Porsche 356 Registry

Volume 42, Number 3 • September / October 2018

Upcoming ...... 6 Miscellany Gordon Maltby ...... 8 President’s Letter Curt Dansby...... 10 Monterey Car Week 2018 Prescott Kelly ...... 12 Students of the Marque Mike Sarli...... 22 NW Bullsession Rick Danielson...... 24 The Denzel Niedernhofer, Perrin...... 44 The Private Life of 356-001 Karl Ludvigsen ...... 28 Barn Finding Adam Wright...... 52 Le Mans Classic Hugo Sheers...... 34 4-Cam Forum Joris Koning ...... 56 Don’t Restore That! Sean Cridland...... 38 Luftgekühlt Great Britain ...... 58 356 Club Concours Rex McAfee ...... 42 A Convertible D / GT Tony Singer ...... 60 S Years Ago Jim Perrin ...... 62 Tech Nique: Shifter Noises Paul Christensen...... 64 It Might Be The Shaft Bruce Smith ...... 68 Net Worth Sebastian Gaeta ...... 70 Tail Lights: Matching Numbers? Ray Morgan ...... 74

Cover: Chip Perry’s coupe at the PCA Ozarks Parade by Bruce Sweetman

This page: Jim Roten in his 1957 T-1 sunroof coupe through the Corkscrew at Laguna Seca, his grandson in the passenger seat. Photo by son Mike during parade laps at Rennsport Reunion V. Regional 356 Clubs - Americas European 356 Clubs

U.S. WEST U.S. MIDWEST Porsche 356 Club Deutschland e.V. 356 Club, Southern California 356club.org Group 356 St. Louis Region Heinrich Besserer, Wilhelm-Beck-Str. 21 Gary Dunavan, Mark Todorovich 314-444-1962 88662 Ueberlingen, Germany, 0049-171-4165707 4865 Via del Corral, Yorba Linda, CA. 92887 [email protected] [email protected] 714-326-5526 [email protected] www.Porsche-356-Club-Deutschland.de Midwest 356 Club www.midwest356.org 356 California Alta Region Club 356car.org Eric Smith 708-870-1403 356 Register of Porsche Club Great Britain Kim Nelson 2771 Ponderosa Road Fred Hampton, [email protected] Shingle Springs, CA 95682 [email protected] 916-337-7716 [email protected]. Wisconsin 356 Club Registro Italiano Porsche 356 California Central Coast www.CCC356Club.org Tom Spiegel 414-425-5584 Roberto Bertaccini Martin Howell 10110 W. Bunny Ct., Hales Corners, WI 53130 www.registroitalianoporsche356.it PO Box 457, San Luis Obispo, CA 93406 [email protected] 805-544-5389 Fahr North 356 Porsche Club de France Phil Saari, 651-484-0303 [email protected] [email protected], 356.typepad.fr 356 Group Northwest 356groupnw.org 649 Arbogast St, Shoreview, MN 55126 Rick Danielson, P.O. Box 184, Graham, WA. 98338. Porsche Classic Club Austria 253-279-4922. [email protected]. [email protected] 356 Motor Cities Gruppe www.356mcg.com Barbara Skirmants, 3359 Kings Mill Road Sierra 356 Club Porsche 356 Klubb, Sverige Barry Fleischer, 25 DeAnza Drive, Reno, NV 89511 North Branch, MI 48461 810-688-2059 775-853-0826 [email protected] Mikael Marin, Majvagen 25, S-167 52 Drei Staaten Gruppe Bromma, Sweden www.porsche356klubb.se

Rocky Mountain 356 Club www.dreistaatengruppe.com. Carl Iseman Porsche Classic Club Luxembourg www.rockymountain356club.org 3206 Golden Avenue, Cincinnati, OH 45226 [email protected] Chris Carlston, 720-456-5601 [email protected] 513-702-0624 [email protected] Porsche 356 Club Schweiz Mountainland 356 Club Ohio Tub Fanatics [email protected] Frank Baumann, www.porsche-356-club.ch Edward Radford, 1568 Connecticut Dr. Richard King 330-678-6259 Salt Lake City, UT 84103 1500 Fairchild Avenue, Kent, OH 44240 356 Stammtisch in South Germany 801-521-7330 [email protected] [email protected] U.S. SOUTHWEST Hawaii 356 Owners Group Arizona Outlaws 356 Club Rick Woltz, 719 N. Kainalu Drive, Kailua, HI 96734 Porsche 356 Klubb Norge Steve Proctor, president (520) 419-0359 Postboks 20 NO-3521 JEVNAKER 808-262-5417 [email protected] 7330 E. Wikieup Circle Tucson, AZ 85750 [email protected] U.S. SOUTH [email protected] az356outlaws.org Southern Owners Group www.356sog.org Porsche 356 Club Nederland Dennis Jones [email protected] Tub Club (Dallas - Fort Worth TX) Hendrik Stark, Chair, P.O. Box 5356, Atlanta, GA 31107 404-432-1450 356tubclub.org George Maffey Henk Schotanus, membership. 940-597-1236 [email protected] Braeckweg 14, 6732 GA Harskamp, Netherlands. Tennessee Tubs (on facebook) [email protected] Nate J. Greene 1018 Chancery Lane Lone Star 356 Club 281-277-9595 Nashville, TN 37215 [email protected] Mark Roth, 3010 Fairway Drive Porsche Club Classic Belgium Sugar Land, Texas 77478 [email protected] Thunder Road Tubs Jim Johnston Knoxville, TN [email protected] 281-491-1325 [email protected] Porsche Classic Club Danmark Florida Owners Group 356fog.com Zia 356 Vestergade 83, DK-8000 Aarhus C Alan Winer, 8311 C.R. 208, St. Augustine, FL 32092 David Gensler,25 Davis Loop, Placitas, NM 87043 [email protected] 904-436-5085 [email protected] 505-247-0234 [email protected] Club Porsche 356 Espana U.S. EAST CANADA [email protected] Potomac 356 Owner’s Group (DC area) Maple Leaf 356 Club of Canada Mike Kieley Sandy Kemper, 517 Dartmouth Ave. Asia-Pacific Clubs Silver Spring, MD 20910 301-585-0897 P.O. Box 220, Rockwood, ON Canada N0B 2K0 [email protected] 519-856-1232 [email protected] Australian Porsche 356 Register PO Box 277 Port Melbourne, Vic 3207 Australia 356 Mid Atlantic MEXICO Porsche Club Mexico A.C. www.356.com.au Dan Haden, 715 St. Andrews Road [email protected] Philadelphia, PA 19118 [email protected] www.porscheclubmexico.com.mx 356 Down Under (New Zealand) c/o Porsche Club NZ, Inc. 356BURGH (Pittsburgh, PA) PO box 34-356, Birkenhead, Auckland 0746 www.facebook.com/356Burgh www.porsche.org.nz

356 Southern Connecticut Register, Ltd. Porsche 356 Club of Japan Ed Hyman, Box 35, Riverside, CT 06878 [email protected] [email protected]

Typ 356 Northeast www.typ356ne.org Africa Peter Venuti, President Porsche 356 Register of South Africa [email protected] [email protected]

4 Volume 42, Number 3 • Porsche 356 Registry Club Officers Trustees Membership Questions? Jeannie Macaluso, Secretary View and update your profile at ([email protected]) To email any trustee, use www.Porsche356Registry.org 10177 Swallow Ave, Fountain Valley, CA 92708 firstnamelastname@ Email: [email protected] 714-962-2875 porsche356registry.org Phone: Membership hotline: 651-433-0165

Fred Nielsen, Treasurer Debbie Cooper Insurance Mail: P.O. Box 356, Stillwater, MN 55082 USA ([email protected]) 1148 Saint Finegan Drive, 2690 NW Nightfall Circle, Bend, OR 97701 West Chester, PA 19382 484-437-9779 Digital Staff

Greg Bryan, Talk List Moderator Curt Dansby, President, Website Coordinator News, Talk List, Classifieds, Tech articles ([email protected]) Website www.Porsche356Registry.org 1644 Maryland Ave. Rhys Haydon, Classifieds Moderator Charlotte, NC 28209 ([email protected]) 704-231-9720

Eric Cherneff, VIN Database Manager ([email protected]) Bob Garretson Chase Robinett, Social Media Manager 6412 Lancaster Drive ([email protected]) Warrenton, VA. 20187 209-604-5518 cell Make sure we have your Magazine Editorial Staff E-Newsletter current email address.

Gordon Maltby, Publisher ([email protected]) Frank Hood, Media Facebook facebook.com/porsche356registry 10708 Forest Run Dr. Mary Skamser, Membership ([email protected]) Bradenton, FL 34211 P.O. Box 356, Stillwater, MN 55082 727-564-7327 Phone 651-342-1524

Greg Bryan Electrical ([email protected]) Jim Johnston, Vice Pres. Paul Christensen, Tech-Nique ([email protected]) 493 Cherokee Blvd. Knoxville, TN 37919 Instagram porsche_356_registry Sean Cridland, Features Writer / Photogapher 334-740-0839 ([email protected])

Sebastian Gaeta, Net Worth 356 Goodie Store ([email protected]) 734-662-4288 Felix Macaluso 4070 Brookview Ct., Ann Arbor, MI 48108 10177 Swallow Ave. Diane Morrill, 831-375-4442 ([email protected]) Prescott Kelly, Columnist Emeritus Fountain Valley, CA 92708 ([email protected]) 714-962-2875 The opinions and statements expressed in Porsche 356 Registry mag- Joris Koning, Four-Cam Forum azine do not necessarily reflect the views of 356 Registry, Inc., its ([email protected]) trustees, officers or the Publisher. Technical data and procedures described herein are the opinions of the authors and carry no claim of Gerald McCormick Jim Perrin, Club Historian authenticity or suitability for a particular purpose from 356 Registry or 1833 St. Ann Street the Publisher. Any procedures described herein are carried out at the ([email protected]) 614-882-9046 reader’s own risk. PORSCHE®, the Porsche Crest Design®, 356™ Jackson, MS 39202 601-918-7949 and the distinctive shape of the PORSCHE® 356™ automobile are Everett Anton Singer, Porsche Posters trademarks of Porsche AG. Publisher reserves the right to edit or refuse ([email protected]) publication and is not responsible for errors or omissions. No part of Porsche 356 Registry magazine may be reproduced in any Bruce Smith, Technical Writer form without the express written permission of the publisher. ([email protected]) Copyright ©2018 by Porsche 356 Registry, Inc., P.O. Box 356, Stillwater, MN 55082. Produced and printed in U.S.A. John Hearn, Contributing photographer ([email protected]) Porsche 356 Registry magazine is the official publication of Porsche 356 Registry, Inc., an organization oriented exclusively to the interests, needs and unique problems of the 356 Porsche automobile owner and enthusiast. The mission of Porsche 356 Registry, Inc. is the perpetuation Bruce Sweetman, Contributing photographer of the vintage (1948-1965) 356 series Porsche through Porsche 356 Registry magazine and internet forums for the exchange of ideas, experiences ([email protected]) and information, enabling all to share the 356 experiences of one another. Porsche 356 Registry, Inc. is a non-affiliated, non-profit, educational www.brucesweetman.com corporation, chartered under the statutes of the State of Ohio. Subscriptions are available only to members. Membership dues are $45 in the USA, which includes a 6-issue annual subscription to Porsche 356 Registry magazine, $55 in Canada and Mexico, $65 to other outside-USA ad-

dresses. All rates are in U.S. dollars, checks MUST be drawn on U.S. banks. Visa, Mastercard and Discover are accepted. An application form Adam Wright, Mr. Barn Finder for membership is available in this magazine, or you can easily join or renew online at www.Porsche356Registry.org. Paper applications/re- [email protected] newals with checks should be sent to Porsche 356 Registry, PO Box 356, Stillwater, MN 55082 USA

Ted Zombek, Contributing photographer Porsche 356 Registry magazine (ISSN 10666877) is published bi-monthly for 356 Registry, Inc. by RPM Auto Books, P.O. Box 356, Stillwater, ([email protected]) MN 55082. Periodical Postage paid at Stillwater, MN and additional mailing offices. First Class Postage paid at Stillwater, MN and additional mailing offices. POSTMASTER: Send address changes to PO Box 356, Stillwater, MN 55082. email: [email protected].

