: It broke just about every record in the book, including a private record I have noted foryears: For the first time in modern history, every Porsche taken to B-J sold, all 14 of them (5 356s, 5 911s, 2 914s, a 944 and a 930). Virtually everyyear at B-J, and at other good auctions, a few dogs slip in the show at silly reserves that are really quite sale-proof. This year, even they sold. So if the market results of B-J mean anything (and remember, they may notl), prices are holding up well even as the dot-com sector craters andinterest ratesand the stock marketindices drop in tandem. Starting with the newest first, a perfectly delightful 1964 SC Coupe, in LightIvory/black was presented at the small butupper-crust RM auction in Phoenix, January 2001. This car was from mechanically, in partbecause theyare so rarelydriven. I was outspoken that this was a market correct price for such a special car, although many in the crowd gasped at the price. Rumor on the auction block was that thecar sold immediatelypost auction for $10,000 more than the strike price to a buyer whowas presentbutmissed the car cross the auction T Which WilYare prices headlngz was claimed to be numbers matching, but I didn't seethe Kardex. The steeringwheel was correct, but had no horn ring; no radio, but a blank out plate; p Anice ACabriolet, though not strictly original, broughtalmost $40,000 at the Barrett-Jackson 2002 season kick-offsale in January. low bumper guards front and rear but no USA overrider tubes. The interior was freshly done in black leather and correct gray squareweave carpets. The replacement leather on this car wasn't as sturdy or thick feeling as the original type. Door fits were good, thehood a bitless so butnotthat bad. The car wore California black plates and sold for $38,800. -.. ..... ' :;' C "'" - h t Cool paint,mildoutlaw look, updated mechanlcals madethis Acoupea lookerand a driver. Add the panache of a famous owner and $65.000 seems realistic. block. Maybe it was somethingin the desert air... The other Seinfeldcar was another knock-out, this time a 1957 Carrera Coupe, in Silver Metallic with a saddle tanGT interior. The car didnothave a four cam, butwas equipped with a very fresh andhot Celebrity Cars Oklahoma, and had veryprettybody and shut lines. Options included European tail and turnsignal lenses, headrests, an improper radio, and chrome wheels. Air conditioning was fitted, although I can't imagine that it worked. The car was sold for $24,200, which strikes me as a good purchase for such a nice SC Coupe. A 1959 356A Super Cabriolet, painted a mysterycolor, somewhere in between khakiand pea green soup, was the youngest 356at B-]. The engine 36 Volume 2 5. Num ber 2 Jerry Seinfeld brought two wonderful 356s to BarrettJackson this year. First upwas an exceptional1958 356ASpeedster. To me, this was a top-ofthe-world car, with sharp body lines, a superbly detailed red interior, fully rebuilt original 1600 Normal engine, and correct overrider tubes front and rear. The original color was Aquamarine Blue metallic, a stunning medium dark blue-gray. But this car was repainted several shades lighter than stock, and ended up being a medium metallic silver-blue. Yes, originality was broken, but what a fantastic color! But wait, there's more, as the car was loaded with chrome Rudge knock-off wheels, a vintage Nardi steering wheel, wire mesh headlight covers, and ofcourse, Seinfeld celebrity heritage. It went for big money, $92,880 to be exact. I questioned the seller's representative about how well the car ranand was assured that it ran exactly as it should have, with the big torque of a Normal and theexcellent brakes, supple suspension and light steering that every 356 had as standard equipment when new. In myanalysis, this carwas a value because the seller is that unusual person who insists on having his cars not just look pretty, but run well. So many times the prettiest concours cars are neglected looking pushrod engine, disc brakes, painted steel wheels sans hub caps, a louvered engine cover, and a Nardi wood steering wheel. The interiorofthis car was immaculate, you could trulyeatoff thefloor, and the engine compartment looked the same way. The bumpers were removed and the body holes closed for a mild outlaw look. The new owner, who owns multiple 911and356 Porsches, reports that it is one of the best 356s he has ever driven. It sold for $64,800 and could not possibly be duplicated for that price. Early Speedsters The final two cars that sold at B-J were two 1955 pre-ASpeedsters. Thefirst was a very pretty car in Speedster Blue with a tan interior anda beige top. I was delighted to find correct 16" wheels, painted body color, which was on this car a color vel)' close to Sky Blue, a light, clear non-metallic blue, Body lines and door fits looked quite good. The bumpers were fined with low bumper guards and no overriders. The car was fullyrestored in 1992 and showed some signs of use which 1 like to see. The car origi nallyhad a 1;00 Super engine, butwas sold with a 1600 Normal instead. The engine swap clearly hurt the value here, as the car sold for $42,660. But what a fun and strikingcar to have for that price. The final car at B-J was another top-of-the world Speedster, but this time a 19; ; , in Black with a red interior and blacktop. Once again, correct 16" wheels, this time painted silver/gray. This car had a cost-no-object complete restoration, and was claimed to be completely accurate to the Kardex. Theengine baywas superb, the interior was spotless, the body and paint were wonderful. Unusual for a car at auction, a complete tool kit was included. 1 have no idea how the car ran, but it was ready for a concours field somewhere and rated by several observers as a number I. It sold for $86,400 and is an interesting contrast to the Seinfeld Speedster. Both made bigmoney, yet they were different variations on the same immaculateSpeedster theme. Questions, comments at criticism always welcome at: ; 4722 Little Flower Trail, Mishawaka, I ~ 46; 4; . For fastest response, my e-mail is [email protected] ~ International Mercantile Manuf acturer/Distributor Since 1971 Now Available Obsolete Rubber & Trim fo r the vintage 356 and 900 series auto 356 Aluminum Step Trim 644.551.119.00 $16 pair plus shipping Please call or write for latest part" catalog: 1'. 0. Box 28t8 Del Mar, Ca liforn ia 92014-5818 (SOO) 356·0012 t760 I ·B 8-2205 Fax (760) 438-1428 email: morhoU.'i@ms n.com website: im356-9 11.com SHASTA DESIGN ENGINEERING CO FOR 356 & 912 ENGINES Vintage Racing I Restoration Products & Services For the 356 GT: • Louvered aluminum decklid skjns • Oiltankscreen & bracket • GT louvers foryoursteeldecklid• Rollbar with stubends • Gas cap with fin- nickel plated• Gasfiller neckand tray • FullSupport Wheel Spacers forDrumBrakes • Aluminum GT mirrorcovers • Brake Backing Plate Conversions • GT Make-overs b'!:E)//€J~ . • Plexiglass windows forallyears ,_ " . Performance exhaust tip . ' . '. '. Starter services: 6Vrebuilds, 12vconversions 1~L:.1J!~ •Aluminum tonneaus with headrest fairing Racing / Restoration Products & Services: • Zenith Garbs • RacePreparation • Wood SteeringWheel Restoration and Refinishing • Vintage RaceDecals - Many Styles andSizes All Work Performed by European Craftsmen Robert Kan n Phone I f ax (562) 431-1523 • Los Alamitos, CA Catalog Available • GTwerk @aol.com NEW PRODUCI'! CSP Migllrn 356 CSP MAG NUM 356 CONNECTING ROD SET 599 9.95 Shasta Design is pleased to announce we are now a de aler for the CSP MAGNUM 356 high strength connecting rod, the stron gest rod ever made for these engines! The high stre ngth aerospace bolt is simpl y torqued to 24 ft-Ibs , measurin g bolt stre tch is not nece ssary! With the addit ion of this rod , we can now prov ide our custome rs with a compl ete line of pro ven , tes ted, bullet-proof produ cts for both street & track! SCAT CRANKSHAFTS STANDARD WEIG HT $ 1695 , ULTRALITE $1995 SCAT FLYWHEEL NUTS ~ --- .... 1 356 Performance Guide••••••$24.9 5 SHASTA PISTONS & CYUNDERS (1) 86mm x 925 c.r. Piston & cy1set .51095. set only • • •. . • ••• • .5695. (3) 86mm x 11.5 c.r. Piston & cy1set .$1150. (4) 86mm 01'83.5mmx 11.5c.r. Piston set only ms. (2) 86mm x 925 c.r. Piston WEBlAD POIIIIRR.L RBJABI.E EI\IQte wrTH 1l£ PRODUCTS WESBll - ~ 20216 Lakeview Dr., Lakehead, CA 96051 530-238-2198 Fax 530-238-2846 www.shastadesign.com July/Augu st 2001 37 356 Collectibles: YJoFsche :JaC/OFY ear/V YJos/cards J 1950 - 1956 by Prescott Kelly Y ~sche postcards are an entertaining art of the collectibles arena. They are picturesque, store easily, are sometimes way fun ky, and typically are not expensive. In the general market of ephemera collectibles, postcards are broadly collected and have beenfor manyyears. Postcarddealers andcollectors are found at every antique mart, show, and flea market. In Porschedom, they are not as big a deal. On the scale of Porsche collectormania, postcards fall below toys, models, posters, and even sales literature. Most collectors ofsales literature, however, do activelyseek out postcards as a subset of their collections. Four types of postcards are collectible. First and foremost are the factory-issued postcards; followed by dealer-issued postcards; then postcards issued to promote a location/town/area which just happen to show Porsches; and, lastly, postcards printed just to appealto Porsche owners as mailable items or as collectibles (which they almost always are not). This first article will keyon just theearly factory-issued postcards. Later articles willfollow-up and discuss later factory cards and dealer-issued varieties. The earliest card I know of shows a Gmlindbuilt aluminum prototype coupe in front of a major fountain and castle-like public building - which is probably easily recognizable to everyone except this author. (Any helpout there?) Inthe 356era, Porsche frequently used impressive castle-like buildings as ' UI 1. " t1 ~ " f .. · . ' ~.. w", ......,.... 0 . . ' .. · ,.• ..... .. .. ......... ~ u " '~ " . 1,)':" ~'.D~ ~ t1l~ d,.J 'rn..vo ~ ......;,... ,u_t.. .,....Jv, ~. ~~ .vI This early factory postcard shows a green coupe in a public square. The reverse has specifications for the 11OOC.c. and 1300c.c. engines, plus a handwritten message conveying a favorable reaction to the new Porsche car. 38 Volume 25 , Number 2 JL:l 1 4 m 2 The factory issued this wonderful "Student Schedule'; probably as publicity piece. It may have also been issued to apprentices in the factory "school:'The front cover shows the first factory-issued poster, depicting a red Gmund coupe as a racecar. The backcover has a photograph of three early steel-bodied cars. The inside spread is the daily schedule that the studentswere to fill in. backdrops to their photo shoots; this was just the firstof many. Like manylater cards the reverse ofthis postcard gives some few minimal specifications, in this casefor the 1100cc and 1300cc engines, identifies thefactoryas thesource, and- in order to be a real postcard - provides an identifiable areaforthe intended recipient's name and address. This card carries a message to a Helga Schmidt in Mannheim, but it is missing a stamp - so it perhaps was hand delivered. The second item is not really a postcard but collectors like to sort it into this category. It is officially called a "stundenplan" onto which students (maybe to include factoryapprentices?) could write in their weekly class schedules. The front cover shows the stunning number one factory-issued poster (a subject, which will follow in this series of articles) created by Erich Strenger. The back cover These three postcards depictearlyStuttgart-built steel-bodied cars. The photographs were taken about the same time as the ones used in the "three photocard" sales brochure from the same era. The light green coupe shown in the second postcard was used in that sales brochure. shows three body bumper early cars which were the subjects of the "three photocard" sales literature piece andsome postcards - plus specifications, now toinclude the 1500ccengine. ItsAmerican recipient dated this one with the date]uly 14,1 952. This rare piece is highlysought after. It is the one of onlytwo really expensive pieces covered in this article, and could bring $500 - $1,000 today. The next three cards use those three cars on the back of the "stundenplan." They are a blue coupe, a light green metallic coupe, and a red cabriolet with a white top. Only one of these cards has specifications on its reverse side, that being the blue coupe-anditshows onlythe early 1OOcc and 1300cc engines, datingit earlyinthe 1950s. There are probably more variations of these cards since we know there were three additional photographs made for the "three photocard" sales brochure piece: a red coupe, a silver cabwith black top, andblue cab with top down and red interior. (We'll cover the threephotocard piece in a future column on earlysales literature.) These cards are available, although not readily, andtypicallysell for $100 +/- $50. The next postcards shown come from 1956 Julius Weitmann - who later would become well known to Porsche aficionados through his most collectible book, Porsche Story. If you know of additional images from the 1950s on postcards, or have interesting Porsche collectible stories, please contact me or send me a photocopy. Inthe nextinstallment on postcards, I'llstart a listing for us all to use as reference. Thanks in ,~ advance. Prescott Kelly can be reached byemail at: [email protected] [email protected] Phone: 203-227-7770 (home, Eastern time) By mail: 16 Silver Ridge, Weston, CT 06883 " California" Used 356 Parts EASY European Auto Salvage Yard 4060 Harlan Street Emeryville, CA 94608 (510) 653-EASY This set was issued in 1956as a promotional mailer. Thegray vellumfolder, embossed with a red "Porsche" on the lower left front corner, contained four postcards. Three show cars, two pre-A's, then an A, plus a card depicting a poster design for 1956. This set is quite rare. This is one of the favorite collector pieces, a 1956postcard that features three 356As. Its primary attractiveness is the shot of the factory with the terrificlogotype "PORSCHE" sign across the top. when the factoryissued a set offour in a grayvellum envelope. The envelope carries a small red "Porsche" on its lower left front comer. The fo ur postcards inside are a mixed lot; they show two preA's, anA, and a 1956 poster. The first of the pre-As is Fax (510) 653-3178 email : [email protected] a blue coupe in frontof what appears to be a cathedral. The second pre-Ais a red coupe at the seaside behind a white boat, against which is posed a brunette woman. The A postcard is a well known image, also seen in black and white publicityphotos of the era; it shows a charcoal gray coupe beside an office building and in fro nt a of a verdant hillside. The cardwith the poster depicts a heavily interpreted bow and arrow, the significance of which has so far eluded this collector. My German collector friends have not been terribly helpful so far. This set is rare and brings a premium price on the collector market. They seldom sell, but I would estimate pricing between $500 and $1,000. The last postcard we'll look at here is also circa 1956. It shows three cars: a white cab front view on the rightedge, a red cab in side view parked in fro nt of the factory, and a dark blue or perhaps black coupe in the left fo reground. The real attraction on the postcard is the handsome shot of the "new" factory built in 1953, which its large red "PORSCHE" spelled out in logotype across the top. This card has two interesting variations on the reverse. First, it has a Porsche shield in the upper left-handcomer where the stamp should go. And the data line identifies that the photograph was taken by 1964 356 SC Coupe $32,000 1963 356 Carrera 2 $125,000 1958 356A Speedster $68,000 1960 Roadster, Silver/Blue $48,000 Plus many others to choose from We also offer Mechanical and Body Repair facilities Foreign Coachworks, Inc. 811 S. Elm St., Greensboro , NC 27406 Contact Randall Yow Phone 336.272 .6336 Fax 336.275.9116 July/August 2001 39 he Maestro's toldyou manyStories about Terrible Overhauls, somefrom L.A. Some from allover the Country. Some from OTHERCountries! And some from his own neck of the woods. There was one local "Fly-By-Night" operation he dubbed "Nocturnal Aviation," now mercifully out of business, that consistently produced some of the WORST overhauls of all Time. The Maestro hadn't seen a Nocturnal Aviation Engine in a coon's age, so he figured they were finally extinct, thankfully, the lastone having broken down years ago. But he was wrong! There was a Survivor. And it was housed in a nice-looking (untilyou got close) Redl963 Cabriolet, in Dire Need of BOTH an engine and a Transmission overhaul. To tackle this required a Traumatic Sacrifice on the Maestro's part, because the only free spot in the Maestro's Shop was already taken byan engineless TrustyRusty, whose engine transplant to the '65 SC Near Virgin in Off-White was VERY successful. But Trustydied. Trusty's Transntission (with BBAA Carrera gears), was being sold to a guy back East for a race car, and the Body the Maestro advertised to the World on theInternet.And gotNO serious offers. So, the Maestro donated Trusty RUsty's Body to Science; he gave it to the Wolfman, his Transmission Subsidiary, to conduct Experiments on during Full Moons. GruesomeV\Vexperiments. The Wolfman, desperatelywanting to get back into 356s, promised to pick Trusty Rusty up within Three Days. But that damn Full Moonintervened, so five days later, the Maestro had Trusty Flat-bedded down to theWolfman's Cave anddropped off. The Owner of the Cabriolet Desperately SeekingOverhaulcame down IMMEDIATELYto claim Trusty's Space. (The Maestro had barely finished sweeping the stall and sortingall the little parts that had hidden underneath.) Close inspection of the '63 Cabrioletshowed it to be previously hit in the front and "sectioned." And that it wasn't Red Originally, but White. And that the Red paint was now peeling and in need of repair in manyplaces. After the Owner left, the Maestro thought he'd take a test drive to see what this Beastie was like "Before." Afterwards, it will be much different and Vastly Improved. It fired up OK, since it had a new .050 Distributor, a new Bosch Blue Coil and new OEM plug wires on it, all putthere bythe Maestro at the last tune up. But on the Ai rport Test Track, the engine proved particularlypowerless. And what little Power the engine did produce also produced a Banshee-like wail from the Transmission when under "load." Thankfully, the engine was way down on Power or it would have ripped the guts out of the Transmission. The Owner said that NocturnalAviation set up the Ring And Pinion with a "Special Preload." Right. That "Special Preload" came back to haunt the Owner. Yep, this Customerwas Absolutely Correct! If Nocturnal Aviation had rebuilt both, then this car surely NEEDS both an Engine and Transmission Overhaul! T 40 Volume 25. Numbe r 2 Nocturnal Aviation Strikes Again So, the nextSaturday, the Maestro grabbed his boy Andrew, stuffed him into the Blue Beast and zipped offto the Shop to pull the Red Cab's engine. NocturnalAviation struck early. To remove the Engine you first must remove the Rear Plate (After disconnecting the Battery ground Strap and turning offthe gas) . The Rear Plate held the carbonized remains of a very badly burnt Rubber Seal. The Rubber Seal had been fried by the VERY Hot Muffler. The VERY Hot Muffler had been Very Hot because the Engine ran Very lIot. And the Engine ran Very Hot because... The Maestro, eyeballing the Terminal Moraines left by the many, many oil leaks coating most everysquare inch of sheet metal in sight with a ever-thickening Glacier of Goo, asked the Customer, "I bet it runs hot in the Summer. Does it?" "Why that's Amazing, Maestro," said the Customer. "It DOES run lIot when it's warm out! How'd you know that?" Alimentarymydear Customer. ByMurphy, ANY oil leak ANYWHERE on a 356/912 engine results in oilenteringthe air stream, being sucked into thefan, and deposited on the oilcooler where it acts like an oil-bath Air Filter, filtering the inconting cooling air ofdirtand quite quickly blocking half the outside of the Cooler, and eventually, ALL oftheCooler. Needless to say, this causes Overheating. Q.E.D. Anyhow, the Rear Plate's carbonized rubber was now made entirely of Diamond-Centered Buckeyballs, impossible to bend, stretch or tear. It took much of the Maestro's knowledge of a Thousand Tire Installation/Removals at the Old Man'sJunkYard (he got pretty good at it) to "work" the Rear Plate "Rubber" up and outof the hole. Score I for Nocturnal Aviation. Of course the Maestro noticed NO "Lifting Lug" on the engine, butthat goes withoutsaying. And of course, there were self-tapping cheese head screws stuck into the Vertical surfaces of the Fan Shroud to attach the Sheet Metal wherethere should be 6mm BOLTS. But this is The Standard Expectation on a Turkey Engine. Unexpected was another Turkey Innovation: Sheet Rock Screws drilled THROUGH the Fan Shroud to hold the Side Vertical Sheet metal on! Why the Sheet Rock Screws?Because the weld nutin the Fan Shroud had failed, probably from overtightening, and rather than fix it right they kludged it.Standard Operating Procedure in the Turkey world. Chalk up another onefor Nocturnal. Ofcourse the engine had Dellorto Carbson it, rather than Webers or Original Solexes or Zeniths, andthese Dellortos had the GrosslyOversizeDellorto Manifold that requires the Side Vertical Sheet Metal to be badly BUTCHERED! That wasn't a terrible loss. The Engine was a 1963 Super, and had the one-piece Zenith Side Vertical Pieces found on both Supers and Normals, and there are a bunch of them out there still. But what Nocturnal Aviation did to the Side Vertical Pieces was Unpardonable Debauchery! They had chopped a big chunk out - right through the spark plug holes. Much MORE than was needed, andleavinga VERYLARGE, UNCOVERED "Hole" in the sheet metal through which Vast Quantities of Cooling Air leaked. Addingto the Overheating problem! The RIGHT way: You canuse one-piece Zenith Side Vertical Pieces with the Solex Manifolds IF you trim the sheet metal a bit. Usingthe Solex Manifolds with Dellortos or Webers (with an Adaptoplate) makes spark plug removal as easy (?) as Stock Solexes. Or you can replace the Side VerticalPieces with the 2-Piecetype designed to be usedwith SOLEX Manifolds. Either way, the Sheet Metal FITS, and the Spark Plugs can be removed with no more difficulty than normal. Nocturnal had done quite a number on the heater cablestoo. One broke and rather than replace it, they clamped on another cable and then clamped on a THIRD piece that eventuallywent to the Heater