www.Porsche356Registry.org • September / October 2018 5 In the MAIL

An Early Outlaw rt Stange had an independent Porsche Arepair shop in the Palo Alto/Mountain View area for many years. One day around 1966 a local guy came in with his Carrera GT Speed- ster (which I owned a couple of years later). He had made an engine swap, plus a lot of other work had been done on this ex-race car. He said, “Art, come out and take a ride with me. I Singer photo Tony want you to hear my engine, it's cutting out To help celebrate 70 Years of Porsche, 356-001 was at the Quail in Monterey during Car Week in August. There badly at around 4000 rpm or so.” Art did go was some confusion about whether this was the “real deal”, as news of a recently-constructed “clone” circulated for that ride, but had to yell at the owner to during the week. See page 28 for a background story on the original Porsche, and the scoop on the “show car” “Back Off!” The owner did so, and asked why. built to replicate what 001 looked like when it was new. Coverage of most of the events at Monterey, Carmel and Art told him, “Your car isn't cutting out when Pebble Beach begin on page 12. it's going over 4000, you're actually turning 8000!” Some of the cars had a 2:1 reduction! By the time I purchased the Carrera Club Notes for Members Speedster, the owner had been running an Elva Porsche 1700 flat fan engine in it. The Speed- New membership phone number ster had been extensively lightened. For exam- Beginning in late October, Membership Director Mary Skamser will be moving her office ple, the front and rear hoods and doors were and the direct phone line to her will change. The new number is 651-433-0165. All mail each a fiberglass shell with no bracing, and held should continue to be addressed to PO Box 356, Stillwater, MN 55082. The email address in place with small screws. To get in or out you for membership [email protected] will not change, only the phone just hopped over the door. Not only was the number. windshield wiper motor and linkage removed from the car, but the bracket it mounted on was New editor to be announced cut away. It had a low plexiglas windshield and The club has a new editor / publisher, chosen after careful consideration by the search the fenders were flared. It had Spyder committee described in Curt Dansby’s column last time. A formal announcement will be made steel/alloy wheels on it. At the time I thought the in mid-September. The new editor’s first magazine produced will be the January / February price of the wheels was extremely high, but issue. Material for the magazine or questions should be directed to the membership office (see today you'd probably laugh at the price ($75 above). apiece, but less than 904 disc brake steel/alloy wheels which were just under $100 each). The New trustees needed car had two aluminum gas tanks. The two gal- Please consider running for election as a 356 Registry trustee in the election coming up lon one was used for autocrosses, and the five in November. Nominations should be sent to the secretary by October 1st. You can gallon one for longer events. It had no email Jeannie Macaluso at [email protected] with a candidate state- bumpers, but in front it had a pair of brackets ment and a photo. coming out of the front bumper holes in the body for flat towing the car to events. Email contacts I kept it in the backyard of the Palo Alto This year we will again use electronic voting, so be sure we have a current email address house that Bruce Anderson and I rented. Bruce for you. This is the only way we can connect you with the voting site. would occasionally demonstrate to a visitor how light the front was by lifting the front end Drive Your 356 Day off the ground by the two brackets! The car was We encourage members to take their car to a scenic or interesting spot, take a photo painted orange with black stripes. Now you (preferably with people) and send it to us in high resolution via email - know that at least one Porsche 356 outlaw ex- [email protected]. Drive Your 356 Day is Sunday, September 23rd. Please isted 50 years ago! Jim Perrin get your photos to us by October 1st. Thanks!

6 Volume 42, Number 3 • Porsche 356 Registry event. Volunteers are needed for: awards/amenity bags, food, concours, Upcoming signage and program committees. Please contact North Meets South Chair, Mike Puldy, at [email protected].

September 9-18 Colorado Another Outlaw Holiday on the ‘Nines” coming in 2019 8th annual 356 Ultimate Driving Tour, Colorado. A 356 drive like no other. October 2-6, 2019 Flagstaff, Arizona For itinerary, registration form and more details go to: 356 Registry West Coast Holiday 2019. The Arizona Outlaws 356 www.dreistaatengruppe.com and click on '356 Ultimate Driving Tour', or Club has begun planning for an extraordinary High Desert Holiday, centered call Fred Uhlmann, 937-902-9550 before 9 PM EST. in Flagstaff from October 2-6, 2019. Scenic southwestern roads, cultural

offerings and Native American history will make for a very memorable September 15 Lewisberry Pennsylvania event. Save the date! Open House at Europa Macchina celebrating Ron Brubaker’s 30 years as tech there. 2 -5 pm, 501 Industrial Drive. RSVP 717-932-6600. LAST CALL! September 15 Lewisberry Pennsylvania 16th Annual Vintage Porsche and VW air-cooled swap meet at Ski Roundtop. Not too late 8am - 4pm. Vendor fees: 2 Space minimum- $45. 3 Spaces- $55. 4 Spaces- $80.* Please note 3 axle combination requires 4 spaces. Questions? Please to Register! contact Michael Moody at [email protected]

September 23 Everywhere Drive Your 356 Day 2018. You know the drill. Take a drive. Take a picture. Send us a high-resolution photo of your adventure via email to: OCTOBER 17-21 [email protected]

September 27-30 Monterey, California Porsche Rennsport Reunion VI at Weathertech Raceway Laguna Seca. Now expanded to four days and will be held from Thursday to Sunday.

September 28 Carmel Valley, California Porsche 356 Registry Reunion 2018. This Registry event will be bigger, better, and longer than the first. This a fully-sponsored event for Reg- istry members, courtesy of our sponsors. We will gather at Carmel Valley East Coast Holiday Community Park early Friday afternoon to chat, drink and be merry. SORRY, MEAL RESERVATIONS NO LONGER AVAILABLE. at Ocean City, New Jersey Visit our website for more info: 356registryreunion.com

October 17-20 Ocean City, N J 356 Registry East Coast Holiday. Host hotel, The Flanders. Nearby hotels are also still available, for info please visit the website at eastcoastholi- day2018ocnj.org The concours will be on the Boardwalk. Watch for website updates. Hotel reservations are now being accepted. See more info at right.

November 15-18 Palm Springs, California REGISTRATION NOW OPEN at The 356 Club of Southern California’s Palm to Pines Drive. Join us for this great annual event… from the desert floor of Palm Springs to the mountains eastcoastholiday2018ocnj.org above, a classic 356 drive! Headquarters will once again be the Palm Moun- Please see the website for a schedule and tain Resort right in the heart of downtown Palm Springs. 155 S Belardo Rd, Palm Springs, CA 92262. www.palmmountainresort.com (760) 325-1301 information on accomodations. Mention “356 Club” for special room rate –Deadline for special rate is Oc- tober 15, 2018. Details at www.356club.org. We have arranged preferred rates at several May 2-5, 2019 Cambria, California alternate hotels. Visit the website for details! North Meets South in Cambria, California, about 20 miles north of Morro Bay. Host hotel will be the Cambria Pines Lodge. While registration will Organizers: open late this year, club members are welcome to book their hotel rooms Ellen Beck, [email protected] today with discount rates for our event. Reservations at 800-966-6490. Mention you are part of the “Porsche 356 Club.” or online at www.cam- Bob Gutjahr, [email protected] briapineslodge.com/grouplogin and using our group code: 356* and our or 703-992-4519 group password: 356. We are also looking for volunteers to help run this www.Porsche356Registry.org • September / October 2018 7 here have been two occasions in my life when I We were having a jolly old time comparing paper type- have been able to say, “I have the perfect job.” written manuscripts to Word documents, bemoaning the TWhen I was hired by Motorbooks at 34 to be rise of spell-check and the attendant seeming decline in in- their art director, it combined two of my passions: cars and telligence among casual writers. But it was a social affair design. I told friends how happy I was to be in such a sit- after all, and within five minutes I noticed the knot of peo- uation, and for several years I enjoyed putting together ple around us was loosening as those within earshot gave books and catalogs, along with doing photography and cre- us funny looks and moved away. What, isn’t everyone in- ating advertising there. The founder of Motorbooks, Tom terested in introductory participal phrases? Warth, is the first in a long line of people to whom I owe a debt of gratitude for the direction my career took. Unlike Of the three passions noted earlier, the one I won’t be most employers, he encouraged his people to expand their pursuing after retirement is Porsches - at least not old ones. horizons. The Upper Midwest, with an unusually large pres- I still get excited seeing a rare race car or a well-done ence in the printing and publishing biz, is full of Motor- restoration, but it no longer gets me fired up to go home Miscellany books alumni in every area from creative to distribution. and turn wrenches. Heresy? Perhaps, but my woodworking I’m just one of many. and garden tools have become more important than the That experience gave me the confidence to write a metric sockets lately, and those pursuits are a lot easier book about Porsche 356s (in 1990 an underserved subject and cheaper than rebuilding an engine. And to my mind, area), which led to an opportunity to step in when the 356 just as satisfying. Plus, gardens don’t have to be stored; Registry needed a new editor in 1992. It was Brett Johnson they are by nature (no pun intended) in situ. who let me know the trustees were in search mode, and I Wood, on the other hand, has some parallels to car submitted a proposal. Brett’s connection was key, and I parts. It tends to pile up, like the boxes of electrical com- am so grateful for his involvement. Vic Skirmants was pres- ponents, interior panels, chrome trim and engine parts that ident of the club at the time, and he hired this unknown to have been trying to take over my garage for years. Most of produce the magazine on an issue-by-issue basis, just to the 2x4s, oak trim and crown molding in long-term garage see how it would go. Thanks, Vic. After 26 years I think we storage are out of the way, but two unwieldy chunks of can both say, “So far, so good.” white pine have stayed near the big door for a while now. As 356 Registry editor I found it was an even better These three-foot by nine-foot slabs are from the heart of a place to focus my passions: Porsches, creative design and tree that dropped a “branch” onto my garage in a summer words, the latter having been sort of a latent interest until storm. That ten-inch-diameter branch took off part of an Gordon I was obligated to string 60,000 of them together for the eave, just grazing the outside of the garage. If the tree itself book. After a magazine issue or two I found I was enjoying had ever come down it wouldn’t be pretty. That’s why we Maltby all aspects of the work, including meeting the people. This called in a crew with a crane to remove it. Someday I’ll new job was even perfecter than before! make a table from those slabs but in the meantime when As time went by I became more interested in the nuts- the garage door is open I look up at the remaining white and-bolts process of telling a tale. Often, a story would ap- pines and let them know: as much as I admire your stately pear in my inbox that was so well written there was not countenance, drop a branch on my garage and you could much for me to do except place it on the page. Other times be next. there was, let’s just say, work to be done before the text was ready for prime time. No problem. For me, mis- The one passion I will most actively be involved in, pellings, bad grammar, tenses bouncing back and forth, after I punch that figurative time clock for the last time, is The Word Nerd run-on sentences, improper capitalization, poor punctua- writing. There’s the old classic idea that someone retires tion and my favorite, apostrophe abuse, have all been job to write a book, but in my case it’s already been in the security. It’s also been a fun challenge every two months works for three years. I’m just looking forward to not hav- and over the years I’ve gotten fairly good at it. ing distractions—like trying to make a living—get in the It was only recently, however, that I realized after all way. Right now there’s a scramble to wind down a busi- this time I had truly become a word nerd. Last month at a ness, sell off office furniture, liquidate mountains of mis- local event for architecture types I was seated next to a re- cellaneous material and produce one more magazine. By cent aquaintance, a retired art critic, editor and columnist spring, however—after a recuperative period that involves for the Minneapolis Star Tribune. She mentioned being foreign languages and a thorough investigation of the south- at the University of Chicago years before and we went off ern European vintner crafts— I’ll be comfortably situated into a discussion of the misuse of em dashes, capitalization in my home office, perhaps at a large table made of white in formal titles and the areas where we felt the Chicago pine, contentedly writing while Clematis and Peonies bloom Manual of Style (a favorite reference for both of us) was outside the window. Sounds like the perfect job to me. ambiguous. We laughed over our own best remembered Again. gaffes and agreed that the book Eats, Shoots & Leaves is a And a visitor is always welcome. We could talk about masterpiece, demonstrating even in its title the power of a old Porsches, dovetail joints, compost techniques or even single comma. My own favorite word book, O Thou Im- the use of a period before or after a quotation mark. I look proper, Thou Uncommon Noun: An Etymology of Words forward to it. That Once Were Names, was unknown to her but I was gratified that she seemed eager to look it up.

8 Volume 42, Number 3 • Porsche 356 Registry First introduced for the newly developed 356, Coco Mats were the original factory accessory fl oor mat. New and improved, Coco Mats are the only period correct auto mat that will

® complement any classic Porsche . Available for 356’s to 991’s. The Original Auto Mat w w w.cocomats.com 1.800.461.3533

CLEAN OIL, EASY:

A FULL-FLOW OIL FILTER THAT INSTALLS WITHOUT HOSES AND WITHOUT MODIFICATION TO THE TIN

Selected from our many products shown at: www.precisionmatters.biz Or call to order: (415) 252-1428 Full-Flow Oil Filter

The 356 Specialty Precision Parts and Services depot. was quite fortunate to be invited to the 70th An- planned for this year’s East Coast Holiday “On the Board- niversary of the Porsche Sports Car Celebration in walk” (literally and figuratively) in Ocean City, New Jersey. President’s IGermany in June. While I did enjoy myself im- Our organizers—Ellen Beck, Bob Gutjahr and crew— mensely I considered it a bit of a working vacation as I have been working on this event for a solid two years and Letter was there to represent the Registry and its interests. My it is going to be a great holiday. To paraphrase Yogi Berra, time in Germany allowed me to better get to know Mark “If the people don't want to come out to the Holiday, no- Harston, Clubs Manager for PCNA. It was also nice to catch body’s going to stop them.” Consider yourselves fore- up with Sandra Siegloch, manager of Porsche Community warned, this is a Holiday not to be missed. There is also Management (AG) whom I first met back in 2006 at the Rennsport and the Registry Reunion. Curt Dansby WCH in Colorado. Our paths have crossed a couple of times over the years but not recently, so it was nice to visit Club management changes and meet her husband Michael who is also with Porsche. This election cycle will finally complete the process Our former Clubs Manager, Paul Gregor was present as that led to the three-year term by-laws change that will well. Although he now works in the “more pedestrian” from now on result in election cycles of 3, 2, and 2 trustees racing division, his fondness for our club’s culture and up for election in successive years. There will be two po- friendship is still clearly evident and it is always a pleasure sitions up for election this cycle, my own being one of to see him. The hospitality was unparalleled. them. Felix Macaluso, who has been a workhorse for the club (supported by Jeannie) particularly in the area of event management, is stepping down at the end of this year. Felix has been invested in achieving the 3, 2, 2 model and gamely served two successive one-year appointments in order to make that transition possible. Anyone interested in running for trustee should sub- mit a candidacy statement to the secretary by October 1st. It should be noted (especially by those who are concerned about term limits) that in the last four election cycles we have welcomed five new trustees. Seems it’s not that hard to break into what has been called an “old boys club”. Just ask Debbie Cooper. I hope to see you either at Rennsport or the ECH. With thoughts and concerns for those near the wild- fires on the West Coast at the time of this writing. KTF, Curt

This was quite a large event, and officials from PCA Looking Good and I arrived early and were afforded some opportunities at Seventy above and beyond the Rally and its celebratory gala, together with Dr. Porsche and other distinguished motor- sport guests. This allowed me to meet some folks within Porsche who are just as fanatical about 356s as anyone Curt had a chance to get up else you would meet in the Registry. While you may not be close and personal with the impressed in me making new friends, I believe it is impor- first Porsche, which is making tant for you to know and hear directly from me that the rounds during this 70th An- Porsche and individuals within the organization are very niversary year. It will be in aware and committed to the mission of the Porsche 356 Monterey for Rennsport in Registry. Let there be no doubt that Porsche embraces its September. See page 28 for history and values those who carry on with that same pas- Karl Ludvigsen’s interesting sion. This commitment is demonstrated in their ongoing tale of how this car changed support to our club. Space limits reciting other stories I hands and changed its appear- could share from this trip but if you corner me at ance over several years before Rennsport or the ECH you may get me to wax more, but returning to Porsche. rest assured. Porsche’s past, present and future are alive and well.