Box. Not the neatest "quick fix" that. Takes about three times as long to do itthat waythan to fix it right byreplacing the cable. Instead of the Rubber Grommet used for the fuel line penetration through the Front Plate, Nocturnal used a chunk of 'Merican fuel line- all on one side so the metal line still rubbed on the naked hole in the loose, vibrating FrontPlate. Ofcoursethere was no "brush cover" over the Generator and both the D+ and OF wires were the same Red. The Ground wire had a touch ofBrown. While checking out theweirdly wired regulator, the Maestro noticed somethingamissin the front of the Fan Shroud. The Fuel Line! Which was NOT tied down to the Fan Shroud viathe Bolt that holds the Oil Filter Can. Instead, the Fuel Line was a-flapping in the Fan-induced air stream going TO the Fan Blades. After theGasoline-Cooled EngineExperience, this reallygavetheMaestro theWillies. Filethat Flapping Fuel Line under "Fire". The Maestro and Andrew struggled with the Demons of the Night Flight but eventually got the engine out. Ofcourse it had a 180mm Clutch andof course the Clutch "fingers" were badly worn by the El-cheapo throw outbearing. And theTach Cable was the cheap rubber-covered kind, not the nice Braided Steel Original. Since rebuilding a Nocturnal Aviation engine would require Heap Big Magic, the Maestro waited until Monday before he tackled the teardown. Besides he wanted to document all the boo-boos. Yes, the Dellortos had BOTH 12 rnm and 13 mm ATF (Across The Flats) nuts on them, but the Maestro was Prepared with all manner of wrenches. And of course there were nohose clamps on manyof the fabric fuel lines feeding the Dellortos. And of course everythingwas a dirty, oily MESS! But the Maestro persevered, and got the disgusting sheet metal off, exposing an Oil Cooler ALMOST COMPll.iELY BLOCKED on the outsidefrom MANY layers ofoil/dirt/oil/dirt. Ad Infini tum. The Maestro tackled the overlyobese Dellorto Manifolds first, and noticed something Interesting. The Obese Dellorto Manifolds narrowed to a tight "V" in the middle, sooooooo tight that the Middle ManifoldBoltwith the 14mm Headleftlittle room fo r a wrench to fit on. Too little for Nocturnal Aviation, for the Middle Intake Manifold Bolt on 3/4 side was LOOSE. And yes, so was the Manifold! Loose. Could this a1Tectthe engine's performance? You Betcha! The Maestro popped off a Valve Cover, and found that Nocturnal hadrun outoftheSpecial halfthickness 13mm ATF nuts used to tie the Super/C/SC/912 Rockers down to the Aluminum Rocker Stand. So Nocturnal used "regular" 8mm nuts on most of the Rockers. The Maestro removed the rockersand pulled out the pushrods. Or actually, he pulled out 7 of the eight push rods, And one end of the eighth. The 3" long steel section had separated from the Aluminum center section which stayed inside the Case. No matter, he'd get it later. The Maestro popped offthe Heads to find the usualcouple ofleaks at the intake valve side of both Heads, andan NPRBig Bore kit with its raised arrow "It was almost completely clogged and not working as a Cooler, but even with only two of the three studs holding it, it hadn't leaked. Amazing:' staring at him. With the Heads andCylinders off, the Maestro tackled the Oil Cooler. As he undid another of the ubiquitous Nylock nuts, the stud fell off. The STUD from the Oil Cooler fellom Meaning, one ofthe two Oil Cooler Studs had BROKEN- either upon installation or sometimeafterward! But the Cooler wasn't leaking. It was almost completelyclogged and notworking as a Cooler, but even with only two of the three studs holding it, it hadn't leaked, Amazing. Sometimes even Nocturnal Aviation gets Lucky. The Maestromight ever be so lucky. He tackled the Case Perimeter Bolts next and found a mixture of 13mm and 14mm Bolts always with those damn self-locking 13mn ATF nuts. The Case Perimeter was Staggered with the bolt head put in first from one side, then from the other side, etc. The Maestro took offthe Pulley Nut to get the Pulley Shroud off and noticed that: A. The Pulley Shroud was held byonlyONE6mm bolt. And: B. The 6mm Boltwas TIlE WRONG SIZE! The PulleyShroud takes a Special SHORT 6mm Bolt, because ifin you use "regular size" 6m bolts here, these are TOO LONG FOR TIlE HOLES and will either strip the threads or drill a hole through the Third Piece. Nocturnal didneither-his overly-long6m Boltwasn't tightened enough andcameloose! The Pulleyhadbeen leakingoilout allover the engine (and into the air stream) , and after the Maestro got it offhe realized why. Clearly, this Pulley Seal had NOT been installed with a "Pulley Seal Installer!" In fact if hadn't been installed with anything FLAT either, because one half of the seal was inside the Seal Housing and the other halfwas OUTSIDEthe housing! This makes an "oval-shaped" seal that doesn't sealwell! As vividly demonstrated here. The Crank looked to be a Stock 356B 50mm Main Normal/Super, not a big surprise since that's what the engine was. The Rods were the later "0I" C/9 12 type, that's Good, but they had never been Balanced. The Middle Main Case Bore showed the dreaded multi-faceted patina, meaning it was likely that the Case was now too big and needed an Align Bore. And Align Bore Bearings for Bs arc like Hen's Teeth! The Camshaft had every lobe pitted badly, probablyfrom oldage. As the Maestro was taking the Rods off the Crank, he noticed yet another Characteristic of The Iurkey Rebuilder!) - two of the Rod Nuts were VW! And they were on DIFFERENT rods! (You'd think he'd putthemon the sameRod, butnooooooo.) The Crank was ground, ofcourse, to First Under. But the Rod Throws were down two Thou andwouldhave to be ground to SECOND Under, right during a World\\ide Shortage ofSecond Under Rod Bearings! (EVERY Importer used to have Second Under Rod Bearings. Now, NOONEhas any!) Yes, thought the Maestro, rebuilding a Classically Thrkeyized Engine requires Heap Big Medicine. I'd better have another Beer. For there be miles of Rebuilding to go before we sleep. Next day, thecontinuingsaga played outthusly: One Rod Bearing hadsignificant wear; it was one of the two fed bythe Middle Main whose Bore wasoverly Big and the Journal overly small, which may explain theworn Rod Bearing. The Rod Bearings had many embedded particles in them too, debris from somewhere. One possible source: Like most Turkey Rebuilders Nocturnal Aviation didn't measure the diameter of the Oil Pump Tach Drive Gear, for it was worn down over ten Thou from its normal 0.707" diameter. When the Oil Pump Tach Drive Bearing gets that badlyworn, the Gears get Katywhompus, go crazy, have a "Donner Party" and start to eat each other, forming a noticeable "line" ofwear along the gear. That's the "Dinner Line." Nocturnal's Tach Gear had one of the best (worst), well-defined wear "line" he's ever seen, explainingsomeofthe crud in the Rod Bearings! Speaking of Bearings, the Maestro's told you howthe#3MainBearing for a 356AIB NormallSuper (the completelycircular one that goes on in front of the Crank Gears and that you gotta take theGears off to Remove or Replace the Bearing) is NOT Symmetrical and onlygoeson ONE WAY! The Oil Holes in #3 Main Bearing are, in fact, Asymmetrical, and must be installed so that the Oil Hole at the Bottomis in theRightHandCase Half, so that it feeds Oil to the Crankshaft correctly. That Oil Hole should NOT be in the Left Hand Case Half. Randomly, there's a 50-50chanceof doing it Wrong, so byMurphy, #3 Mainwill be installed WRONG90% of the time! Nocturnal Aviation was in the 90% crowd! Butthe BigBugaboo didn't comeuntilthe Next Daywhen the Maestro cleaned the Crankshaft in the Safety Kleen tankandset itoutsideto dryin the Warm California Sun. Acouple of hours later, he wandered back to inspect the Crank. Taking offhis OpticalAids so his naked eyeball could get a closer look, the Maestro hoisted the Crank upand presented it to the California Sun god. The California Sun god shined its Always-Warm Light on the Crank as the Maestro inspected the Rod Journal Radius of#3 Rod Journal (the most likely place for a crack), and he FOUND one! ACrack that is! ABig Bad noticeable-by-the-naked-eye Crack that went half way around the Journal, then took off on a tangent (literally) through the widest, thickest section of the crank. The Crack was already more than half waythrough the Crank! Must be Nocturnal Aviation'sTurkeyCrank Grinder thoughtthe Maestro. Crankfusius says: Grinder who put too small Radius intoJournal suffer Premature Crank Failure! With just that one crack, the Crank was toast, butthe Maestro was Curious. So, he checked another RodJournal. It TOO had a Crack, an IDENTICAL Crack! Sothe Maestro checked a Third RodJournal. What did he find? ATHIRD Identical Crack! And the Fourth Rod Journal? Was it cracked too?You Betcha!All FOUR RodJournals had Big Bad Cracks in them! Cracks that went almost ALLLLLLL the waythrough! Like theywere having a RACEtosee which one would crack the Crank in half FIRST! Think of the Insidious Skill Nocturnal A\iation's Crank Grinder must have had; to be able to grind such incorrect Radii into the Crank that all the Rod Throws crackquickly, badlyandat the samerate! In a fewthousandmiles or less, this Crank would have been Two-Piece! A short time thereafter, THREE piece, then FOUR piece and finally-True Turkey Perfection-The Ultimate: a FIVE PIECE Crankshaft! Really, the Owner is Lucky he tore the engine down NOWrather than AFTER the Crank broke and REALLY took things out, like the Case! And sincethe '63 Super Case is late enough that it has the "tangs" in the Middle Main Bearing Bores to take AJ\'Y 35619 12 Crank, wouldn't it be nice to stick a "C" crank into it, to take the Power of the Big Bore kit? Yes, it'll take a little Magic and a lot of TLC, plus some Balancing and Blueprinting (and a few bucks of course) to exorcise Nocturnal Aviation's Demons, but the Maestro likes Problem-Solving Challenges! Especiallywhen he gets paid to fix 'em. And Nocturnal Aviation always provides those! But you canavoid such "challenges" ifyou: Keep the 356 Faith! ~ July/August 2001 41 Service inaller Weft Serv!zio assistenza ovunque nel mondo ServIce thmughout the world Service au monde entier lubrication Chart Type 356 B - ... ,. , " 'V" l ' .,.... . ) ~ t •• ~ l u l:,; ~ .} " ,' . , ," " • ••• •. ' .' " • " ,.' Jv ' '" .. , - -.' " . . . .... ' _ _ .... -, .,.,.- ..• l ~'· ._ ••._ _. 4 · ~X' ) • .1 . . . ....... ..., 1~\.' ~ .,..to.,. .. tl·.., ·· . :. ; ..-.. '. ' Dr,. lng. h. c. f . POfuh t' "'G " 42 ., Volume 25. Number 2 ~, .. ..,' ..,". .....,I.ooMO-.Jl.,. Do- ..l _ ~ ·_ ,..ll.: _.. . ' '''"••• •• ~ · . ....... t • • ~ . .. . ~ "," • •;- . _1"_. ..................... Longlludlnal S eellon V l e_ 01 1600549 0 Synchromesh Gearbox Rear-Axle Type 741 Engine '0_- ..~-- .. · ...------ _--._ ,. It ... _ _ ... _ .c _-_ . ... , ..."-"""--.. e - _ _ .'-..,-...'-..._-... _- ..................... "' __ .. '4-' 413 #1 • O~ O\ ~ ....-. _. . . ...."'-'-"--"- ,. j 'l;:J , ---~~ --_. _..._-.-0------_ _ a._ '_ 1._ _ -~- ,-I u _... .. . _-.,, -._......".