Waning Days With fewer pages left on the calendar than those that have already been turned, I am compelled to mention prime events left in 2018. If you care to look back to my letter post-Heartland Holiday you will see I chastised those who did not attend due to pre-conceived notions about the location (the gist was that they missed out on an excellent Sandra Siegloch and her staff at Porsche Community Manage- event). Fortunately for some of you I am speaking to you ment have been great supporters of the Registry, third largest in advance this time. We have an exceptional program Porsche club in the world.

10 Volume 42, Number 3 • Porsche 356 Registry Tool rolls for 356 & 911.

New tool sets in genuine leather rolls for 356 and early 911 are reminiscent of the originals. All tools are improved, bear the Porsche logo and meet Porsche standards for functionality and quality. Order at your Classic Partner or authorized Porsche dealer. Porsche. There is no substitute. Porsche Classic.

he 2018 edition of the Monterey Penin- sula car festival was held from August T17th through August 26th. Monterey By Prescott Kelly has always been our very favorite car week, since we first attended in 1982 when Porsche was the Photos: John Hearn featured marque for the first time at the Monterey Historics (now the Rolex Monterey Motorsports Reunion). And 1982 was small fry compared to the 10-day extravaganza that just happened in 2018. The festival really starts on the Friday before the “big week” with the Pre-Reunion (still called the “Pre-Historics by long-timers) at Laguna Seca, Monterey Pre-Reunion where Rolex Motorsports Reunion participants at Laguna Seca get a head start on tuning their cars and them- The weekend before things really get selves for the big event the next weekend. going, there’s a warm-up at the track called the Pre-Reunion, where the Concours on the Avenue crowds are thinner and there are lots of For most of the thousands of people stream- cool cars and things to see, like Leonard ing into the area, the kick-off event is the Con- Turnbeaugh in a beautiful Devin, a “polo” cours on the Avenue on Tuesday of the feature engine in a 356 and Ranson Webster’s week, August 21st this year. Doug and Jeannie 1950 radium green coupe, right next to Freedman spend a whole year organizing the his Abarth Carrera in the paddock. event to be held on the streets of downtown Carmel-by-the-Sea. The Concours benefits the Carmel Foundation and their wide-ranging activ- ities to support Monterey Peninsula seniors. That tie-in gets the village to shut down about 20 blocks and play host to thousands of people. For 2018 about 195 cars were displayed, 20 more than last year, with Laguna Seca Rolex Motorsports Re- union racecars, Porsches and Ferraris leading the way. Our Porsche winners among the concours- wide big-name trophies were: • Michael and Barbara Malamut won the prestigious Sue McCloud Mayor’s Cup for the individuals that best represent the spirit of motoring and of the Carmel-by-the-Sea Concours on the Av- enue. • Last year’s McCloud winner, Phil Bagley of North Palm Beach, Florida took home another biggie this year. Phil, Bruce Ellsworth and their Klub Sport crew restored the 1972 911 ST (race car) that won The Bruce Anderson Porsche Cup for the best Porsche on the Avenue, as selected by the Chief Class Judges. • We do not have all the Porsche class award winners because our write-up is being expedited before the Concours results are posted on their website. We can report on the two classes where At Concours on the we were the Chief Class Judge, “356 Pre-A/356A Avenue in Carmel, Coupes” and “356 B and C Coupes.” First place Jose Cobian’s Ruby in Pre-A and A was George Alspaugh with a truly Red 1962 T-6 Roadster fine blue/gray 1953 coupe (see page 20). Second place went to Barbara and Michael

12 Volume 42, Number 3 • Porsche 356 Registry The greatest US car Week ‘18 bacchanalia rolls on.

Malamut with their black/green 1951 coupe Left: The Malamuts with their (bought at the RM Monterey Auction one year 1951 coupe and the Special ago). A special callout has to go to Ranson Web- Roadster built for Heinrich ster’s 1950 coupe that was resplendent in Radium Sauter, a precursor to the Green. These three cars were all clustered within America Roadsters. 1.5 points of one another – hair-splitting at the very least. • The Speedster class was won by Nick Clemence’s stunning brand-freshly restored black Carrera Speedster. Pre-A 356 and A-B-C open was won by Jose Cobian’s Ruby Red 1962 twin- grill roadster.

The auctions

We had way too many auctions at Monterey Prescott Kelly in 2018 to be able to see more than three of them. We were able to attend the Bonhams, RM, and Gooding – but not all sessions as RM and Gooding overlapped on Friday. These venues have more Porsches of higher quality, plus they had the “star power” Ferrari GTO ($48,400,000 – the biggest auto auction sale ever), Gary Cooper’s Duesen- berg Speedster (one of two), and most of the Porsche Spyders for sale this weekend. Overall, our feeling was that the market’s consolidation phase is wearing down, and the market is thin despite the strong sales of the star cars. It is telling that some collectors are willing to cash out of extraordinary cars, including Miles Collier’s Revs Institute which sold the ex-Gary Cooper, ex-Briggs Cunningham Duesenberg Above: Concours on the Avenue Speedster to fund the Institute’s advancing activi- judges Bob Cannon (left) and ties. Mr. Collier is quite astute - and he picked the author confer over a 356A this time to sell. coupe. At Amelia last March one long-time collector offered up ten stellar Porsches. At Monterey an- Left: Nick Clemence of European other “whale” collector sold 29 cars, with 19 Collectibles won over all the more of his cars going to Scottsdale in January. other Speedsters with his GS. Of course, he has 150+ cars and is selling off the smaller stuff and some triplicates. And we cannot Below: Mecum had some inter- count him as a market pessimist since he just paid esting early Porsches, as did the over $70,000,000 for a stellar 1962 Ferrari GTO. other auction houses. Report in This thin market will struggle along until the the next issue. stock market breaks, then the car market will probably follow suit very quickly. Among the truly rich, rare and desirable automobiles will remain relatively strong as hard asset alternatives to stocks, bonds, and other fiduciary instruments.

We will review the auction results for 356s and our era-appropriate race cars in the next issue. Our esteemed editor is closing this issue just two days after Monterey rang the closing bell – and he held open these pages for a last-minute insertion. That leaves no time for the auction writeups – so please stay tuned.

www.Porsche356Registry.org • September / October 2018 13 Pebble Beach Concours d’Elegance The most famous event of Monterey week is the Pebble Beach Concours, held this year on Sunday, August 26th, the 68th annual edition. This event is also heavily charity-tied and supports some 80 non-profits that predominantly benefit children on the Monterey Peninsula. Since 1950 over $25 million had been raised. For 2018, the featured marques were OSCA, with two classes. One was for pre-1955 cars and a second for 1955-1960 cars. My favorite class might have been “Eisenhower Era The parade of cars Convertibles,” where we found two Packard entering the 18th Caribbeans, a 1953 and a tri-tone 1956, a green of Pebble Chrysler 300, an Imperial, a big-fin 1959 Eldo- Beach as the sun rado, and the ultimate GM triumvirate – 1953 rises is observed by Cadillac Eldorado, Buick Skylark, and Oldsmo- hard-core specta- bile Fiesta. tors known as the Other special classes were Scarabs, Tuck- “Dawn Patrol”. ers – with 17 cars and a prototype rolling chas- Above, a special sis, postwar custom-bodied Citroens, and 1960s body Citroen ar- Indy cars that saw the switch from front-engine rives, one of sev- to mid-engine cars. That changeover was exem- eral at the event. plified by the Lotus 34 and 38, on display here. (This one, more un- The latter was the car in which Jimmy Clark fa- derstated than the mously won the Indianapolis 500 in 1965, ce- rest.) menting the migration to mid-engines. For 2018, there was again just one Porsche entered in the Concours, and again it was from the Ingram Collection. This 1952 Type 540 America Roadster was painted Feuer Rot, or Fire Red, a very bright hue for 1952. The car had a racing history in Southern California where John von Neumann’s stepdaughter, Josie, drove the car several times, winning her class in December 1952 at Torrey Pines. Bob and Jeanie Ingram have owned the car for about ten years, but just decided to restore it after their 1952 356 Cabri- Bob (left) and Cam olet won a first-place last year. (They must like Ingram with their riding over that winners’ ramp at Pebble Beach. gorgeous America Who wouldn’t?) Cam Ingram and his Road Roadster. Scholars’ crew invested perhaps 5,000 hours, Below: More Tuck- including research, and did their usual spectac- ers than you will ular job of authentically restoring an old 356. probably ever see in They took a well-deserved 3rd place, with a car one place. that looked to us to easily be the best in the class. Right: Last of the A famous GT40, Max Girardo’s prototype Roadster Indy cars. roadster, and a 1955 Maserati Frua Spyder

14 Volume 42, Number 3 • Porsche 356 Registry bested the little America Roadster. Nonetheless, Left: The Eisenhower era, the Ingram clan now lays claim to four Pebble when men were men and trophies for Porsches. In 2011, the Cam In- cars were cars. A 1958 gram- restored 1949 Gmünd coupe that belongs Lincoln Continental Mark to Hans Peter Porsche won first place. There- III, ready for any parade. after the family’s own cars did well. A few years ago, their 1975 Porsche Turbo took a third. Below: In the traditional Last year their Fashion Gray 1952 cabriolet won shower of confetti, the first place. And now a third place has been best of show 1937 Alfa awarded to their America Roadster. That’s a crosses the awards ramp. record that no restorer and few families have matched in just seven years. For the record, Pebble’s Best of Show Tro- phy went to the 1937 Alfa Romeo 8C 2900B Berlinetta with a body by Touring. It was owned by Ginny and David Sydorick of Beverly Hills, CA. The other two cars considered for best in show honors were a 1929 Duesenberg J Town Limousine with a body by Murphy, and a 1948 Talbot-Lago T26 Grand Sport fastback coupe with a body by Figoni. It came to Pebble Beach from the Czech Republic.

Left: A well-loved tradtion among spectators is the Tour D’Elegance, where Pebble Beach entrants actually drive the cars, gaining points over those which are effectively just static displays.

COMPASSIONATE CARE FOR YOUR FAMILY ELDER Visit us at www.europamacchina.com “Like” us on Facebook [email protected] 501 Industrial Drive Lewisberry, PA 17339 Contact Dennis Frick or Lori Van Houten Frick International Award-Winning Restoration 717.932.6600 telephone 717.932.6601 facsimile @europamacchina

www.Porsche356Registry.org • September / October 2018 15 The Rolex Motorsports Reunion at Laguna Seca Saturday on the track The Rolex Motorsports Reunion included 511 entries split across 15 Saturday’s first race with Porsches was Group 2A with just one pre-A race groups. The schedule called for practice for all race groups on Thurs- coupe, a 1954 356 coupe (silver, number 60) driven by Gregor Magnus- day and Friday, with qualifying on Friday afternoon. Saturday had half the son. He finished 16th overall after qualifying 22nd. He was the next to race groups labeled “A” warm up in the morning and race in the afternoon. last car on the lead lap with a fast lap of 2:05.3, fine for this race group Sunday had the other half labeled “B” follow suit. with its widely divergent power levels, from Hemi V8 specials, 300SLs, and The featured marque for 2018 was Nissan/Datsun, with bevies of 510 a bevy of Jaguars down to MG TCs and Triumph TR2s. sedans and 240Zs, a few later cars like the hugely successful Nissan GTP, Group 5A is always one of the weekend’s delights with many Porsches and some modern IMSA race cars. Nissan also used the event to introduce and lots of competition, abetted this year by the added presence of Datsuns. a new model, the R390 GT1. Supporting the effort were Datsun luminaries 55 cars were entered and 39 took the green flag, including 15 Porsches, such as John Morton, Pete Brock, and Steve Millen. Morton raced his 240 13 Datsuns, and seven BMWs. In a good race, WeatherTech scion son and Z that won the 1970 and 1971 SCCA C-Prod National Championships. He IMSA driver Cooper MacNeil in the family’s 1980 Interscope Porsche 935 drove it really well, was frequently sideways through the corners - and he K3 (black, number 0) beat Ken Epsman’s 1976 Dekon Monza (red, num- is well into his seventies. ber 20). Cooper turned a fast lap of 1:31.9 which was exactly 4.0 seconds Also featured were Formula 5000 race cars, with almost 50 cars en- better than the next best, Epsman’s. Epsman had the pole, and usually is tered, including 14 that came from New Zealand. The 110+ decibels those not easy to pass. For the past several years, either he or Bruce Canapa cars spewed out was memorable, if eardrum splitting. The start was only have won this race. Bruce did not race this year because he’s buried with time we’ve seen people on the pit wall duck down behind it without an out- Rennsport preparation, so we missed the possibility of a MacNeil vs. of-control car headed toward them. Canepa, 935 on 935 battle. In 3rd place was Zak Brown in his 935 (blue/yellow, number 18) with a fast lap of 1:36.5, followed by Ranson Webster in his 935 K3 (white/pink, number 42) with fast lap of 1:39.6. Ranson has mellowed with the years, but is carrying the flag for seniors very well. Alan Terpins was the highest placed, normally-aspirated Porsche in his 1975 RSR (white, number 1). He finished 5th overall with a fast lap of 1:39.8, followed by Cam Healy in his built-up 1977 “RSR” (white, number 01A). In 10th overall was Alan Benjamin in the Jim Busby Beverly Hills Accessories 1975 RSR (white, number 61) with a fast lap of 1:41.8. He had run a solid 1:39 in qualifying. John Morton behind the wheel of the Z car he drove to CP championships in 1970 Steve Schmidt’s ex-Whittington Brothers Road Atlanta 935 (yellow, and 1971. Below: Gregor Magnusson of Santa Cruz did well in a field that included number 93) was 11th overall, followed by Dennis Singleton’s 1974 RSR Jaguars, Allards and other larger displacement cars. Bottom: Registry members (green, number 39). Popular Austrian (now Floridian) driver and author Jerry Peters (#59) and Steve Schmidt (#93). (1973 RS books with Georg Konradsheim), Thomas Gruber, drove his 1971 914/6 GT (orange, number 58) to 19th place, followed by Olga Reindlova in her 917 hippie-painted 1969 911 (purple/green, number 390). Randy Smalley drove the ex-Bruce Jennings 1969 911S built up to 2.5-liter ST specs in period (orange/silver, number 77) to 25th, followed by Dener Pires in his 1970 914/6 (orange, number 5). Jerry Peters’ 1970 914/6 (orange, number 59) and England’s Andy Prill in his 1969 911 also finished on the lead lap. A DNF was logged by Ernie Spada in his 1975 934 (white, number 57). Did Not Starts included Albert Arciero’s 1973 RSR, Chip Con- nor’s 1980 935, Tom Hedges 1978 930, and Charles Nearburg’s 1980 935 K3. Chip and especially Charlie usually run up front, so having them in the race probably would have enlivened it. Group 7A on Saturday afternoon included the “plastic” prototype Porsches. Three cars placed, led by Cameron Healey who won the race overall in his 1970 908/3 Spyder (white/red, number 20) with a fast lap of 1:34.9, 1.5-seconds ahead of the second fastest car, a Ford GT40. In 8th place overall was Dener Pires in his 1969 908/02 Spyder (white, number 11) with a fast lap of 1:41.1. Stephen Thein in his 1967 910 (white, number 28) finished 21st overall. Mike Malone’s 1968 908 was a DNS. Sunday had more races with Porsches in them, including our beloved 356s. Race Group 1B for 1955-1962 GT cars had 13 Porsches registered and 11 made the green flag for the feature race. The best placed Porsche was Ranson Webster’s 1961 356B Carrera Abarth (silver with an orange mask, number 49) in 5th place overall with fast lap of 1:53.8. Ranson has two Abarths and is likely the only person in America to actually race one of these very valuable cars. Kudos to Ranson. In 6th place was Ed Hugo in his 1963 356B coupe (white, number 154) with a fast lap of 1:54.3. Two spots on down was Charles Christensen’s 1959 Convertible D (red, number 34). In 13th, 15th and 17th respectively, were Carl Toffelmire in a 1960 356B Roadster (silver, number 50), Steve Schmidt in his 1958 356A Speed-

16 Volume 42, Number 3 • Porsche 356 Registry Other Events of Car Week Tony Singer Tony Courtesy McCall Motorwoks

Gordon McCall’s Motorwerks Revival again kicked off Car Week at the Monterey Tony Singer’s Automobilia Monterey was held at the Embassy Suites for the 16th year, Jet Center. For the 27th year the event combined autos and airplanes, food and running for two days on Wednesday and Thursday with all original items. drink for an appreciative crowd to benefit the California Highway Patrol CHP 11-99 Foundation. Tony Singer Tony

At Quail Lodge and Golf Club on Friday, “The Quail, A Motorsports Gathering” featured 70 Years of Porsche with a large contingent of bathtubs, and a tribute to Alois Ruf and his creations. Porsche 356-001 was on display there (see page 6). Right: The biggest Little Car Show on the peninsula happens in Pacific Grove on Wednesday, with 100 cars at least 25 years old and under 1600cc. The show downtown is capped by a beach tour and parade, all benefiting the local library, youth and veterans.

At the Concours d’Le Mons, judges David Hobbs and Bill Warner (wait, what are they doing here?) consider the merits of cars like a worn-out 1953 East German IFA “Limousine”, above. Right: Got the clothes, got the car, got the girls!

www.Porsche356Registry.org • September / October 2018 17 ster (red, number 19), and Max Jamiesson in his 1957 356A Speedster First in was Greg Campbell in his 1960 Devin-Porsche (silver, number (red with a silver mask, number 17). Farther back came Pen Pendleton 356) who was running in the top five at the time. Next in was race leader in the 1963 Porsche Thewes Special (silver, number 49A), Francisco Guz- Cam Healy in his 1953 Cooper-Porsche “Pooper” (silver, number 55), who man in a 1960 356B Carrera GT coupe (red, number 13), and Don Tevini had a full pit straight lead. Both drivers persevered. Cam wound up 3rd in his 1959 356A coupe (silver, number 159). Among the DNFs were Reg- overall with the second fastest lap of the race in a 1:47.7, bested only the istry favorite good guy, Paul Christenson, in his 1956 356A Speedster (red, 1st place Genie-Huffaker Mark 4 with a 1:47.2. Greg finished 11th but number 48) and Don Bell in his 1957 356A Speedster (red, number 1). had the more indicative 5th fastest lap with a 1:50.2. The other two members of the Hugo family, Alec and Mark, were DNSs Leonard Turnbeaugh’s 1960 Devin-Porsche (metallic blue, number with mechanicals on their 1962 356B coupe (black, number 491) and 149) raced steadily and well for 5th place, with a fast lap of 1:50.8. He 1956 356A coupe (black, number 666). Overall, our 356s put on a good won the Rolex Award for Excellence for Group 2B for his efforts. The other show and Porschephiles enjoyed it all. two Porsche powered cars in the race were Frank Altamura’s Pupulidy Spe- Race Group 2B was for 1955 to 1961 Sports Racing (prototypes) cial (silver, number 6), which DNF’ed after three laps, and Stephen Hill’s under 2,000 ccs. It included several Porsche-powered specials that usually 1959 RSK (silver, number 27) which was a DNS. run up front, but that faced challenges on this day. During the race two Race Group 3B was a barn burner in which two really quick Datsun cars suffered calls to the steward’s stand on pit row, for reasons never ex- 510 sedans out dueled two Lotus 26Rs. A Datsun-savvy buddy who knew plained over the PA. (What use are announcers if they do not have access these cars reported that both 510s were totally legit 1,900cc cars. Driven to the corner worker and pit worker radio network?) by Troy Ermish and Taz Harvey, the 510s ran like stink, winding to over 8,000 rpm. They beat out two well-known very quick drivers in the 26Rs, David Swig and Mike Malone. The whole thing took this reporter back to under-2,500cc Trans-Am revival races, where we always wondered if we should trade our 1965 911 (the well-known “race roach,” so named for its obvious in-the-day 12 verified wrecks) for a cheaper and faster 510. The group also had four 911s entered, three of which made the feature race. Top placed was Alan Benjamin’s 1968 911 T/R with a 2.5-liter engine in 13th place with a fast lap of 1:50.0. Alan’s car is normally much faster, but he blew out a shock in practice and the replacement rears never worked at all. Alan reported that the two ends of the car did not seem to know one another, and they wanted to fight over which end got to lead – even on the straights. Bob Smalley’s ex-Bruce Jennings 1968 911, no duck tail, two-liter Cameron Healy in the 1953 Cooper-Porsche, part of the field of small-bore proto- engine (orange with a silver mask, number 77A) finished 18th overall, fol- types seen taking to the track, below. lowed by Frank Altamura’s 1966 911S (ivory, number 55). The remaining Bottom: Olga Reindlova’s 911 bears testimony to the number of races she has run, Porsche was Nelson Calle’s 1967 911, which was spied in the paddock but with inspection stickers threatening to obstruct her view. was a DNS. Race Group 7B was for 1981-1991 IMSA GTP, GTO, & GTU plus Trans-Am cars. The top placed Porsche was Joe Rol- liard’s 1986 ex-Wynn’s Racing 962 (purple of course, number 10A) that finished second overall with fast lap of 1:26.7. That time was just .3 seconds off the fastest time of the race laid down by the winning 1992 Mazda RX-792P driven by Tristan Nunez. In 6th place was Wade Carter’s ex-Jim Busby BFG 1985 962 (white, number 68) with a fast lap of 1:29.3. Gunnar Jeanette drove the David MacNeil 962 (black, number 86) to 8th place overall and recorded the 3rd fastest time of 1:26.8. Gordon Zimmerman in the ex-Dyson 1986 962 (red/white, number 16) placed 14th overall with a fast lap of 1:28.6. Lee Gianonne drove the pretty ex-Bob Akin Coca-Cola 962 (red, number 5A) to 26th overall. Lee had qualified in 15th and ran a fast lap of 1:35.4 – more telling than the 26th place finish. One spot down was an interesting entry, Thomas Gruber in his 1993 964 RSR, which ran creditably with a fast lap of 1:42.7. That car is new to Thomas. With sorting it will run an easy upper-1:30s. A last note on the Rolex Motorsports Reunion: The weekend’s biggest award for the participant who best embodies the spirit of the Rolex Re- union, the Spirit of Monterey Trophy, went to Herb Wetanson. Herb was a long-time Porsche pilot in the day with a Spyder, 904, and 906, among others. Then he vintage raced Porsches, although he’s taken to English sports racers for the past 15 years. His significant other, Olga Reindlova still pilots a Porsche – see race group 5A. Congratulations, Herb.

18 Volume 42, Number 3 • Porsche 356 Registry Find Drive 1953 Porsche 356 Pre-A Coupe: 1958 Porsche 356 Speedster: One of 1959 Devin SS: One of three proto- & Enjoy Matching Numbers. 141 built in Factory Black! types built, an amazing example. the classic of your dreams at European Collectibles. From concours winning showcars to daily drivers, we have the perfect classic for you. 1959 Porsche 356 ConvD: Black/Red 1973 Ferrari Dino 246 GTS Giallo: w Rudge wheels. (2 to choose from) Fly Yellow with Black Daytona seats.

1978 Porsche 930 Coupe: Red/Black BUY, SELL, CONSIGN, RESTORE

PORSCHE • JAGUAR • FERRARI • MERCEDES • ASTON MARTIN OVER 60 VEHICLES IN STOCK • CURRENT INVENTORY ONLINE Call or stop by in Southern California: 1665 Babcock Street, Costa Mesa, CA 92627 Tel: 949-650-4718 • [email protected] • www.europeancollectibles.com We have been producing Concours show winners for over 30 years.

www.Porsche356Registry.org • September / October 2018 19 Werks Reunion For 2018 Werks returned for a second year to the Corral de Tierra Country Club, which sits off of Highway 68, just east of Laguna Seca. We reported last year that the new venue was perfect in almost every way, excepting driving in and getting out. For 2018, PCA’s Karen Cooper, Vu Nguyen, and Tom Provasi recruited the Califor- nia Highway Patrol and their recommended private contractor traffic managing firm. Voila! Problem solved. Now the event is truly perfect. Inside the event there were literally dozens of acres filled with Porsches. PCA National Di- rector Vu Nguyen estimated that there were about 600 Porsches on display. There were hundreds more in the general parking lot. Michelin is now the title sponsor and the feature display was the Performance Meets Art stand where six paint-to-sample Porsches were displayed, new cars featuring mostly old-time paint colors – most of them loaned by Lisa Tay- lor. The other main attraction were outlaw 356s and 911s, which included Rod Emory’s first 356 outlaw and a freshly done, very low and ex- Top: Michelin’s display was colorful! Above: Rod Emory is interviewed by Manny Alban about the Le Mans class- tended, custom 356 body on a Cayman chassis. winning Gmünd coupe. The Alspaugh’s beautiful 1953 coupe took the 356 class, P-1, after a win at Carmel. The whole outlaw display was very popular. During the day, talks were given by Klaus Zellmer on the future of Porsche, by Rod Emory on the history of outlaws, and by Hurley Hay- wood on his career and the new (auto)biogra- phy he and Sean Cridland wrote. Winners included these 356s: • George Alspaugh, fresh off his win at Carmel in his 1953 coupe. • Peter Pearce with his 1957 356A outlaw Speedster. George Green’s black 1956 coupe gets some love from the Michelin man as it wins the Michelin award. • George Green in his 1956 356A outlaw Gregg Blue of Hawaii brought this weathered but original Carrera coupe and won the Leland West Award. coupe. • Gregg Blue with his very, very original 1957 356A Carrera coupe. For a full listing of all winners, please see www.pca.org and click on Werks Reunion. Werks is now fully established as the premier Friday event, with the quantity and quality of cars to easily outrank Concours Italiano and Legends of the Autobahn. Full kudos to PCA for going solo and making it a huge success.