__ - • ~- n __ n_.... -- :lo<I. ... _ 'B_ ~ - ' M a = id Eleklrl scher Sc hol l p l a n Typ 3 156a RARE PDRSCHE Service Posters ByEverett Anton Singer PhotographybySteve Geraci n the 356 Bera, thePorsche Factory issuedtwo different series ofservice-related posters. The pair above on the faci ng page were done in 1963, in the vertical format as other "showroom" posters and would have been displayed as such. The interesting interplay of International icons, photo-realistic illustrations oftheT-6 bodied B, andoverprintingoflargeareas of color created quite a striking graphic image fortheirday. The leftposter with its camel image seems to imply dependahilty (even though it says "pleasure") and perhaps the idea that water is not needed. This one and its companion piece at right showexoticlocales andemphasizethe message that service is available anywhere. The pieces shown opposite below andon this page, done in 1960 andcomprising seven color pieces, would have been more of a true service area poster instead ofthe display variety; allwere done intheunusual horizontalformal.They showvarious important functions ofthe Porsche such as electrical, oiling, lubrication, as well as cross-sections of the engine, transmission and front axle, Like theposters above, these fall intothe largest size madeduring the356 era (33" x 46"), andare quite rare to find in thecompleteset. The fifth installment will be a variety ofFactory, event, andsponsor posters, but without a central themeother than our beloved Porsche. Please feel free to addressanycomments, questions, etc. to me at:[email protected] ~ I ._-_ _---- ._---.. __......._-_. _---_ .. .. Front Axle Type 356 B . . ._ •• . Lubrtcalion . y a l e " , e ngi ne I yp e 1600 . 1800 S , 1600 S . 90 . _ -_ . _ - ~ _ J ,, ..... ........... .. .. Trans v er• • S ection Vle_ 0 1 1600 5 · 90 Engine ... _-_. _-- . ~ ./ ..__ ..._..._- .~ . ~-- ' ¥d .... .. ................ _ 0.- _ '4-1-! J3#1 • July/August 2001 43 *'56 Speedster #82077, eng#60385, Redlblack int. Have Kardex. Resto complete in March. Perfect body, paint, gaps, rubber, cbrome. Fullydetailed & re-built engine. All new interiors, side curtains, rag top, windshield, wheels, tires, more! Show quality, drive daily. $42 ,500/0BO. Carl F. Watson, 2383 Henderson Mill Ct. Atlanta, GA 30345. 770-493-9467. *'62 356B Karmann Hardtop, 201699, Polyantha Red (maroon)/beige, rare restored car (l of699in 2nd yr), long PCA concours history 1990-99, Pebble Beach in 1998, historyand records, wheels/tires for concours and street, solid, stunning fo r show or drive, $24,900 offer/trade. C.C. Ling, 2815 Polo Rd., Bloomington, IL 61704. 309-663-7472. *'58 Speedster #84388, w/orig. eng. #P68273. Green w/oatmeal int. All drivetrain & suspension componentsas new-10K on engine, 50 mi. on rebuilt BBAB trans, shifter & linkage reworked, new link pins, kingpins, trailingarmbushings, allwheel bearings, steeringdampener, allshocks, wheel cyls, master, lines, shoes arced, painted rims & new tires, car lowered both ends. Rest of car as orig. w/perfect body-no hits, no rust, even in battery box. Long in storage. $52,500/obo. No reasonable offer refused. Rob Steinway 303-443-3538. *'62 356B CabrioletSuper #156108, eng. #604371, Ivory/red leather, black cloth top & ivory hardtop. Body, top, eng. & int. in gd cond., minor front floor rust. 2nd owner-Dallas car. Radio, full tonneau, car cover, Hazet spare tire tool kit. Jim Gould, 913-7226373. Fairway, KS. [email protected]. $23,000. *'59 356A Cabriolet. YIN #151104. Bare metal up paintFjord Green/tan top & leather interior. No rust or bubbles. Beautiful!912 engine w/1750cc. Bolt in roll-bar, full-flow oil filter & external cooler, breakerless ignition. Proudly drive it anywhere. $29,000. Charlielloyd. 109 WMinnehaha Pkwy, Minneapolis, ~L~ 55419. 612-825-9647. [email protected] *'59 A Coupe. Orig. Ruby w/tan. All matching #s, Kardex Certificate of Authenticity. One correct restoration in '89. Showroom condition. No accidents or rust ever. Orig. fitted luggage. $40,000. Contact Gunde 858-581-0033. *'60 356B Coupe Racer. Fully prepared and maintained by Ecurie Engineering. Ruby Red w/ yellow nose. Fresh engine. Virtually all the racing extras. Fast. 1/2second behind Vic Skinnants on his home track CalVemail for picture & specsheet. $37,000. Ken Birchard, 847-945-2 514. [email protected]. Deerfield, 1L. *'62 356B coupe, vintage racer, llSR, SVRA log books, '67 912 fresh engine with 0 hrs., race ready, close ratio trans, limited slip, disc brakes, Carillo rods, newbillet crankshaft, fire system, fullrollcage, sway bars, Z bar, MSD ignition, $29,500. Andy Anderson, GA. [email protected]. 404-264-1985. *.51 Splitwindow coupe. Not registered since '61! Has NEVER BEENAPART! Orig. parts: all large logo "Sekurit" glass, full "crash" transaxel, Banjo steering wheel, cotton wiring (not cutl) , dashboard w/ small heater vents, Telefu nken radio wl"vibrator" power pack, front/rear seats, fluted headlits, wooden sill & door caps, glovebox, date coded rims, correct "flat" gastank, inside rear view mirror, interior light, sunvisor, knobs, headliner, door panels, doors, hood, decklid, etc. Car needs usual rust repair. Joe Ruiz, 714-926-7004, 714-49 1-7574, mrokrasa@cnmnetwork com. 1 can email photos to serious interested parties. Price $18K1obo. 44 Volu m e 25. Number 2 *'62 356B Super 90 Hardtop-Cabriolet. Solid, rustfree northern Alabama-Georgia car, un-restored. Originally slate grey, repainted blue 30 yrs ago. Needs new paint& minordent repair. Orig. Super 90 engine rebuilt 15,000 mi. ago. Solex carbs rebuilt 2000. Runs flawlessly. Rebuilt speedo, tach, & clock New brakes. Hardtop has rare pop-out rear windows. Elongated backseat side panels. European delivery to Lt. Col. in Air Force. Chrome wheels, deluxe hom ring, luggage rack, tool bag (missing about half of correct tools). Car is ready for crosscountrytrips. Very fast & dependable. No apologies. $37,000 or nearest offer. Ohio. West Peterson, 937435-3816 eves; westpeterson@ mindspring.com. *'63 B Cabriolet Normal #158681, eng.#0600578. Ivory/black leather. 2nd owner CA car. 111 ,000 mi. Kardex, matching numbers, much orig. paint, orig. interior, working clock, new top, split master cylinder, full brakes incl. powder-coated backing plates, Michelins, Optima, halogens, cover. Powder coated & chromeengine, date-stamped chromewheels, tool kit, owners & shop manuals. A beautiful car, wonderful to drive. Must sell. $36,500/0BO. Jim Fraser, [email protected], days 973-299-3021, eves 908-439-3670, Califon, NJ. *'63 356B, T6 Super Coupe. Black/red. #2I3042. 86,000 mi. Miraculouslywell-preserved original car from Porsche collection. Never taken apart. Repaint and engine overhaul at 76,000. Recent service. All service records back to '63, including window sticker. "Street concours" condition. $28,000. Alex Dearborn, 978-887-6644, MA. [email protected]. *'64 356c Coupe, #128077. Red w/black interior. 912 engine w/Webers. Solid, complete, very original. Older restoration. 1owner last 15 yrs. Excellent driver. Photos avail. $I3,000. Extra parts & manuals also avail. Bob Newman 850-907-0840. Tallahassee, FL. bnewmanl [email protected] *'64 Ccoupe #215683, original engine#710733, silverw/ yellowracing stripe & taninterior. Restoredin a vintage racer style but not raced. Professional engine rebuild, new Webers, distributer, coil, Lowered, Bilsteins. Won Peoples' Choice award Porsche Concours Pittsburgh Vintage Grand Prix. A beautiful, fun 356. $25,000 firm. Ed Kriscunas, 1623 Holly Hill Dr., Bethel Park, PA. 15102. 412-6550955. [email protected] *'64 356sc Coupe. Slate Gray/black interior. Excellent condition. All original body and undercarriage sheet metal (except battery box) rust-free. Restored. Keptin storage. Receiptsof$8,000+ oflast restoration, mostly mechanical upgrades. Complete overhaul, new clutch assembly master cylinder, brakes, new rubber & more. $19,500. Gabrielli Villagran. 210-861-0930. San Antonio, TX. *'64 356C/2000 GS Carrera Coupe #127994. Light 1vory/black interior. Engine & transmission Kardex documented, other numbers also match. Engine fac- tory-rebuilt in late '70s, less than 20Kmls since. Car underwent resto yrs ago, has no rust whatsoever. Well-maintained. Owner's manual. $130,000. Bertram Pawlak, Newport Beach, CA. 949-6;0 -8100. '64 C Coupe #218786 (Karmann Body), original engine P*714166 &transmission 79931.Irish Green wi tan interior. Never damaged. Not restored, just well-maintained. 88,7; 0 miles. Same owner since '66. 3,000 miles on totallyrebuilt engine&transmission. $1;, 000. Thorn Kyle. 727-360-466; , FL. *'64 SC/"GT' #217369. Built when new wi factory original parts byConnecticut dealer. Alloy doors, GT seats, plexi windows, NARDI wheel, limited slip close-ratio gearbox. Vel)' good orig. condition. Asking$; 0,000. David A. Duerr, P.O. Box 3;6 , North River, NY 128;6. ;18-2;1-4296. *'64 CCoupe. #21; 332, Engine #710343. Rubyred w/black vinyl interior. CA car in excellent unaltered, original condition. All receipts since '72. Never rusted, never wrecked, all matching numbers. Everything works, 3rd meticulous O\\11er. Bare metal re-spray 24 yrs ago (photosavail). Properly rebuilt engine by Porsche mechanics using Porsche parts 13,000 mi. ago. Priced to sell at $19,; 00. Thomas A. Latta, P.O. Box ; 4, Rockport, ME 048;6 . 207-236-3063. *'6; 3;6sc coupe 221141, White/red, Outlaw, best of everything! 17;Occ '67 912engine wi state-of-theart street mods. Full performance supension, polished Fuchs wi 20; I;Ox l; BFG Comp T/A's. 904 gauges, '94 911 Speedster scats, 10/10 appearance, incl. 4-6xI; chromewheelsw/sarne tires, orig, front SC'Jts.$22';00. '0 place to keepthis beauty?Buyher "garage"- '99 Aeroflow 17-h. encl. trailer, 1400# fi berglass watertight cocoon wi internal winch, lighting, tic-down rings, articulating diamond plate ramps, 4-wheel electric brakes, self-contained battel)'&HD tie-down straps. Custom Porsche Vintage graphics. $10,; 00. Trailer NOT sold separately! Mark A. Laszlo, 116 Cypress Landing, jacksonville, FL 322;9 . 904-287-;642 eves/wknds, *'6; 3;6C Coupe #220796, Eng. #717234 Karman, Redlblack. Orig. engine, chrome wheels, excellent condition, $19,; 00. Brij Mangat, Cincinnati, OH. ; 13-23 1-8140, ;1 3-247-9100. *'6; Porsche Special Vintage Race Car. Tube frame chassis made byCrusader, 3;6 front end&transaxle, 911 brakes, fuel cell, VDO instruments, new scat belts, fiberglass body, race history, RMVR log book. $2;,000. Scott Visniewski, 4709 B Excalibur Drive, El Paso, IX 79902. 91; -;4 ; -4742. *'6; sc Cab. Signal Red/pearl grey. Survivor/timewarp w/original: paint, leather, engine, transmission, window stickers, dated chromes, manuals, key fob, headrest, radio, etc. ; 3,26; real, 2-0\\11er miles. EA Singer (0) ; 16-367-1616. singer3; [email protected] *For Sale: C Sunroof Coupe. Needs restoration. A solid, complete,no accident car. David A. Duerr, P.O. Box 3;6 , North River, NY 128;6. ;18-2;1-4296. *For Sale: Pre-A Banjo steeringwheel. Great original condition, $1000. john Amoroso. 480-994-1064. Scottsdale, AZ. *';6 1300 engine for sale, #22417. Completely rebuilt, clutch, carbs & exhaust, Powdercoated and in drop-in condition, $;OOO/obo. Buyer pays shipping. Skip Kost, P.O. Box 1296, Stratford, CT 0661;. M-F7 a.rn-S p.m. 203-380-;644. *Panos, Challenge, 356 Registry & Excellence. 1981 to Date. $100. OBO. FOB or P.U. Andrew Forenchak 860-434-7492 or [email protected] *For Sale: Panos: 1976july, Sept, plus 1977 to 2000 -288 issues for $300. Shipping extra. Inquire about classic, vintage andracingcar coffee table books and models. Duplicate Panos '77 to '92. Shep Adkins, 170I Los Osos Valley Road, Box 60, Los Osos, CA 93402. 80;-;28-7043, *Custom built Speedster fiberglass &metal hardtop, white wi white perforated head liner. Karman lookwi flip out side windows, full view plexiglass side curtains & glass rear window in metal frame ('38 Chevy Coupe). Top has sufficient headroom to accommodate 6'4" driver without removing wood seat rails. Withside curtains removed, no wind buffetingto 100 miles plus. Standard Speedster mounting hardware. Does need new bottom seal. $199;/o bo. AU - shipping &crating. 3;6A 71610 transaxle wlmounts and cradle, no axle tubes #2; 08;, $7;O/obo. 3;6A 6v. starter, $8;/obo. Ruediger von Prittwitz, 2817 Greenfield Dr., Merced, CA 9; 340. 209-722-193;. *Poster. "PorscheSeig: Le Mans '81" showing a 936 #II driven by leks & Bell. Still in the original factory mailing tube. $40.lncl.shipping. R.Bitterman, 773743-3330. Email: rbitt3;[email protected] *Factol)' Calendars ';9-'79, Bosica 3;6 metal kit, Sport Erfolge '; 7, Aspen Parade '60 license plate, 3;6 B Workshop supplements. Factory Super 90 engine poster, PCA cloth banner '; osr 60s, much more/inquire. Douglas Palm, 4243 S. Clarkson Street., Englewood, CO 80110.303-973-6; 09. *Sunrooflhardtop for 3;6 B/C; Factory original, beyond rare! European repro crest sign; PatIO orig. issues: '; 8 #12, ';9 #7, 9, II , 12. Factory & event posters from 3;6 era; vintage postcards & models. 32-pg. list avail. EA Singer (0) ;1 6-367-1616. singer3;[email protected] *lIazet "Tourist" 3;6 spare tire tool kit, $800. Speedometer from '; 6 1600s Speedster, $12; . Tachometer from '60 1600S Coupe, $12; . AU stored since '60. E. Ferreira, Knoxville, TN. 86;-67; -6071. *H&1I rear Z bar, new $200. Master cyI drum brake wlo res, new $; 0. B-T6 dash control w/cables, used $10. Gas tank door B-T6 w/hinge, used $10. Factory spare partscatalog T; $90. Others list, all plus shipping, insurance. US only. Ed Statkus, 2630 W. 84tIJ St., Chicago, IL 606;2 . 773-778-;699. *For Sale: Hirth roller bearing crank in excellent condition, 912 crankstd. std., S-90 crank, flywheel & main bearings, unstarnped '63 late-style engine case, 912 engine case-both perfect Iinebore, Speedster 3A, 4B gearsets, 6:31 ring & pinion, 741 complete coupe gear cluster, 32 PBlC carbs and manifolds, "A" and T-6 front hoods, T-6 gas tank, NOS T-6 coupe tail, complete T-6 coupe tail, NOS partial nose sections for "A", B & C, "A" model removable Cabriolet hardtop. David A. Duerr, PO Box 3; 6, North River, NY128;6. ;18-2;1-4296. *For Sale: ; lbs. of fuel pump parts, ; Ibs. of oil pumps &parts, 2; lbs. of misc. pistons and barrels. You may find ihe one you've been looking for! Best offers. larry & Kathy Chmura, 29;0 Nettleton Gulch Rd., Coeur D' Alene, ID 83814. 208-76; -9230. *Ideal trailer for 3;6s: Unique, enclosed Trailex. 4 yrs. old. AU aluminum w/heavysailcloth enclosure. 4 zippered openings (2 front, I door-side, I full rear), full floor, 8' ramps (store below on rollers), 4 D rings (recessed), surgebrakes, sparetire andwheel, full exteriorrunning lights, 13;0 Ibs., towable wlV-6. Dimensions: exterior L20', W8' 4", H 6' 7", interior L 13' 9"+V, W6' 3". $;, 900. Cy Ling, 281; Polo Rd., Bloomington, IL 61704. 309-663-7472. *For Sale: Two 3;6 engines, rebuilt & guaranteed. Shasta 86mm x 9.2; c.r. pistons, full flowoil filter, powder painted, 120 h.p. Run on stand for I hr. Ready to bolt in. Outright or exchange. Call for details. ZFlimited slip differential, 741 12 bolt, perfect condition, $1; OO/OBO. 4 wheels, 4.; j x I; , dated 111;6, powder painted silver, $;00. Duane Spencer, Lakehead, CA 960; 1. ; 30-238-21 98. Fax ; 30-238-2846. *For Sale: Large supply of 3;6 , 912, and 4-cam parts. Please send list ofneeds andwants with SASE. AI Cadrobbi, ATTN: Marc, 8311 Sophia, North Hills, CA 91343-6221. [email protected] *912 engine, complete, excellent running condo w/12 volt alternator. Transmission also avail. Collin King, Alexandria, VA. 703-338-48; 1 days, 703-7211860 nights. *3;6 BRoadster wanted, '60-'62. Excellent condition only, any engine, modified okay. Alex Dearborn, Topsfield, MA. 978-887-6644. [email protected]. *Roadster hardtop. No repro. john Amoroso. 480994-1064. Scottsdale, AZ. *Photos of 60KIO Berlin-to-Rome Rally VW built in '38, seen at ; Oth Porsche Meet, Gmund or elsewhere. Will pay for 4x6, ; x7 or 8xl0 in B&W or July/August 2001 45 color incl. exterior sides/frontlrear/opentrunk/open engine/interior shots. Close-ups best. David Clement, [email protected], 919-542-2474 *Christophorus issue #14 (English) to complete a collection. Pete Ritter, 8 Halsey Drive, Old Greenwich, CT 06870. 203/637-951 9. [email protected]. *Want to correspond with persons involvedwith Bob Holbert racing activities in late '50s/early '60s. Also, period photos of Bob Holbert race cars at various events. David A. Duerr, PO Box 356, North River, NY 12856.518-251-4296. *Need rebuildable core 356/912 engines, complete as removed. 1 will pay top dollar for good core engines! Duane Spencer, Lakehead, CA 96051. 530238-2198. Fax 530-238-2846. *1amin search of: Registry v. 1, #2, 3, 4; v. 2, #1, 2; v. 5, #1. Door mounted Wind Wings and an 8-day clock fora 356A. [email protected] fax 0031 23 525 9369. The Netherlands. *Need Drauz "bodybook" forConvertible D; posters featuring 356 or Spyders...only vintage images from Factory, events or suppliers. CASH or trade! EA Singer (0) 516-367-1616. [email protected] *Wanted: 4-cam Carrera 212000 car for restoration. The worse the better! That's all I can afford. 1964 356sc (see "For Sale") for possible trade. Gabrielli, SA, TX. 210-861-0930 vrn. ~'(1ER BODy.. ~ 356-911 Restoration ..J' We offer completerestorations from metal fabrication to collision repair. Ourquality work speaksfor itself,more than 20 years experience combinedwith meticulousGermancraftsmanship. References availablefrom many satisfiedcustomers. MAlT FROEHLICH, Owner 706 D West Park Avenue Edgewater, FL 32132 Phone: (904) 428-BODY (2639) email @:[email protected] NEVER CHANGE POINTS AGAIN! DISTRIBUTOR CONTAINED ELECTRONIC IGNITION SYSTEM See My Classified Ad For Pricing SAM SIPKINS 510-632-8232 46 Volume 25. Number 2 EUROPEAN VINTAGE AUTO RADIO REPAIR. 1940s to 1970. The only shop catering to these specialized radios exclusively. Blaupunkt, Becker, Telefunken, etc. Tube or transistor. Covering all 356s. Visa/MC. WILFORD WILKES, PO Box 103 or 101 Swoope St., Brisbin, PA. Ph. 814-378-8526. Fax 814-378-6149. SAM SIPKINS, 356 MECHANIC. Mechanical/electrical repairs. Custom engine rebuilding. Extensive parts stock. Never change points again, install a PERTRONIX IGNITOR. Fully contained in distributor. Special pricing, mention the Registry. Bosch applications: VJ4R, 002, 022; 6v. - $95, 12v. - $85. 031 ; 6v.-$115, 12v.-$105. 009, 050; 6v. - $75, 12v.$65. Complete 050 distributor with PERTRONIX installed: 6v. - $159, 12v. - $149. All above include shipping. PARTS SPECIALS: Mann PF915n Oil 'Filters; favored replacement since the 50s - 3 for $15. KYB Nitrogen Shocks give a beautiful ride; front $45 pr., rear - $60 proOrganic Rear Pads for C. - $12.95. Stop engine oil leaks with Viton HiTemp Seals and Speedi-Sleeves; Flywheel Seal $16.50, Sleeve $38.25, Pulley Seal- $9.75, Sleeve $32. Bosch WR7BP 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. OPTIMA BATTERIES Corrosion free/true zero maintenance battery for your Porsche. Totally sealed, no gas or acid can escape. 800 CCA, retains charge in storage. 72-month warranty. Extremely rugged! $135-12vt/$124-6vt, includes UPS. Add $5 west of Miss., "chipped" battery tenders 6 or 12-$40. Master cutoff switch $10. CHATHAM MOTORSPORTS, 225 N. Maple, Vinton, VA 24179. [email protected] (cute number, eh?) NEW BOOKS: HOW TO? HOW COME?! CD-ROM $30; Porsche Racing Milestones, Thoms $32; Buying, Driving and Enjoying the Porsche 356 $20; Porsche in Motorsport, Morgan $40; Porsche Racing Cars, Oursler $32; Porsche 917, Morgan $40;Porsche 911 SC or 911 Carrera Shop Manual, Bentley $100; Automobile Year #48 (2000-2001) $45; My Life Full of Cars, Frere $32; Bosch Automotive Handbook, ed. 5 $40; STOCKED: 356 Porsche: Driving in its Purest Form $45; Porsche Speedster, Thiriar $45; 356 Registry Por~che Tec.~ / Restoration Guide $18; 356 Authenticity, rev III $20; Porsche 356 Defined, Johnson $25; Huschke von Hanstein The Racing Baran $20; Porsche Legends (soft$20; Porsche 356, Long $28; Porsche 356 and RS Spyders (soft) $20; Porsche 356A or 356B-T5 or356B-T5 or356B-T6/C Electrics (2 volumes) $70; Starter relay SSr $40; Head lamp relay HLr (specify T1/T2 or T5/T6) $95; Porsche 911: Forever Young $55. Please include $3;1shipment. BLOCKS BOOKS - THE FANATICS CHOICE 423 Hawk High Hill, Metamora, MI 48455 USA 810/678-3017, e-mail: [email protected] FROM THE MAESTRO'S COLLECTION Engines; Super 90s, Supers, 356s, 912s, Military Industrials, 2-pc case engines. MaestroMaster Supranormals! Transmissions, too. 356NB/C, including 644 and 741 Carrera with ZF lim. slip. Weber, Solex and Zenith carbs, NEW 356B cranks. Used NB/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. An~ aSpeedster t~ans. (BBAB gears) with a741 nose piece, new beanngs, synchros, complete! Is the Maestro RETIRING? Call HCP Research 408-727-1864, fax 727-0951 email: maestro @well.com Website : hcpresearch.com WOODEN STEERING WHEEL RESTORATION AND REPAIR. Complete &correct re-wooding , polishing, machine turning (L.L.), and plating availabl~. Many exotic woods for custom orders. VDM, Nardi, Les Leston, Derrington , Moto-Lita and others. Also B/C type Carrera wheels. AUTOMOTIVE SCULp· TURE by Bruce Crawford. 805-528-6240. CA. BRAKES sleeved and rebuilt: masters, wheels, clutch, slave, calipers, boosters and shoes relined, better than new; quick service; lifetime written warranty. WHITE POST RESTORATIONS, One Old Car Drive, PO Drawer D, White Post, VA 22663. 540-837-1140 www.whitepost.com TECH INFO: Exploded-View Part Diagram setsshow all parts. Pre-A 51 pgs-$14, 356-A 74 pgs$17, 356-B T-5/T-6 118 pgs-$23, 356B/C 114 pgs$23. Factory workshop manuals: Pre-A 250 pgs$45, 356-A 500 pgs-$65, 356B/C 900 pgs-$85..AII in 3-ring binders. Postage paid in USA. WebSite: http://hometown.aol.com/derwhite/Derwhites356Lit eraturePage. CHARLIE WHITE, 8639 E. Via de los Libras, Scottsdale, AZ. 85258 Ph: 480-367-8097 eves, Email: derwhite @aol.com JUST RELEASED! 3rd Edition of THE DIRECTO· RY (Resource book for parts, services & accessories for PORSCHES) MORE: CATEGORIES, SPECIAL PRODUCTS, PERFORMANCE ITEMS, DON'T WAIT 'TIL YOU NEED SOMETHING! ORDER NOW AND SAVE ON YOUR NEXT PURCHASES. Boxster to356s, easy touse, almost 300 pages, Web addresses, $26.95 & S&H, DRIVEN BY DESIGN at 800-366-1393 or email: drbydesign @earthlink.net. LOCKSMITH SERVICES Offering a full line offactory, non-factory and high security keys aswell 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 ofignition switches performed. Key accessories available, i.e. bulbs and batteries for light keys, fobs and pouches, etc. For info call: Tony Euganeo 610-461-0519. 