Next Year... it all changes again by a week in the other direction. The Outlaw that Gary and Rod Emory built many years ago is still looking good. It was here with its custom bike Please note that the 2019 Monterey week trailer. Peter Pearce’s silver Speedster took a win in the 356 Outlaw Class. will move forward a week to its usual timing in the middle of the month. So, Carmel’s Concours on the Avenue will be Tuesday, August 13th and Pebble Beach Concours will be Sunday, August 18th, 2019. Please mark the calendar and check off for yourself this finest of all bucket list possibilities.

Left: A wild Speedster Outlaw and an even wilder ”356” coupe/roadster built on a sliced and diced Porsche Cayman body. Check out an episode about it on Jay Leno’s Garage.

20 Volume 42, Number 3 • Porsche 356 Registry he 13th NorCal Vintage VW & Porsche Treffpunkt arrived at Dave Brubeck Park in Concord, Cali- Tfornia on Sunday, August 5th. As ever, it was like a big air-cooled family picnic with free baked goods and coffee as the event began at 8 am, and ribs available for lunch. Among the couple of hundred cars on site were everything from a Schwimmwagen to ‘90s Carreras. 356s were well represented and there was no self-conscious- ness about dull paint or dents. The VW crowd was out in force with bugs and buses ranging from inspired to insane! Photographer Kristina Cilia has captured the mood with these great photos. Organizer Mike Rogers is also beginning a swap meet, scheduled for Sept. 2nd at Concord High School. NorCal Watch for news of next year’s show! GM Treffpunkt

www.Porsche356Registry.org • September / October 2018 21 one of us are getting any younger! The number of people qualified to work on 356s seems Nto be dwindling. Many of our most qualified technicians, especially those who drove or raced these Students cars back in the day are taking on less work or retiring from the trade altogether. Even those of us who do some or most of our own work are finding it harder to slide under the rear bumper to adjust the valves! Same holds of the true for early 911 and 912 owners. We have a surprisingly good representation of 356s (and early 911s and 912s) here on Cape Cod, Massachu- setts. So we decided to reach out to the local Technical High School to see if the Automotive Technology Depart- Marque ment had any interest in a Porsche show-and-tell session to expose some future automotive techs to the Porsche marque in general and the vintage types in particular. We got an enthusiastic response and a date was set for May 23, 2018. The morning started with a drizzly rain that limited us to just one 356. But with eleven members of the Cape Cod Porsche Gruppe in attendance we made an excellent showing at Cape Cod Regional Technical High School. The plan, all along, was to expose students to a representative cross section of Porsche types and vintages. In addition to instructors and students from the Auto Technology Depart- ment, students and instructors from the Auto Collision and Engineering Departments participated. The cars were arrayed in the Auto Tech shop area. We had a 964 Carrera 4 up on a lift. For the first hour of the two-hour visit the students (and instructors) moved from car to car and were able to ask the owners questions about their particular car one-on-one. During the second hour, we sat down with the Auto Tech students for a group Q&A session. Topics discussed included: benefits of the boxer en- Cape Cod Tech students like what they see under the huge rear gine configuration, impact of weight, weight distribution, wing of a 996. Below: Other students inspect the author’s 356A and engine location upon handling and stability, the role coupe engine as Mike looks on. of oil cooling in the air cooled cars - and the correct pro- nunciation of Porsche. The students were very engaged and asked a number of insightful questions. Some of the students didn’t know that Porsche had made front engine sports cars; Porsche stopped making them before the kids were born, so we’ll cut them a break! They also didn’t know that the 944s are a pretty inexpensive way to go to the track with a good handling car. Surely, we inspired more than one to be a first rate Porsche Tech of the future. Maybe even a future restoration expert. Maybe even a future club racer. Thanks to the Gruppe members that made time in their schedules and arrived, on time, from many different parts of the Cape for the 8 a.m. start. Also, thanks to Matthew Moynihan and rest of the Auto Technology staff for hosting the event. The mission of Cape Cod Regional Technical High School is to provide an opportunity to acquire high quality, academic, technical and social skills which prepare our students for success in our changing world. The Cape Cod Porsche Gruppe is a loose knit group of Porsche enthusiasts. About half the members are year round residents; some are summer residents or visitors. We get together for Cars & Coffee every Saturday morning, organize other events such as the occasional lunch, entries in car shows, and a fall tour. Mike Sarli

22 Volume 42, Number 3 • Porsche 356 Registry Although 356s were represented by only one car, a Porsches on display and their owners: Bill Richardson ...... 1991 944 S2 pretty wide range of other Porsches was on hand in- Roger Dumas ...... 1988 944 Turbo S Mike Sarli ...... 1958 356A Coupe cluding air-cooled fours and sixes, and water Roy Terwilliger ...... 1971 911T Coupe Wayne Kunkel ...... 2003 996 Coupe pumpers from the 944 series to the 997. Students Stephen Shakin ...... 1990 964 C4 Coupe Jim Baer ...... 2005 987 Boxster S could see changes in Porsche design and technology Skip Walsh ...... 1979 911SC Coupe Carl Fink ...... 2010 997.2 Coupe that took place over five decades. Bill Vargus ...... 1968 912 Targa Vic Verdina ...... 2006 997 Cabriolet

www.Porsche356Registry.org • September / October 2018 23 NW Bullsession

Number 32, or “Collect It and They Will Come”

By Rick Danielson Photos by John Hearn

he annual Bull Session has been a long-standing Northwest 356 enthusiast's gathering, for thirty Ttwo years now, to be exact. Evolving over the years from a backyard gathering founded by the late Bill Mitchell, it was carried on for several years by Bill and the late Garrett Goldsmith. Jim Shuh and Kendall Krieg continued to ensure the gathering was held annually some- where in the Northwest. Ultimately, as the 356 Group NW was founded and grew, the group took over planning and staging the event. Attendance has varied over the last few years, as we have tried several different locations to boost attendance. While attendance has hovered around 35 cars recently, this year brought out 53 356s and 145 enthusiasts. Sev- eral folks attended in other cars, but even then it was typ- ically another Porsche, ranging from early 912s to Boxsters, Caymans, Cayennes and a GT3. From top: Denny Aker’s shop provided ample parking, grass and shade for lunch and conversation, A key factor to the boost in attendance and enthusi- and inside, an eclectic group of things to see (more on page 22). It was great weather for open asm at the Bull Session this year was the venue. We hadn't cars, and several Speedsters and Roadsters were on hand. Rhys Haydon, our website Classifieds held the event at Denny and Sue Aker's property in about Monitor, arrived in his just-back-on-the-road 1956 coupe. 5 years, and it is quite the perfect place to gather. Denny's collections rank right up there with any others, and the variety of rolling stock and memorabilia is fascinating. The emphasis is heavily Porsche, with everything from a Porsche boat motor to a 4-cam installed in a VW bug that was once Denny's daily driver. Stroll around a bit more and you’ll see a Porsche Junior diesel tractor and a 1941 Kittenkrad half-track German motorcycle - complete with an ammo trailer. Several Speedsters in various states— from projects in progress to a running barn find to a fully restored example—were on view. Check out the NOS 28 cylinder Pratt and Whitney R-4360 radial aircraft engine! Needless to say, many enthusiasts who attended spent a lot of time looking over the assortment of autos and automobilia that Denny has collected over the years.

24 Volume 42, Number 3 • Porsche 356 Registry As varied as is Denny's collection, so were the 356s that were driven or dragged to the gathering. They included everything from "barn finds" to recent concours- level restored cars, Pre-A's to final production year 356s. There was even a RHD '55 Pre-A example. Or how about the 65 SC “barn find” coupe that was brought back to life by Brad Green and is now in the hands of his 30-year-young son, Colin. And the lovely “preserved” and unmolested slate gray/red Roadster so avidly driven by Glenn Mounger. Then there was the immaculate and careful recent restoration of a gorgeous black '65 SC cabriolet by Jed Goniu and driven for its first several dozen miles to debut at the Bull Session. Don Roose brought his recently completed S90 Roadster along with his recently acquired '56 Speedster. And Rhys Haydon drove his '56 beehive coupe after getting the final mechanical details sorted out after a 33 year slum- ber. Walt and Dee Carrel rolled in with their '53 Cabriolet. And how about the '58 550 Spyder that was trailered in by Steve Terrien, who has owned it since 1984? When queried why we hadn't seen some of these guys and their cars for the last five years, they remarked, “Well, you haven’t held the Bull Session at Denny's in five years.” The assortment of 356s of those attending did plenty to augment the “bull’ that was being bantered about, just as it has always done in years past. We served up our typical barbequed brats and potato salad, so no one left hungry. Three awards were given this year, with emphasis on From top left: Denny’s 4-cam powered VW Beetle. Denny demonstrates the German Kittenkrad half- driving: One for the youngest person to drive a 356 to the track with delighted passengers. Walt Carrel puts the finishing touch on a brat. A lovely spot for event, one for the oldest person to drive a 356 to the event, lunch in the shade under the fir trees. Steve Terrien’s 550A has been in his ownership for decades, and then a long distance award to the person who drove but it will be on the block at Monterey in August. the farthest. The youngest driver was Colin Green, age 30, oldest was Fred Bronson, age 75, and the long distance award went to Steve McLean who drove his RHD Pre-A 140 miles to attend. Thanks to Natalie Peters of Brown & Brown Insurance of Tacoma and Diane Morrill of the 356 Registry Goodie store for their support with door prizes and awards totaling over a $1,000. America's Car Museum in Tacoma gifted a one year bronze membership. Griot’s Garage provided some car care kits and our 356 Group NW added more Griot’s gift certificates to the giveaways. Thanks to Denny and Sue Aker for providing such a perfect venue for the event and of course, thanks to our many volunteers who helped with set-up, registration, food preparation, and breakdown after the day-long event. Check out www.356GroupNW.org to see what other events we have in store for you. Hope to see you there! Continued

www.Porsche356Registry.org • September / October 2018 25 Denny Aker’s Hobby Shop All kinds of vehicles, all kinds of engines, all kinds of fun stuff. Denny started collecting cars in 1969, and many of the other items are from the 50 years he spent wrenching on Porsches and VWs at his own shop in Seattle.

26 Volume 42, Number 3 • Porsche 356 Registry www.Porsche356Registry.org • September / October 2018 27 The Private Life of

Iconic though it is in the history of the Porsche production car, the original 356 roadster was dispensed with surprisingly quickly after it had served its purpose. We track its remarkable 356-001 post-Porsche history.

hough planned in principle in mid-1947 (chief Porsche designer Karl Rabe was working on a 1/5 Tscale drawing at Gmünd in Austria on July 24) the mid-engined Type 356 roadster only progressed as and when the necessary skills were available. In July of that year and again in November meetings took place with the British occupation officials in Klagenfurt who would have to bless Porsche’s creation of an automobile, lest it be thought a new secret weapon. Inspection of the 356’s completed tubular space frame took place on January 18, 1948. After the frame was ready, final assembly proceeded quickly. On the 5th of February the bare chassis was ready for the road. Naturally Ferry, one of the most experienced evaluators of automobiles in Europe, was first to try it out. On several of his outings with the bodyless car, Ferry was The first 356 in its original configuration accompanied by Robert Eberan von Eberhorst, then still a shortly after completion at Gmünd. By Karl Ludvigsen consultant on the Cisitalia Grand Prix project. At first silent, shaking his head, Eberan then said, admiringly, “That’s really something. And all that from Volkswagen parts!” Next an alumin um body was needed. Erwin Komenda drew it, thereby establishing the basic look of the 356 coupes and cabriolets to come. The body was hammered out by star craftsman Friedrich Weber. Though Ferry Porsche later wrote that Weber needed “a bit over two months to build that first body - not exactly a record time for a skilled ar- tisan,” the actual timing indicates that he built it in a day or two more than three weeks. Soon after the roadster’s completion, on the 28th of April, Ferry invited his father to join him for a run south toward Spittal, during which the 356 suffered a frame breakage. After repairs, works manager Otto Husslein took it for a shakedown run on the first of May. That he had something to learn about sports-car driving was shown by the dents in its tail that had to be repaired after his return. On the 13th of May the roadster was undercoated in yellow, weighed and turned over to Ferry for further eval- uation. A week later it was commandeered by Ferdinand Porsche and chauffeur Goldinger for an afternoon drive in the first car that was destined to carry the family name. Finish-coated in silver-grey, the 356 was presented to the authorities in Spittal on 8 June for road registration. They recorded Porsche as the producer and the model as “Sport 356/1”. Serial number was 356-001 and engine number was 356-2-034969. A picture appended to the application is the only known image of the roadster with its crude canvas top erect. Individual type approval was granted on June 15 with the awarding of registration num-