501 Folcroft Ave. Sharon Hill, PA 19079 HONEST ENGINE Experience since 1965 in all areas of the 356. Specializing in street/high performance, concourse, vintage race engine a~sem bly 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 orwebsite / email atwww.honesteng.com. PREVIOUSLY UNAVAILABLE PARTS: Acrylic green replacement sunvisors for '51-'57356. Rivets and directions included. $60/$5 S&H. TOM KINKAID, 262-249-0577. N-1545 Linn Pier Rd., Lake Geneva, WI 53147. r: 69 Ken Kamstra Editors Note: Ken Kamstra's book "It 's OK to t ote YOllr Car " is based on the findings of Professor Erhart von Geernoggin, who discovered the "Auto Erotic Gene." Certain individuals have been found to carry the gene, a syndrome called Auto Erotic Dependency, or AED. "Carriers of the gene could be expected to spend inordinate amounts of time and energy- not to mention money-bestowing affection on their favorite vehicle or even several vehicles," states the book's first chapter. Ken, whose AEDhad been evident since childhood, writes here about his first sports car-a B Roadster-and the adventures of acquiringand driving it everyday. As a special deal for356 RegistT)' readers, this book canbe orderedforonly $24.9; with FREE shipping from mf:.A SHELF: Call Toll-Free 877-283-3379. ancine was convinced; certain that God took a dim view of man's inclination to indulge his baser desires. Desires like strong drink, frivolous sex and self indulgent worldlygoods. "That Porsche has to go!" she proclaimed with an air of authority that only wives can voice. Even young, newlywed wives. Francine and Bernard had been married onlya few weeks. Still, there was no question about who wouldbe wearingthe pants in this family. Not cleansed of all impure thoughtsmyself, the image of Francine wearing-or not wearing- pants conjured up some shameful lust in mymind. Francine stood at the kitchen stove in their immaculate trailer house. She was brewing coffee for me and her obviouslyobedient hubby. Her tight-jeans-cladderriere suggested to my prurient mind that Bernard would not be foregoing all worldly pleasures. But the Porsche was not to be one of those pleasures. Forthis couple, life would be dictated bystrict, born-againChristian principles. Wherever there was wall space in their compact trailer house, another portrait of Jesus looked benignly down on us. 1tried to discipline my mind to only the purest, most pious thoughts. Bernard, a shy, gangly youth, said very little as we sat at the cozy table filling out papers that would transfer his once proud possession to me. As he filled in the information-in what must have been agonizing moments-I thought back to the tiny want ad that hadcaughtmyeye just the day before. The ad read: For Sale: Near new Porsche 3568 convert ible. 2300 actual miles. Must sell. Please call 987-6543 after 5. To me the ad screamed: ATIENTION, KEN KAMSTRAI YOUR PORSCHE HAS JUST COME INI Bernard wrote. 1drooled. The Jesus-taunting, orange-red Porsche convertible sat just outside, framed in the picture windowthat is standard equipment on everytrailer house ever built. 1knewabout trailer houses, later to becalled "mobilehomes." My newlywed years had been spent in one; 18 feet long and well used. There were another ;0 or so nondescript trailer homesin the trailer park. Bernard's was the onlyone with a brand new 3;6 Porsche parked next to it. Bernard-trying to prove he had balls even though he was about to surrender his Porsche-demanded something close to new list price: $3,600. No problem. 1had already worked it out with the bank; Bernard got my check. Sin was cheaper in 1961.Class-envy-batingpoliticians hadn't yet invented the "luxury tax,' gas guzzler tax or license plate fees based on how much you paid for your wheels. My state of mind was nearing irrational, babbling euphoria. I could only imagine what Bernard's state of mind must have been. Poor Bernard-Francine called him "my Bernie"-had only driven the Porsche from the Port of Entry in New Jerseyto St. Paul's east side. America was not dotted with Porsche dealers in 1961; buyers had to order them imported. For Bernard's sake, I hoped every mile he drove from NewJersey had been pure ecstasy. Bernard was, after all, a fellowAEDaddict. Now the Porsche was mine. My first real sportscar ever.Afitting "companycar" for the fledgling, flamboyant Kamstra Communications ad agency; albeit an agencystill sharing space with the basement laundry room. Kicking and screaming on the inside perhaps, Bernard was nonetheless divesting himself of hedonistic, worldly possessions. I, on the other hand, was -belatedly at 3; -j ust entering an era where some serious automotive hedonism was within reach. It was a classic example of being in the right place at the right time. Bernardwas renouncing; Ken Kamstra was indulging and accumulating. Let Saint Peter judge me harshly in the Great Beyond, this beautiful fall day, 1was going to OVVl1 a real Porsche. Bernard followed me in the Porsche. I drove the Kamstra "family car," actually my "pretend sportscar," a Studebaker coupe, back to our home. This was a milestoneevent in mylife. I would, as the years of AED addiction unfolded, own other, more exotic, more expensive cars, but the thrill wouldn't quite measure up to this fi rst prize. When wearrived at my home, I considered parking the PorscheJewel in mydriveway, thentaking Bernard back to his trailer park in the old Studebaker. 1\'0. That would have been inhumane. Something one Auto Erotic does not do to another. "You drive me back. Maybe you can give me a few tips on how to handle her," I said with as much compassion as 1could muster. Bernard retained command of the magnificent red machine. 1 took the navigator's seat. He didn't offer any driving tips. In fact, neither of us spoke. Still, I thinkwe bonded somewhat. July/August 2001 47 Meanwhile, as I knew it would, the little Porsche would change my life forever. It would put an end to any chance that I might outgrow my AED aftliction. Fine with me; I didn't want it to end.Mimi, my ever tolerant Wife, might have hoped I would cometo accept a sensible station wagon like myAuto Immune neighbors, but she didn't push it. We did havesome rules: (I) mortgage payments, groceries and other necessities took priority over sportscar payments, (2) the Studebaker "family car" got the one garage stall. Rain, snow or sleet-standard fare for Minnesota - the356 would make its home on a strip of land besideour driveway. Reading this, new generation auto buffs might consider this sacrilege. I rationalized it as pragmatism; knowing how to live with an Auto Immune spouse. Not incidentally, a spouse who was also pretty, sexy and one helluva good cook. Even a seriously addicted AED has to keep some sense ofperspective. Besides, how was I to know the 356would onedaybea sought after collector's car. This was an era when new gullwing Mercedes sportscars or new Ferraris could be bought for under $20,000. Who knew-or cared-which cars would some day become classics. In truth, I was probably more Philistine than Porschephile at this stage in my life. "This was a milestone event in my life. Iwould, as the years of AED addiction unfolded, own other, more exotic, more expensive cars, butthe thrill wouldn't quite measure up to this first prize:' Just having car fun; compensating for decades of poverty. I got a late start. Later still because I was born at the wrong time "warwise"; Navy hitches in World War II andKorea before theage of30. My self pity for this life interruption was cut short when I realized that oldDoktor Ferdinand Porschefared far worse. He spent years in a French prisondungeonas part ofhis penalty forWorld War II. Nonetheless, hewas ableto create thefirst 356 Porsche and mastermind some of its evolution before his death in 195 I. Surely Ferdinand Porsche and his son, Ferry, were living examples of the positive good that cancome ofAED affliction. Surely, too, God couldn't have been totally displeasedwith their life long crusadeto bring so much auto eroticpleasure to so many. Now. Now, no matter how theserious Christians might scorn mybehavior, I was on a roll. And this littlePorscheragtopwas going to help meroll instyle. Smash thepedal; soothe thesoul! As the 356 daily fulfilled my AED cravings, I thought once more of Bernard and Francine. I genuinely hoped that someday Francine might relent. Maybe she would ask God to rethink his policy on Porsches. 48 Volume 2 5. Number 2 ~ e "morning after" brought nary a pang of conscienceor buyer's regret. The child within me tugged us to the front window of our modest home. There it was! It was nota dream! It was real! Myveryfirst sportscar! The little red "inverted bath tub," officially the Porsche 356BCabriolet. A momentary flash from somewhere in the memorybankofmybrain tookme back tooneofthe many "renter farms" of my childhood. My family's cashless existence meant that Christmas morning gifts often consisted ofa new pairoflong john winter underwear or other country living necessities. This Christmas morning was going to be different, filled with anticipation for me. When I was supposed to be sound asleep, 1hadsneaked to thehead ofthestairs and watched as my older brothers gleefully assembled a big red open touring car. The toymaybe 18 inches long and sporting rubber tiresseemed tofascinate them as much asitdidme. It was a wind up machine with tiny, battery powered bulbs in front for headlights. Lord knows where they came up with the money. It had to be for me; I was the only male Kamstra not present at the Christmas 'Eve assembly session. I knew it wasn't for my sisters; their tough luck. Mysix-year-old heartwas pounding. Could this have been an early symptom of AED? The next morning's unveiling-we didn't waste funds on holiday wrapping-was only slightly less rapturous than last night's anticipation. Long-john-clad family members-we didn't waste money on pajamas or bathrobes either-were gathered around the big, pot bellied "parlor furnace." I headed straight forthebig red car, bursting with joyous anticipation. Both headlights were broken and thegrill was smashed! Seems the car had been "drive tested" too thoroughly bytheKamstra assemblycrew. Too young fortact, I criedopenly andaccusinglyas I looked up at my older brothers. I wanted tosay, "you bastards!" They, too, had known few real toys in their childhood; and they were undoubtedly reliving their own childhoods as they "tested" the car last night. The car must have gotten away from them on one run. And, ofcourse, theymust have sacrificed or sold something to buy this one toy for skinny little "Kenny." That kind of compassion and understanding is foreign to a six-year-old. In minutes, however, I was enthralled with this my first toy car notfashioned outofcast off farm machinery. Myimagination hadalreadyconcocted death-defying crashepisodes that explained thefront enddamage. Now I was looking out the window at the real thing; and there was no former owner damage inflicted by Bernard. "Orange-red is a great color for catching the morning sun," I said to myself. And this was one Porsche that would be one with the sun. And with the wind and the rain and the first frost and theice and theinevitable snow. Home forthis Porsche-I dubbed it "Little Red" - would be a skinny strip oflandthat separated my driveway from thenext doorneighbor. He was an Auto Immune who drove a big, sensible Buick station wagon. Bought a new one everyother year. Had a high paying engineer's job and looked with scarcely concealed scorn on the outlandish promotional schemes I was creating for my clients. We became next-door-neighbor-friends. He was probably looking out his window about now and thinking "more damn foolishness." No matter how anyone viewed Little Red, a "'Dad; she said, continuing to tug at my robe until I putmy arm around her and we both gazed out at the gleaming new Porsche. She didn't have to say more. She knew about toys and the joys they bring:' garage-less outdoors would beitsoperational world. I suspected that oldFerdinand Porsche designed this car- itwas his first sportscar too- forunpampered, drive-'em-like-hell duty. As he master minded the evolution of the 356, he wasted precious little time engineering a heater that would actually keep the driverfrom freezingatthewheel. The good "Doktor" thought heaters were for wimps. Sun-baked California wimps might have given Little Red a less punishing existence. Sowould rich collectors who could pickand choose just the right kind ofdayto exercise a prizePorsche like mine. My Porsche was to bea companycar; a "work everyday no matter what" car. Economics dictated this philosophy for the present, but I would never rellnquish it. My "pizza case", art-carrying hallmark of any adman worth his salt, could be shoe-horned into the front cargo space, resting on the spare tire. This would be a car to inspire many a "Golden Ox" idea. Company caror whatever, I couldn't wait tofire it up. This was going to be sustained auto eroticism. Dr. Geernoggin would be pleased. A tug at my bathrobe snapped me out of my euphoria. This time, it wasn't my inner child. It was my real child. Eight-year-old Angela Dawn. We named her that because she was born at dawn and wejust knewshewasgoing to beanangel.One ofthe manyinjustices oflife is that kids must go through it with names conjured up by parental whim. At least we didn't call her "Chastity" or "Latrina." Angela loved early morning as much as I did. Her favorite toy was an "Etch-A-Sketch" we bought her for her third birthday; two dials and a screen on which to drawstuff. No computer wizardry; just twohanded talent. Every morning, she'd tippy toe out of bed to simultaneously watch cartoons and create ever more credible sketches on her magic art machine. So engrossed was she that she was oblivious to my entering the room. When I could, I would watch TV withher. "DudleyDo-Right" was our favorite. Angela never lost her inventive wonder as she matured to womanhood and ultimately her own studio, turning out books, games andart for kids. "Dad," she said, continuing to tugat my robe untilI putmyann around her and we bothgazed out at the gleaming newPorsche. She didn't have to say more. She knewabout toys andthe joys theybring. Daughter, Linda, at 13 was more inclined to stay in bed as long as possible before it was off to school. She was the more analytical one but nonetheless thrilled to have a Porsche in thefamily. Both girls had to find a way to squeeze into the laughable rear seats of Little Red. It was part of the price children pay when dad's AED affliction enters more advanced stages. Later in life, as a psychologist, she has been known to question whether AED is a legitimate disease or merely a manifestation of arrested adolescence. I say who is she to question the legendaryDr. Geernoggin. Little Red and I became inseparable. Not a surprising statement when you consider we went everywhere together. Hustling, I had long ago learned, is the key to business success and an absolute necessity to supportinga family. Little Red made hustling a lot more fun . The sun was just peeking over the rolling hills ofsouthern Minnesotaas RedandIwere making our way to \isitthe Maytag folksin Newton,Iowa. Maytag, ofcourse, was a big, famous, international company. Still, I found them to be just folks in a small town. Dependable products that would never let you down was their thing. You could sense it as you walked through the plants and chatted in the unpretentious offices of the marketing, sales and advertising people. Their way of portraying this dependability to the worldwasand is one of the most simply brilliant communications concepts of all time. Who hasn't sympathized with the "lonely repairman" bored to tears waiting in vain for the service call that never comes. Who among the world's advertising great would not secretly admit that - faced with the same opportunity - theymight have opted to try to explain the superior inner mechanics ofMaytag machines. "Wish I hadthought oftheMaytag repairman!" I shouted into the wind rushing over my top-down chariot. Nonetheless, I had convinced Ma}tag to hire me for some oftheir sales promotion projects. Less glamorous and high profile than worldwide ad campaigns, buta pleasing and profitable addition to the Kamstra Communications clientlist.Just because my headquarters were of the home basement variety, was no reason not to seek out the biggest and best clients. I was determined not to become one of the nameless, faceless free lancers frittering away their lives on no-name, no-challenge clients. Red and I were going places. We would take the back roads but never the lowroads. Truth is, out of town clients always received an extra measure of attention from me. Simple AED logic. These were Porsche-intensive clients. The road to Newton, for instance- depending on which of my specialroutes I chose- was a bit under or just over 300 miles of Porsche paradise. Roller coaster hills, "S" curves, fun roads. Roads whereyou could stake outthe best home made pecan rolls andcoffee. One hadto start out well before breakfast to reach Newton "the creative way" andstill be on time fo r a late morning meeting. Little Red topped out at a mere I00 mph, butit got the job done. We had just mounted one of the more gut satisfying hills when it hit me. "The Prairie Rambler! Yee Haaaal" Red stayed glued to the blacktop, asking from me only an occasional flick of the steering wheel. Gave me time to think. Had I reincarnated the "Prairie Rambler" concept; the one abandoned at birth in Huron, South Dakota?Could it be that ideas continue to germinate and evolve in the recesses of the mind without conscious involvement of the mind's O\\1Ier? True, I was no longer a journalist "Millions of miles of soul-satisfying back roads beckon the AED's among us. This addict was rapidly learning how these roads can lead to both fun and profit:' roaming the Dakota prairies in search of human intereststories. But, damnedifIwasn't rollingacross Minnesota/Iowa prairies seeking out potential business success stories. "Humaninterest" storiesof humans who were trying their best to beat the hell outofcompetition. And I was trying to help them do just that. For me, it was far more rewarding to involve myself in the outcome of stories than to merely observe and report them. Most important to my struggle to live with AED, I held onto "my space." Found a way to make a living - a darn good living without surrendering to corporate confinement. I had escaped the employee regimentation that is an essential part of operating a business or any other kind of institution. I was doing my 0\\11 thing. Doing it my way. Administering to my AED aIDiction. I could go anywhere, anytime so long as I brought home the baconand a fewextra bucksfor the bills. Millions of miles of soul-satisfyingback roads beckon the AED's amongus. This addict was rapidly learninghowthese roads can leadto bothfun andprofit. It's not always easy fun . You satisfy-hopefully enthuse-clients or else. "Else" being a return to more conventional, payroll-dependent work and maybe week-ends-onlycar buffery. I was building an impressive roster of clients who liked my unconventional-but-profit-logical approach. With each successful project, it seemed more certain that this maverick could roam free andstill be accepted, even welcomed, as a source of valuable business counsel andservice, The folks atMaytagusuallyliked my ideas. They even put me on the coveted mailing list for blue cheese from Maytag Farms. My day had started at 5; the drive back would be long butfun but deciphering my client notes wouldn't. It would be another one of those I6-hour days; maybe 17. Not easy, butright then Iwouldn't trade jobs with anyone. Not even Maytag's CEO in thebig corner office. Little Red, the weight of its hefty little engine bearing down on its rear wheels, turned out to be a pretty good snow car. Even after the indignity of a night parked in oil-congealingcold, it would usually start with a couple of gruntingturns ofthe starter. One day, December 3I, 1963 to be exact, Red and I were up and off early, making our rounds of client calls. December was always a panic month. Not holiday parties; pressure. Through summer and fall, many clients couldn't or wouldn't get serious about the comingnewyear. "I wake up New Year's Day and I am already "behind fo recast," as one of mymanysales manager friends remarked. Nonetheless, December was always the month whenclientsandtheir service agencies paid the price for earlier procrastination. What's more, many clients were sweating out the loss of promotional budgetsifthey lapsedinto thenew year unspent. The major year-end challenge for most was the traditional January sales meeting. The ritual that brings together regional, national and even international sales fo rces. Much conviviality, too much booze, too many dull speeches, grandiose "new/improved" product introductions and more. Often, these meetings would take place in warm places, even cruise ships. It was management's way of simultaneously expressing appreciation for last year's efforts anddemonstratinghow good life canbe forthesuccessful salesman. These events were my specialty; a specialty most conventional ad agencies were happy to relinquish as one big painin the butt that was better done by someone else. I enjoyed the work. Liked tying it all together under one theme. "We need a mission not just a motto," I would implore them. More and more, motivation intrigued me. It was the "X Factor" in human performance which in turn became the "X Factor" driving some companies to leave their bewildered competitors in the dust. I liked to think my interest in the subject was intensified by my personal battles to overcome poverty and a self-inflicted lack ofeducation. Sales-related programs were thebackbone and the bread and butter of fledgling Kamstra Communications in those early years. Two of my favorite prejudices were (I) that every copywriter should begin his career as a what-in-the-hell-is-thestory journalist and (2) every aspiringagencyshould have first hand knowledge of the real world selling process. "Nothing happens until somebody sells something!" Whoever first said that nailed it.Because most client management understands this principle, they always have money tucked awayfor stimulating sales. "Agencies of record" never got their hands on these bucks, but I did. Ah, the life of a sales motivation maverick. Funding, yes. TIme, no. Fromstrategy meetings to finished product was a torturous ordeal. Everything needed to be done: speech writing, audio visual blockbusters, pre-and-post-meeting mailers, sales literature, sales aids and on and on. Little Red and I criss-crossed the Minneapolis/St. Paul "Twin July/August 2001 49 Cities" urging artists and myriad graphic arts craftsmen to workfaster.Chastising, pleading, paying overtime. Whatever it took to meet deadlines. And then it was the final dayof the final month of December. As always, there were some programs and pieces yet to be put in the hands of waiting clients. Clients anxious for their programs and for departing flight schedules that would give them a break from Minnesota frigid to golfcountrywarm. New Year's Eve was only hours away. Forecasterswere predicting temperatures that might plummet to 30 belowthis night. Windchills could hit 50 below!Theseare