28 Volume 42, Number 3 • Porsche 356 Registry ber K 45 286. Now branded as a “Porsche”, no longer thought of as a possible sports Volkswagen as it had been when the project began, the 356 roadster was driven to Switzerland late in June so it could be tested by journalists who were on hand for the Swiss Grand Prix on July 4th. Then it was driven back to Austria, where it was demonstrated before an appreciative crowd on July 11, 1948 at Innsbruck between races of the Rund um den Hofgarten meeting. Ac- companying it was a 1939 Volkswagen Berlin-Rome coupe. This appearance “at racing speed” of exotic Porsche creations, giving a glimpse of the future of auto making, caused even more excitement than the race. “Much ob- Its low-slung, sporty appearance contrasts with a contemporary small sedan at Gmünd. served and admired were the two new Porsche cars,” said Below: While in the ownership of Zürich’s Hermann Schulthess the 356 roadster was pictured with a the Tiroler Tageszeitung, “using components from the full complement of passengers. By now it had hydraulic brakes and later Porsche wheels. Volkswagen and a tuned engine, not as racers but as sport- ing touring cars.” That summer of 1948 a British visitor, David Scott- Moncrieff, paid an impromptu visit to Gmünd and to Porsche, he and his wife driving “up a valley to a group of what looked like army huts and were very graciously received.” A purveyor of fine motorcars, Scott-Moncrieff made himself known to Ferry Porsche, who showed him the works and the first 356. “I was allowed to take the prototype for a test run,” Scott-Moncrieff continued. “I was absolutely shattered by its roadholding. We were emerging from the decades during which only vintage cars and a few sports cars sat on the road; the others wallowed and floated about. So to find this new prototype as taut and road-hugging as a Grand Prix Bugatti was an incredible experience.” Thereafter the 356 roadster came to rest back in Switzerland, where the first orders for Porsche production cars originated. Desperately in need of hard currency, Porsche was in no position to keep the car as an historical icon. No. 1’s first owner after Porsche was the Riesbach Garage in Zürich. The garage’s owner Josh Heintz bought the Porsche for 7,000 Swiss francs—about $1,750—in September of 1948; an Austrian export license was forth- coming on September 7th. The Riesbach Garage put the Number One Porsche in its new-car showroom. Though the 356 was admired by many onlookers, no one had the courage to buy this unknown vehicle. A friend of the garage owner, Peter Kaiser, was willing to take the car for 7,500 francs—more or less as a favour to Heintz. Kaiser was told that a group of Swiss industrialists had wanted to manufacture it. He was sold the 356 on the understanding that they could buy the roadster back if they decided to proceed. Not until December 20th was the car officially registered for the road in Switzerland, where it bore the plate number ZH20 460. The PORSCHE lettering on its front deck didn’t meet with Kaiser’s enthusiasm. He felt that it didn’t fit well with other sports cars, which had sonorous, zippy names like Alfa Romeo and Jaguar. “I wasn’t interested in advertising Porsche,” he said, “so I changed the name.” Accordingly he rearranged the original lettering to spell PESCO. His PESCO became Kaiser’s daily driver. “I had the feeling of driving a very lively and agile automobile,” he said. “I had to park it in the darkest back streets of Zürich because otherwise there would be a huge crowd of people Although colorization of early photos was not unknown, this portrait of the 356 roadster published in around it when I returned. They didn’t know which end 1953 smacks of authenticity. It supports the assertion that it was yellow during its early lifetime.

www.Porsche356Registry.org • September / October 2018 29 Below: In its modified form was the front and which the back.” to bits,” he recalled. the 356 roadster no longer re- In the spring of 1949 Kaiser sent the car to Metsch, a Shortly thereafter Rosemarie Muff of Zurich acquired flected the care that had been friend in Frankental in Germany, to have its brakes con- the Porsche for 10,000 francs. After she drove the car into given to its original design. verted from cable to hydraulic operation. In 1951, after the ground, swanning slowly about the streets of Zürich, Nor did matte-silver paint and Porsche set up in business in Stuttgart, he took the roadster Hermann Schulthess bought it for 3,000 francs, still in absence of wheel discs do the to the works, where he thought that it might cause some 1951. Now the first Porsche felt that it was finally in good veteran any favors. excitement. Instead he was told that they had no interest in hands. Zürich’s Schulthess, a car hobbyist, restored the Middle: The 356 roadster’s tail it. This “failed design” was nothing to do with them, the 356 completely. was also heavily modified. The Porsche people told him. On a trip over the Gotthard Pass, the Porsche nearly rear deck lid was now two- In 1951 Peter Kaiser sold the 356 to Zürich VW im- collided with a goat. Avoiding it, Schulthess braked so se- piece, with a separate panel porter AMAG for 4,500 francs. At the time, said Kaiser, its verely that the Opel following him, occupied by six nuns over the engine, vented by a seats were uncomfortable, body seams were opening up, from the Einsiedeln nunnery, ran into him and pushed the grille instead of the original the doors were dropping after the hinges went, the seating 356 into the car in front. Both ends were repaired in the slots. The distinctive tail between the frame trusses was narrow, the engine was bodywork department of AMAG in Zürich, which altered lamps were lost as well. weakening and the springing was suffering. “It was falling both front and rear to align them more with the design of current production Porsches. In 1952 Hermann Schulthess took No. 1 to the Porsche factory for the installation of larger hydraulic brakes and a 1500S engine. The only person in the works who expressed pleasure at this reunion with “our first Porsche”, as he called it, was business chief Leopold Prinz- ing. Otherwise no one took a particular interest in it. With its strong engine and great brakes, thought Her- mann Schulthess, his car was race-ready. But the only actual race that 356 Number One entered was the Swiss Mitholz-Kandersteg Hill Climb in 1953. Mark Engler from Ascona drove it to second place behind winner Hans Stanek in his Porsche-powered Glöckler special. That year the car also participated in several Swiss rallies. The next owner was Zürich master baker Igoris. It was love at first sight when he saw the 356 being inspected at AMAG. Igoris exchanged his Porsche 356 1300 coupe for the car with Hermann Schulthess. Although he wanted to renege on the deal the next day because Number One didn’t meet his expectations, Schulthess refused. From then on the car stood in the garage of Igoris and deteriorated. The last private owner of Porsche No. 1 was Franz Blaser of Laachen on the Zürich Obersee. On one of his daily trips to Zürich the auto mechanic spotted the car sit- ting in the Igoris garage and bought it. Again the car was completely overhauled, restored and returned to the road. In 1958, celebrating its first decade, the Porsche works took its belated decision to retrieve the first car bearing the company name. The intention was to set up an exhibit at the factory in which all previous Porsche designs would be assembled and admired. Porsche’s Richard von Frankenberg, a friend of Hermann Schulthess, assumed that he was still in possession of No. 1 and asked if he would sell the car. Frankenberg was referred to Blaser, who happily exchanged his ten-year-old roadster for a factory- new Porsche Speedster. Thereafter 356-001 has been in the Porsche collection, often appearing with Ferry and driven by him. Around 1975 it was restored to an approximation of its original external appearance. Its interior had been much changed with a new dash and buckets instead of bench seating. In the 21st century its instrumentation was changed to resemble the original more faithfully. Buffed and primped to a fare-thee-well, it is justifiably a prime attraction in the wonderful Porsche Museum. The AMAG workshop in Zürich is credited with the modification of the 356 roadster’s nose to this configuration after it was damaged in an Alpine accident. Seen at an event in Merano, it had fender flashes like the contemporary Spyders.

30 Volume 42, Number 3 • Porsche 356 Registry After its repurchase by the company in 1958, the 356-001 was featured in the Porsche “museum”, a room at the factory where race cars and some significant production cars were on rotating display. Tony Singer provided this original 4x5” transparency, showing the car before any attempt was made to return it to its original design.

www.Porsche356Registry.org • September / October 2018 31 The Road Back to Originality Maltby photos Slowly over the years, Number 1 returns to its first form.

Porsche was well aware that bucket seats didn’t represent the original configuration of its 356 roadster. Installation of a more complete gauge cluster and steering wheel with the Porsche badge were early modifications by private owners. The gauges have since been changed to their original appearance (right).

Right: Porsche’s refurbishment of its 356 roadster restored the vent slots in its rear lid, which however was still two-piece. Where the lid was hinged at the rear it was not so wide as previously. Nor was the lid shaped to hold the registration plate. Seen here in the Porsche Museum in 2015, its front trim was also revised to resemble the original and, once more, with individual PORSCHE lettering on its nose.

Below right: Since 1952 the Type 356 roadster has been powered by a 1500S engine, so the retention of a similar unit today is no solecism. The original from 1948 had a single-carburetor VW-based engine. Space for a spare wheel remains in the rear of the bodywork.

Left: Restored to a semblance of its original appearance, the 356 roadster appeared at a 1981 event at the Nürburgring with Ferry Porsche at the wheel. Behind it was the sole surviving 60K10 Volkswagen, then still in the hands of Otto Mathé.

32 Volume 42, Number 3 • Porsche 356 Registry Doppelgänger

amous people and movie stars sometimes have body doubles. In the classic car world, clones of famous automobiles are every- Fwhere. The Porsche Factory has just created its own “clone” of the first Porsche, but with a twist: this one does not replicate the existing roadster, but rather what 356-001 looked like originally. A story in Christophorus from February notes, “The original condition of the ‘No. 1’ Roadster is lost and can no longer be restored.” In a nod to the realities of decades worth of modifications, Porsche states, “As an original with a living history, Porsche 356 “No 1” Roadster will not be returned to its original state - it is being preserved in its present state, including all modifications and changes, out of respect for its story.” Rather, a new “show’ car has been created that, as far as possible, reflects the original design and equipment from 1948. The process was painstaking, as further described in the story. “Experts from the Porsche Museum first made a 3-D scan of the existing vehicle. A computer then superimposed these virtual results onto the design drawings from 1948, which had been scanned as well. This revealed Images from the car’s eight month a number of deviations. Step by step, the radii from a fixed point were mod- construction show some of the atten- ified to match the original form. Archive staff members consulted all the tion to detail. Below: Its coming-out original photos available, studied drawings, and analyzed journals. Finally, party was in Berlin in May, beginning a computer-assisted milling machine carved out a life-size model of the the Porsche 70 Years celebration. car from a block of rigid foam.” Sheetmetal was hand formed to fit those contours, and mounted on a mesh of many tubes. Unlike the original or a space frame from a race car, its underpinnings don’t need to locate suspension, transmission or an engine - since this show car will never be driven. The front axle is from a VW (as the original); the rear axle is a simple pipe. All exterior and interior details accurately reflect how the car looked when first registered in June, 1948. Even the color is correct. Samples were taken from under the dash where the original blue paint was found. “In the diary of Rabe it says, that the first color was kind of yellow, more precisely the primer. Two weeks later the car was lacquered in a greyish blue color,” we are told by Jessica Fritsch of Porsche, who kindly supplied the photos and details. Porsche Number 1 and the show car will play a kind of tag-team world tour this year, to celebrate 70 years since the first Porsche was built. 356- 001 began a tour and exhibition in Germany and Austria starting in March. To South Africa in June, then back to Europe and England, it was in Pebble Beach in August and after stops in Canada will be at Rennsport in Septem- ber. Three more stops in China round out its 2018 tour. The “show car” was in Berlin in May, South Africa in June and during the summer will be in a special exhibition at the Porsche Museum. It will be seen at the Guangzhou, China International Motor Show in November. We can assume it will also be on display going forward so that Porsche fans can see what the first one really looked like. GM

www.Porsche356Registry.org • September / October 2018 33 It was an ominous sight at Portsmouth ferry terminal as a pack of yellow Automobile Association breakdown vans waited to take the trip across the English Channel. Along with them was a gathered herd of classic cars which included Bruce & Dave Duncan in Bruce’s ’55 Continental, Dan and Peter Penfold in Dan’s Outlaw ’56 and my ’56 Sunroof. As if in fear, all three cars refused to start when the queue started moving toward the catamaran which would take us to Cherbourg for the drive to the 9th Le Mans Clas- sic. With an unresolved intermittent starting problem, my car started after a few frantic twists of the key. I could hear the Continental’s engine spinning away in front of me - just as the stevedore was giving up on Bruce and beckoning me past him, his flat 4 fired into life to a cheer from the ranks of waiting classics. Dan, further back in line, was helped along with a push start from the friendly crowd. The drive through France to La Sarthe was uneventful with a stop to load up on croissants, baguettes, cheese, wine Le Mans and beer. Once again we were joining the Original Flat 4 Drivers Club hosted by classic car photographer and steam- punk hipster Remi Dargegen. Arriving at the campsite we were greeted by a fine collection of split-screen buses, Bee- Classic tles and 356s from France, Belgium, Holland and the UK. Mechanical gremlins were de rigueur for UK 356 Reg- istry members with Mark busy blowing air through his idle By Hugo Sheers • Photos by the author and John Hearn jets with a drinking straw to improve his car’s low speed running and Paul having broken a set of points in a high speed pursuit to rendezvous with his convoy.