thetemperatures that canfreeze human flesh in under five minutes. Minnesota Rule One: don't get caught outin this stuff. Little Red had performed magnificently every day that I owned her; and today was no exception. The 356 "healer" didn't affectfreezing temperatures inside the car. It did clear a grapefruit-sized arc in the frosted windshield, permitting cautious forward navigation. Winter days like this triggered in me a grudging envy of Auto Immune motorists who sailed by in their over-sized, toastywarm Detroit iron. The envy was onlyaggravatedbythe stark awareness that onlyan idiot or an AEDaddict would tryto maintain a sports car enthusiast's lifestyle through Minnesota winters, I would, of course, never reveal these thoughts to anyone. Neither would I confess to any client that I might covet their expense-accountfunded escape. Sometimes, I was Invited to come along butusuallythat privilege was reserved fortheir "real agency" whose head honcho would give a speech intimatingthat he had someidea ofwhat was goingon. I wasn't going to Florida butI was goi ngto the bank. It had been a good year for my little, onemaverickshop. These thoughts warmed my brain but did nothing for my shivering body as I trudged back to Little Red, waiting for me in the client parking lot. It was late; coming on 6 p.m. Employees and "vendors"- I hated being called a "vendor"- had mostlyvanished. Little Red looked forlorn and out of place sittingalone as powderysnowwhipped around it. Soon, though, its little four-cylinder heart would be doing its "plugga, plugga" beat again and we would be heading to a warm house, even warmer hugs from Mimi and the girls and maybe a cool Scotch-or two-b efore dinner. And who knows what other delights of domesticity before this New Year's Eve was over. The Porsche door creaked and cracked as I opened it. In this temperature, everything turns brittle; even people. I shut the door against the cold. Atwist of the key and wewould be on our way. The client-to-client marathonwould be over for this year. Atwist of the keyand. ..nothing! Nothingbut a sickly "errump.errump" followed by an all too familiar "click, click" of a frozen battery telling me "I just ain't gonna' takeit anymore!" These are the sounds that strike terror in the heart of even the most hardened and dedicated Minnesotan. Now what?Would mycareer and mylife end in this ignoble manner? Car phones didn't exist then at least for me. From a nearby pay phone I 50 Volume 25. Number 2 relearned what I already knew: when temperatures head for 20 or 30 below, every towing service, cab company or other source of rescue is swamped. Help, if any, is hours away. Time enough for flesh-and bone-to freeze quite solid. Just then, a lumbering tow truck drove into view, heading right for me and Little Red. A thoughtful, life saving-an d free-service provided by my client for employees and vendors alike. I was towed to a nearbyservice station. Help at last! I was saved! Soon the two teenagers manning the station would compassionately push Little Red into one of their warm service bays. Red would be thawed outin no time and we'd be offfor home. "No way!" said the teenager without a hint of empathy for a fellow human in need. It was pointed out in compassion-less terms that manyother fro zen cars- cars owned by regular customers-would be thawed out ahead of mine. "But they're not here. They're already home enjoying their New Year's Eve! I have to get home. Please!" I was whimperingand begging now. I hated people who do that. Besides, I was being ignored. young driver didn't know that, of course. Alook of sheer terror crossed his face as I slid into the seat beside him. "If you can't take me home, at least take me to someplacewarm," I said trying to explain my plight but making it clear bymytone ofvoice that I had no intention of taking no for an answer. I wasn't leaving his car until my chances for survival had vastly improved. Fear obvious in his voice, he mumbled something about having a New Year's date. Then we were off. Ten minutes later, we pulled up in fro nt of what he said was his girlfriend's house, insisting he must explain to her whytheir date would be delayed. Seemed a reasonable request to me, especially since it was, after all, his car. Still, I wondered. Would he come chargingout with a bunch of his full-back sized buddies? Would they beat me up and throw me in a snow bank to freeze after all? Or mighthe call thecops and tell'em he's holding a "car jacker." It seemed an eternity until the young man returned. Alone. He asked for more completedirections to myhome and you could "We close at eight and that's just 20 minutes from now," the teen-in-charge said, annoyed by my presence and my persistence. "You'd better call a cab." These young men bore no resemblance to the crisply uniformed, always smiling, always helpful attendants portrayed in oil company ads. Theywere closing; theyhad New Year's parties coming up. This was my problem, not theirs. Cab companies had ceased to answer their phones, even to tell you there was no waythey could help. Fear and panic set in. I could freeze to death huddled next to my beloved Porsche and nobody in this station would reallygive a damn. AutoImmunes! Just then a well dressed young man pulled up to the pumps forgas. He was alone, slight ofstature. And he had a nice warm car that was running and had plenty of room for a passenger. I decided it would be me. Opening his passenger door, I stood there; all 6 feet, 200 pounds of me. My oversized mustache hung with ice and so did my attitude. No longer the skinny guy of my youth, I looked like I could hurt somebody if I chose to. I never have hurt anyone even in myshort lived stint at boxing in the Navy. The have heard my sigh of relief across town. Afew miles later, we pulled into my driveway. Never had my home looked so sweet. I thanked him profusely and apologized for intruding on his evening. Then I handed him all the money I had in my wallet, twenty two dollars. 1\venty bucks was more serious spending money in 1963. 1 hoped he would spend it on his girlfriend. She probably dissuaded him fromcallingthe cops. I sometimes wonder how many times he has retold andembellished the story ofthehulking, halffrozen brute who took command of his car. As the warmth of my home thawed body and brain, while the Scotch warmed my insides, I feltan extra appreciation that I would live to see another year. During the night's ordeal, visions of my clients winging their way south, rehearsing the words of speechesI had written whileI froze to deathin some crummy service station did stir some resentment. Totally unfai r and irrational resentment, since they paidme well, but resentment justthe same. Sip by sip, the Scotch washed the resentment t: - ~- . -. away. Happy NewYear! ~ • Zimcre__ eDeaz www.allztm.com Sign up for our Email Newslette r • ONLINE CATALOG • SECURE ORDERING • SPECIALS ENGIN E PARTS F ILTERS Air. 356. wi Zenith 32 NDIX carbs 7.99 31.75 Air. K&N 356. wi Zenith 32 NDIX carbs Air. K&N assembly 356. wi Zenith 32 NDIX 49.95 59.95 Air. K&N assembly 356. wi Solex 40 PII Oil. 356. 912 all. MAHLE wlgoo d gasket 3.99 Fuel , 356, 912 all, 5 & 7mm universal .89 Fuel, 356. 912, K&N.5 & 7mm universal 3.49 PERTRONIX IGNITOR ELECTRONIC BREAKERLESS IGNITION "Never change points again!" NOW IN 6 VOLT MODELS CALL FOR CUSTOM KIT PRICES MISC E LLAN E O U S 2.99 Rod Nut. 356, 912 all 25.50 Flywheel Gland Nut. 356. 9 12 all 11.50 Engine to body Seal. 356 from 49.95 Ring Set. 356 most models 25.95 Pushrods. 356. 912 Pushrod Tubes. 356. 912 set of 8 $79.20 Cam, 356, 912 all. stock. new hardened 264.95 9.50 Oil Lme, 356. 912 all. inlet or outlet line Generator Pulley Half. 356, 912 all 8.95 3.00 Generator Belt. 356, 912 all 59.95 Oil Cooler, 356, 9 12 all Fuel Pump Rebuild Kit. all 356 to 9 12 from 25.95 from 9.95 Carb Rebuild Kit. 356. 912 COLL E CTI B L E S 356 TUB CLUB CAR BADGE 356 "THE POSTER" 35.00 5.00 ENGIN E ELE C T R I C A L Bosch Spark Plug W6BC OR W7BC 1.75 Bosch SPark Plug WR7BP 2.95 Tune Up Kit. 050 Dist. cap. rtr, pts, cond 22.00 Tune Up Kit, cast iron Dist.cap. rtr, pts, cond 29.75 Tune Up Kit. alum Dist. cap. rtr, pts, cond 27.25 Coil. 6 volt 29.95 Spark Plug Wire Set. 356. 912 all 28.95 Bosch 6 volt Starter. remanufactured ex 140.50 Bosch 6 volt Generator. remanf ex 178.95 8mm Co lor ed Ignition Cable Sets Cu st o m Made • High performance A NY COLOR SET $32.00 12 VOLT CONVERSION PARTS 356B thr u C T-6 12v Convers ion Wiper Motor ex 246.95 Transistorized Voltage Reducer 12v to 6v (wipers) 39.95 Transistorized Voltage Reducer 12v to 6v (gauges) 59.95 Resistors for Relays 6.95 12 volt Hella Horn s, dual horns , original style pair 69.00 12 volt Coil, Bosch Blue 23.50 12 volt Optima BaUery, Newest Spiral Cell Design 149.95 ZIMS TOOL BOX Carb Synchrometer Mity Vac Brake Bleeder Pressure Type Brake Bleeder 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 41.95 19.50 41.95 19.25 14.95 NEW! MUST HAVE! MECHANIX GLOVES WORN BY PROFESSIONAL PIT CREWS EVERYWHERE • PROTECT YOUR HANDS • MAINTAIN DEXTERITY CALL US TOLL FREE '·800·356·2·964 NOW OPEN SATURDAYS 9-1 C.T. HIGHEST QUALITY PARTS FAX# 8 17 5 4 5-2 0 02 email: [email protected] o Kendall MOTOROIL POUR IN rNEPRMECTION : B~~H ~ Bosch Auth~ri zed Servic e S U S P E N S I O N P ARTS Front Axle Unk Pin Rebuild Kit 26.00 German Unk 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 BRAKES Brake Shoes. 356 all drums. rebuilt ex 24.95 Master Cylinder. wl drum brakes 94.50 German Wheel Cylinder Kit 9.95 105.00 Front Wheel Cylinder. drum brakes 56.95 Rear Wheel Cylinder. drum brakes Brake Pads. disc brakes. Frt or Rr from 19.95 NEWEST Competition "C-Tech" Pads 55.95 Caliper Kit. 356 C. Frt or Rr 11.95 Front Rotor. 356C 41.95 Rear Rotor. 356C 64.95 30.95 Master Cylinder Kit. 356 wi disc brakes Master Cylinder. wldis c brakes 69.95 E N G I N E REBUILD KITS Our Standard Rebuild Kits contain standard main and rodbearings. complete gasket set, rod nuts, valve guides, and rings, STANDARD KIT fr om 5360 • EVENTS CALENDAR CLUT CH KITS Ki ts in clude Disc , Pres sure Plat e an d T.O Bearing 356 A. 180 rnrn, not O.E. 356 A. 180 rnm, German 356 A. 180 rnrn, Spring Disc 356 A. 180 rnrn, heavy duty 356 A. 180 rnrn, German Spring Disc 356 B. 180 mm 356 B or C. 200 mm 70.00 123.00 82.00 175.00 137.00 279.00 375.00 BRAKE HOSE KITS 356A. Braided Stainless 42.50 356A. Braided Stainless. DOT Approved 62.95 356B or C. Rubber 39.80 356B or C. Braided Stainless 42.50 356B or C. Braided Stainless. DOT Approved 55.50 CHEMICALS I CAR CARE ATE Blue or Gold Brake Fluid. 1 liter 9.50 Swepco 201 GL5 Gear lube. 1 gallon 35.04 Lexol Leather Cleaner or Conditloner.t /Z liter 8.49 Lexol Vinylex vinyl and rubber care. 1/2 liter 8.49 P21S Wheel cleaner. 1 liter 18.50 Klasse German All in One Polishl Wax 24.95 Klasse German SealanVGlaze 18.95 Klasse German Wheel Cleaner 13.95 Zymol Carbon. "Ultimate Car Wax" 35.95 Zymol HD Cleanse. Pre wax prep 15.95 Zymol Clear Auto Bathe 15.95 Zymol Field Glaze 16.35 Stoner Tire Shine 5.99 Stoner Speed Bead Introductory Price 10.99 DUETOCURRENCYFlUCTUATlONS PRICESMAYCHANGEWITHOUT NOTICE MINIMUM ORDER 520 AUTOTECHNIK PORSCH E SPECIA LISTS NO CREDIT CARD SURCHARGE SAME DAY SHIPPING iia. IZ' :II~ 1804 RELIANCE PARKWAY • BEDFORD, T EXAS 76021 • (817) 267-4451 Zims Autotechnik is not affili ated with Porsche AG or PCNA ® Registered Trademark of Dr. Ing. h.c. F. Porsche A.G.