Friday morning we took our cars over to the club space which featured a 1963 Formcar imported by Porsche from America to bring Formula Vee to Europe, helping to launch the careers of Niki Lauda, Nelson Piquet, Emerson Fittipaldi and others in the process. There was also a 4-cam 904 Carrera GTS which was competing in Grid 4. Busy replacing the regulator and adjusting the fan-belt of the C Coupe he had brought with him from the US was Matt Hum- mel. The ailing car—having been bravely driven through the centre of Paris—was on a European vacation prior to travelling to a new home in Japan. Enthusiastic motoring on open track laps resulted in more mechanical shenanigans for the UK 356 contingent with James’ car throwing a fan belt, and a loose air cleaner on Mark’s car sticking the throttle fully open just as his ovoid brake drums began to fade.

Saturday night I hitched a ride to the club space on the cargo bed of a Dutch single cab splitty pick-up along with a pair of Irish Setters and their owners. A canine head sticking out either side of the bus with ears and tongues flapping in the wind brought smiles from crowds no longer easily impressed. It was party night at the club stand with regional food and aperitifs from all round Europe, including Belgian and English beers brewed by the faithful. Remi’s efforts were rewarded by the event’s organisers with a trophy for the best club display. This year featured a Porsche Classic Race of 70 cars to celebrate 70 years of the marque. However, the quickest 356 was to be found in Grid 3 where the ’59 GT Speedster of Bill and Will Stephens recorded a fastest lap of 5:29.9 in race 3, being clocked on the Mulsanne straight at 132.8 mph in the process. Continued on page 32 34 Volume 42, Number 3 • Porsche 356 Registry Clockwise from top left: The Stephens Speedster lines up for a run in the Grid 2 group. The 1963 Formcar V got a lot of attention. Matt Hummel and advisors, working on his C coupe. One of many groups of Porsches parked at the event. In the Little Big Mans contest, a hundred kids take a Le Mans start and tour a shorter circuit of the track. In a real Porsche parade, Number 1 leads a group of cars from nearly all years of Zuffenhausen production. Above: Some minor maintenance on the Bathazard 1952 coupe, one of four Pre-As.

www.Porsche356Registry.org • September / October 2018 35 Le Mans, known for its long and fast straights, is also supremely challenging in the tight corners. A brightly painted curb is not meant to be driven over, and is just high enough to launch the rear end sideways if you do so. This Spyder driver was able to collect the spin and fortunately, the Morgan following didn’t collect him.

Above: If you can’t decide what color to paint your race car, no problem. The current trend of replicating famous Porsche liveries like Gulf, Martin or Brumos, and Factory signature paint jobs like the “Hippy” and “Pink Pig” 917s can also leave you with too many choices. The solution? Use them all!

Left: Preparing the Stephenson Speedster for a night race.

"Plus ça change, plus c'est la même chose" After watching the last races on Sunday we drove the route taken by the race cars to the garage at Teloché where Porsche prepared their factory Le Mans entries from 1951 to 1981. Lining up our cars outside, we re-created a 1955 photo of 550 RS Spyders. Some great period footage of the Spyders in the garage at Teloché, then convoying to the track can be seen 10 minutes 26 seconds into the following film: https://www.youtube.com/watch?v=5nNYDjZgMb4 We continued to evade the breakdown trucks on the way home, making plans on the boat for our return in 2020. Hope to see you there!

36 Volume 42, Number 3 • Porsche 356 Registry Believe it. There really is Life after Rust.

Corrosion? Collision? What was once salvage is now salvation. Hard-to-find sheet metal is no longer, well, hard to find. We make collision and restoration sheetmetal for all 356s, 1950-65. Outer body panels, all body styles. Also, body bumpers, A bumpers, n.l.a inner structures. Back seats, wheel well panels, firewalls, tunnels, Speedster seats, doors, hoods, engine lids, door tops and more, in steel and aluminum. Trevor’s Hammerworks, Inc. www.356panels.com 440•953•0501 440•602•9885 Fax

www.Porsche356Registry.org • September / October 2018 37 It had to be at Luftgekühlt, the only place where a deeply provenanced race-car such as Dan Gurney’s French GP winning Porsche 804 can sit only feet from a recent barn-find, still covered in dust. That’s where we found local enthusiast Frank Don’t Casares and his recently purchased primer yellow, chromed Fuchs wheeled, slammed (lowered) 1959 Porsche 356 T-2. The 2016 edition of Luftgekühlt was his first Porsche event and he was a little nervous about showing it, since his ideas about preparing a car are decidedly different from the more traditional approaches he’d been reading about on the Porsche forums. It didn’t help his mood that Restore the car stopped running as he and his son were on their way there. Thankfully, the mechanical issue was minor, a loose wire from the coil to the distributor, though they didn’t know it at the time. Not to be deterred, they called a tow-truck and had the car delivered – two hours late – just outside the front gate and went in to cruise around, having no idea what a stir the car was causing. Every- That! one who visited the show stopped to gawk at the low-rider with the chrome wheels and the hula girl of the dash. If Luft had been the main meal, this was the perfect dessert. The pace of those exiting Story and photos by Sean Cridland slowed, jaws dropped, iPhones came out for a few final photos.

Ugly and lovable are not While Casares had always dreamt of owning a Porsche, his first mutually exclusive terms, car was a VW Beetle that he bought for $450. From time he was 14, in dogs or in Porsches. he has owned more than twenty VWs – including hard and soft-top Beetles, Karmann Ghias, and 23- and 15-window busses. Many of his former cars were fully restored and/or hot-rodded and some sold to collectors in Europe. Casares did nearly all of them with GFK or German Folks Klub sensibilities for creating highly personalized cars using mostly new-old-stock parts, with a generous amount of chrome and hand-rubbed lacquer paint. For those readers who don’t know about the GFK, it’s worth doing some research. The German Folks Klub is a largely Latino/Chi- cano car-club that emerged out of the LA low-rider and early 1980s disco culture. As the more desirable Chevrolet and Ford models

38 Volume 42, Number 3 • Porsche 356 Registry became rarer and more expensive, young people established their own platform for expression with the recently discontinued air-cooled VWs. The cars were cheap, parts were plentiful and they made great platforms for customization and personal expression. Soon the hopped-up VWs were a style, then a trend, then a movement. But it didn’t stop there. Casares’ best friend Boo-Boo (Joel Prado) heard of a 356 in Beverly Hills and knew Frank would be interested. It was not exactly a barn find, since it was located behind a stately home at the end of a long driveway. And it wasn’t exactly a secret, either. The car had been for sale for some time and the owner was in no special hurry. He had begun a restoration on the body in about 1980, and rebuilt the engine then also. As time passed, however, the hefty 6’-4” owner decided it was too much trouble to get in and out anymore. He let it be known in select circles that the car was for sale, rather than advertising it in public. This brought out not one, but two local “We Buy Porsches” dealers who ended up argu- ing at high volume outside the driveway gate about who was there first. The owner sent them both packing, thinking to himself, I don’t need this aggravation. Another prospective buyer offered $3500, well below the owner’s perfectly reasonable $10,000 asking price. His response was to tell the buyer, “The price is now $35,000!” Enter Frank, who had heard of the car through Boo-Boo’s connection. He was a little From top: Cruising is what this car is all about. apprehensive about buying a Porsche—since his knowledge base on the marque was limited— The Original German Folks Klub was established in 1982. but when its cover came off he liked what he saw. The car seemed solid and he agreed to the A Hawaiian hulu girl takes your attention away from the fact that owner’s price. the dashboard padding is long gone. “When would you like to pick it up?” the tall man asked. Frank Casares, left, and his son Frank Jr. were surprised and “Right now,” replied Frank. “I’ll call a tow happy at the attention their car received at Luftgekühlt in 2016. truck.” He knew that with a car deal it was best to leave nothing to chance, and pulled out a wad of cash. The owner was taken aback and suggested they wait until Wednesday when the bank was open and they could deposit the money directly. Frank, now working hard to consummate the deal, determined that they both banked at the same bank. He also knew the local branch was open until 4 that day, Saturday - and that there was a good pizza parlor across the street. “Are you hungry?” Frank asked. “Let me buy you lunch and you can tell me about the car’s history.” Frank guessed correctly that the owner liked to eat and after a pleasant lunch they crossed the street to deposit the money. The owner didn’t want to handle the cash but a teller counted the bills and determined they were all legit. Soon, papers signed, the car was his and Frank brought his first Porsche home. Continued

www.Porsche356Registry.org • September / October 2018 39 Back to life, back on the road With the help of a Porsche-enthusiast friend, he established that it was a numbers-matching car. There’s obvious damage in the front com- partment from a collision from a long time ago, so it’s a given that the front end was probably replaced, but it was a real, honest Porsche, and he was happy. The engine had been rebuilt 25 years earlier but it was stored correctly and it looked good. Carefully checking it over, Frank found it was stuck a bit but so he disassembled it to the case. Replacing the rings, he also had the heads massaged with bigger valves and a bit of porting and polishing. A set of Italian Weber carbs were added with aftermarket S-90 style air cleaners. The transmission oil was changed but it needed nothing else. He replaced fuel and brake lines and checked all other systems. Not really liking the drum-brakes he’d had on his VWs, the 356 received Wilwood cross-drilled discs on all four corners. As per his GFK roots, VW lowering spindles fit with no modifications. Slightly massaging the normal Porsche suspension adjustability, he was able to lower the front by more than four inches. The rear is only one inch lower. He replaced the steel 356 wheels with the chromed Fuchs wheels very popular in the GFK scene. The fronts are original 4.5 inch-wide units, the rears are 6x15. Though the car came with no bumpers, he was able to source a set of new-old-stock American market over-riders and bumpers from Bob Campbell, a look he’s always liked on the VWs. Bob Chase of Gray Eagle Overriders bent them perfectly to fit. The exterior color is “High Build Primer” yellow, left over from the car’s interrupted restoration in 1980. Frank used some old school tricks to give the paint a little sheen: a combination of water, Ajax cleanser and calcium/lime remover, along with a green scouring pad not only smoothes the surface but sanitizes! The luggage rack is an original Leitz, but the roof rack Frank made himself from a couple of VW racks, bending the tubes to fit the contours of a 356 roof. He prefers wood slats to an all-metal rack. For now, he likes the barren interior and beach towel seat covers but has future plans to redo the seats for better comfort as he loves driving the From top: The original engine is clean after its partial rebuild but certainly not car more and more. The hula girl on the dash stays. prepped for concours. Like the rest of the car, chipped paint and partial decals add Casares, a busy restaurant kitchen designer, has heard it all when to the look. driving the car, from the predictable Porsche purist comment, “Why did On the boulevards of Los Angeles the car gets more attention than the dime-a- you ruin it (by lowering it)?” to the more contemporary “Wow, that’s dozen newer Porsches or other exotic cars. Tall American overriders grace the BADASS! Please don’t restore it.” bumpers, which are a different color than the car. Frank doesn’t mind. While I’ve heard some complaints about my lowering the car,” he The trunk, like the interior, is no showplace but all systems are functional. There’s says, “most people say ‘hey, it’s your car, have fun with it.’ So that’s what no worry about parking lot dings on the outside or coffee spills on the inside. I’m doing…”

40 Volume 42, Number 3 • Porsche 356 Registry FROMBLAU THE CREATORS GRAU OF

SHIRTS We do one thing: Lease exotic and vintage motorcars. We do it fast: Delivery in 24 hours. AVAILABLE We use technology: Electronic signatures expedite everything. W We have a secret weapon: The 100% transparent amortization schedule. NO When you’re ready to take the wheel, contact us.

SHOP.DELUXECUSTOMS.COM

Experience the Premier Advantage Call us toll free at 877-973-7700 premier昀nancialservices.com

TEMPE WWW.DELUXECUSTOMS.COM ARIZONA

www.Porsche356Registry.org • September / October 2018 41 356 Club Concours

Surrounding a lake he 356 Club of Southern California organized yet on the eighth hole another stunning 356 gathering at their 32nd Con- of one of three Tcours D’Elegance. America’s largest 356 judged nine-hole courses event was situated on the fairways of Bella Collina Golf Club at the club, 356s in San Clemente California, and the new venue’s surround- were spread out ings did not disappoint. Approximately 125 Porsche 356s according to year graced the lawns in addition to a strong turnout from the and model. 911 and 912 Registry, R-Gruppe and plenty of other enthusiastic 912 models were Porsche owners. nearby. As usual, the three main categories of Wash & Shine, Street and Full Concours offered something for everyone. Thanks largely to what Parts Obsolete owner Gary Emory By Rex started back in the 1980s with his son Rod, the Outlaw class was very strong with plenty of 911/4 powered entries to be McAfee found. And just as every high-school’s senior dance can only have one Prom Queen, there can only be one “Best of Show” at a Concours. This year’s top honors went to the 1956 356A 1500 GS Speedster owned by Nick Clemence of European Collectibles. You don’t know have to be a 356 expert to know a Speedster equipped from the factory with a 4-cam engine is a rarity. What will Nick have up his sleeve for next year? Herb Wysard’s Glöcker #3 is always a welcome site and earned this year’s Special Interest Award. Lastly, well deserved accolades to John Willhoit for assembling and or- chestrating an experienced judging staff. Until next year.

Check out the 356 Club’s website for more events. www.356club.org

Nick Clemence’s entry, overall winner in the full concours group, carried two magic words on its fenders.

42 Volume 42, Number 3 • Porsche 356 Registry www.Porsche356Registry.org • September / October 2018 43 Allen R. Kuhn

The Denzel olfgang Denzel (1908-1990) was a successful Aus- trian BMW motorcycle racer during the 1930s. He Walso was an importer for BMW motorcycles. During Light Makes Might WWII he ran a facility repairing military vehicles but after the war, cars and trucks were very scarce in Austria. Postwar, Denzel ran his own repair shop, fixing motorcycles and cars, and also By Tom Niedernhofer and Jim Perrin putting together Volkswagen wartime Kübelwagens from the numerous wrecks that were available. A few years later he became The Denzel owners I know all have a common interest in old Porsches, old a dealer for several marques including BMW cars. He eventually VWs, and of course Denzels. All were Porsche owners first, long before they knew was a BMW and Nash distributer for Austria. about the Denzel brand. Even a majority of the few people that own just a Denzel engine share the same common interests. Creating a new sports car When asked about a Denzel article for the 356 Registry magazine, we had to Wolfgang Denzel decided to build his own sports car, and oblige to share what we know with a larger audience. These are great sports road- constructed the first one in 1948 at his shop in Vienna, Austria. sters from a wonderful time in automotive history. This car was built on a Kübelwagen chassis and was heavily You may also see a Denzel or two at a Porsche club event or gathering. The based on VW mechanical components, including suspension, Porsche community, especially the 356 clubs, have opened their arms to inviting brakes, wheels, transmission, and engine. It had the same or welcoming Denzels to attend their events. That is great, because the way we wheelbase as a Kübelwagen, which was relatively long (for a see it, the Denzel otherwise would be sort of an orphan as there is no official club sports car) at 94.5 inches. function for Denzel cars to gather. It is a good fit. While Denzel was building his prototype roadster in Vienna, I recently asked a few 356 Registry members who are Denzel owners what it Ferry Porsche and his workers were doing the same thing 150 is like to drive a Denzel. Tom Trabue, who owns two of the ten Denzels in the USA km away in Gmünd, Austria. The first Porsche sports car, also said, “Driving DK 146 is primitive, light and easy whereas driving DK 155 is like a roadster, was completed in mid-1948. dancing with the perfect partner.” Note that one Denzel is showroom stock and The Porsche roadster had an aluminum body with a mid- the other is a race car, respectively. Bob Van Heyst from Belgium said, “When I engine. In contrast, the first Denzel sports car body was made drive her out of my shop on idle I can feel the adrenaline start to pump, but never with a non-metallic composite material with the engine at the sure if it’s mine or hers. As soon as I hit the street I can hear ALL THE TIME very rear. Denzel undoubtedly chose the material due to the scarcity clearly her whisper in my ears: RACE ME, Race Me, race me…” of steel and aluminum sheets for building the bodies. In this With only a handful of Denzel cars in the USA, Europe, and elsewhere, they early post-WWII period, you could not simply order raw mate- are a pretty rare sight. We really think there is a common thread between Porsche, rials, as they were in short supply. To get any quantity of mate- VW, and Denzel. Just look at a Denzel and you’ll understand why. Wolfgang Denzel rial, you had to apply to the Allied-Army appointed group that pushed the limits to make his cars light, fast, and fun to drive. If you see a Denzel was responsible for allocating raw materials. (The individual on the street, ask the driver for a ride and experience the thrill of speed! managing this group was Major Ted Dixon, an engineer who Tom Niedernhofer, DK 151 later was a Porsche sports car enthusiast and PCA member living

44 Volume 42, Number 3 • Porsche 356 Registry Opposite: At the Pomona Fair- grounds Road Races, Feb. 8, 9 1958. DK 151 bearing the race #20, Class FP, 1300cc, driven by Skip Hudson.

Denzel brochures fea- Left: The first tured his stylized initials. At bodies of the Denzel line were top, “Introducing the Sport and built by a supplier in what can only be de- Super Sport, Volkswagen Special scribed as a very modest facility. Below: Denzel in his Equipment”. The colorful 1300 piece first car at the Austrian Alpenfahrt in 1949. Bottom: is from about 1957 and the English one Mathé and his Gmünd coupe was a regular at Austrian above is from Speedcraft Enterprises in races and rallies, often in the same class as Denzels. Exton, PA, probably 1954 or ‘55.

and working in the Pittsburgh area.) The early Denzel sports car was a four-seater, with two seats in front and two in back, and a VW engine displacing 1131cc. The first car was painted blue, and was known as “Blue Lightning”. The earliest cars were not yet named “Den- zel”, but rather were marketed under the name of “Volkswa- gen Special Equipment”. Early changes to increase horsepower included converting the single carburetor engine to dual carburetors. Another early change was to reduce the displacement to 1081cc, so that the cars could be raced in the 1100 class. Wolfgang Denzel and Hubert Stroinigg entered a Denzel car in the 1949 International Austrian Alpenfahrten, which was a major European rally. It was originally run in 1911 (won that year by Ferdinand Porsche’s Austro-Daimler team), then on and off until the second world war. Considered one of the toughest rallies in Europe, the cars encountered a variety of conditions, running on both paved and unpaved roads through the mountains. Of note is the fact that the rally began in Zell-am-See and passed through Gmünd. The only other VW-powered entrant was one-armed Otto Mathe in his Typ 64, who dropped out during the race. Denzel and his navigator impressed everyone with their class win at this event, and certainly helped to put Denzel on the list of desirable sports cars. It also caused a stir among race fans, as noted in a book about the events: “The few connoisseurs present also took a lively interest in two sports cars fitted with Volkswagen engines, as yet untried in motorsports.” Surely this raised the profile of a fledgling carmaker in Gmünd whose new 356 model was just being introduced. The rally was won overall by a team of rear- engine, air-cooled Czech Tatras, further enhancing the repu- tation of that particular powertrain layout. Denzel would later score many additional significant wins in European rally competition.

www.Porsche356Registry.org • September / October 2018 45 Improving and evolving A circa 1951-1952 Denzel brochure (previous page, top) shows photos of both the four-seater car and a new model which was a three-seater car. This brochure refers to the two cars as the WD Sport (the four-seater) and the WD Super Sport (the three-seater). At this time the earlier car was being replaced by the newer car, and soon the newer model was the only one offered. Denzel changed from the VW chassis to one of his own design. In this new layout, the region in front of the doors was a combination platform and round tube chassis, while the region behind the doors was a tube frame. The major mechanical components including engine, transmission and suspension continued to be based on VW components. The new model had a shorter wheel base, reduced from 94.5 to 82.7 inches, and did away with the rear seat area. (The 356 wheelbase is also 82.7 inches.) Most examples of the newer model had a relatively narrow driver’s seat and a wider seat for the passenger side, allowing three individuals to sit in the front. The new model had a Den- zel-designed frame consisting of square and round tubing, stiffened by sheet metal panels attached to the frame. The Denzel layout using tubing plus attached sheet metal is similar to the chassis of the 550 Porsche Spyder. In contrast, the 356 chassis is constructed of sheet metal pieces welded together without use of tubing. Wolfgang Denzel’s objective was to keep the cars very light. The short wheelbase cars initially had a split windshield and a steel body with aluminum front and rear hoods. Examples of the steel body cars with aluminum Allen R. Kuhn hoods are the two earliest Denzels in the U.S., the 1953/1954 era DK 19 and DK 21. These short wheelbase cars also had aluminum gas tanks and steel-aluminum wheels, and eventually also had aluminum bumpers and bumper guards. These two early cars were side by side in Otto Linton’s Speedcraft Enterprises showroom in Exton, Pennsylvania as brand new cars. The cars later went dif- Top: A car for a gentleman competitor - at ferent directions, as DK 19 was always an East Coast car a rally in Portugal. Above: A car for a seri- while DK 21 appeared in 2001 in rural northern California. ous racer - Dennis Peet in DK 151 (#58) at By 1954 Denzel was advertising his cars as having alu- Santa Barbara hangs with Bill Love in an minum bodies, so the 1953-1954 period was when the AC Ace Bristol, June 1, 1958. transition was made to the lighter aluminum bodies. Right: Typical transmission access in the The construction of these cars was lighter than that “rear shelf” area. Below: DK 158’s frame is of a Porsche 356. For example, in the front hood area of shown (inverted) during restoration. a 356, you see a double wall construction of sheet metal in front of the spare tire. In contrast, when you look at the same area in a Denzel you see that the same area is a single wall construction. The same is true for the rear engine compartments of both cars. Another example of Denzel’s desire to produce a very light car is the bumpers. The aluminum Denzel bumpers and bumper guards are very light; as a result, they are more decorative than functional and are very easily damaged. In contrast, the standard 356 steel bumpers are much heavier. (You can easily pick up a Denzel front bumper and bumper guards with one fin- ger.) A stock Porsche 356A pushrod Speedster is approximately 1775 pounds. Another reason for a Denzel’s lightness is simply its size. Both the Denzel and the Speedster have the same 82.7 inch wheelbase, but the Denzel is only 141 inches in overall length as compared to the Speedster at 155 inches, a difference of more than a foot!

46 Volume 42, Number 3 • Porsche 356 Registry Road & Track’s 1957 road test of DK 151 was very complimentary, with only a few caveats. The seat is noted as being able to hold 3 (it is about 3 inches wider than DK 155, which explains the extra space inside). This is the one Denzel known to be delivered for sport competition, utilizing Weber 40-DCM1 carbs. It was purchased from Denzel by Hannig and Olbrich from North Hollywood, CA. Below: A later car at a Euro- pean track is shown with its top in place. This is Max Kraus's rare Sport Interna- tional Denzel. Bumpers show that it is clearly a street car taped up for a weekend run at the track. Bottom: Another weekend warrior, albeit with stripes. Even if you get in trouble at the track, the car was light enough to easily push off a bank, berm or bale of hay.

The Denzel roadster produced at the same time is approximately 1450 lbs. Denzel continued in his quest to make his cars light, and soon the complete external bodies were aluminum, and continued to be so for all future cars. (See Jim Perrin’s article comparing the Speedster to the Denzel roadster in vol. 23-5, Jan/Feb 2000.) Denzels became slightly more civilized as production continued, but were still spartan by today’s standards. The side curtains of the early cars were replaced with roll-up plexiglas windows. The two-piece windshield was replaced with a single-piece curved windshield and washers were added on some cars. A wind-up clock was also added, sup- plementing the other Denzel dashboard instruments of tachometer, speedometer, gas level, and oil temperature. It should be noted here that the Denzel tachometers were me- chanically driven from the mainshaft of the transmission. This meant that Denzels had a modified transmission nose cone that allowed a tachometer cable to connect to it. That cable ran through the tunnel toward the front bulkhead of the car, then was attached to a right-angle drive unit with a 1:2 ratio stamped on the side. A second cable was redi- rected up and to the tachometer. The VDO tachometers used in the later Denzels we are familiar with usually have a 2:1 ratio, indicated right on the face of the instrument. The right-angle drive unit is the same unit used on at least some of Porsche’s Spyders (and is quite rare now). Mechanical improvements continued to be introduced. The VW brakes had early on been replaced by 40mm-wide Fiat brakes with aluminum drums, and added the option of 60mm-wide brakes. Denzel also offered the option of special gears for the VW transmission. Even though the Denzel aluminum bumpers were very light, buyers planning to race their cars could delete them when or- dering their cars.

www.Porsche356Registry.org • September / October 2018 47 Wolfgang Denzel continued his interest in competition, and produced several examples of a special high performance model called the Sport International (SI). The SI has a body that is approximately three inches narrower than the standard model. It also had different wheels, 60 mm wide brake drums, and a front-mounted oil cooler. In- stead of having one narrow front seat for the driver and a wider seat for one or two passengers, it has two narrow front seats. This car had the more powerful version of the 1500 engine, producing an advertised 80 hp.

Competition engines Although starting out with a VW engine, Denzel made continuous improvements in its performance. He had crankshafts, connecting rods, pistons, cylinders, heads, and valve trains made to his specifications. Eventually the 36 hp VW case was the only major engine part that was still a VW part. Most Denzel engines had large full-flow oil filters; The Denzel has always been a multi-purpose machine; as a street car it served admirably and could these are much more efficient than the by-pass filter used double as a racer on weekends. In this Salinas, California neighborhood circa 1967 there were three in Porsche 356s. Denzel heads with their dual port design Denzels, DK 157, DK 155, and DK 151, left to right. The gentleman in the center is Carl Gatske, on the were a major improvement over the VW heads, as they pro- right is his daughter, Carla Sue Gatske. Note the difference in width between DK 151 on the right and vided much better breathing. Many Denzel engines had the other two. Below: Tom and Shelly Niedernhofer in DK 151, which still proudly wears its racing unique aluminum rods with steel caps to reduce the recip- number and cut-down windshield. rocating weight. The 1500 SI engines even used Hirth roller bearing crankshafts, as used in the Porsche 1500 Super engine and in Porsche Carrera engines. Over the years Denzel produced 1100, 1300 and 1500 engines. Most Denzels in the mid-‘50s and later were the 1300 Super Sport model. These used Solex 32 PBI and 40 PII carburetors, had a compression ratio of 8.5:1, and developed 65 hp. At least one Denzel, DK 151, was ordered with Weber 40-DCM carburetors and a special engine for sports competition. Denzel also sold 1300cc engine “Kits” for VWs which substantially increased their horse power. These kits were marketed in both Europe and the U.S.

The paper chase The Porsche 356 world has access to factory-issued owner’s manuals, shop manuals and parts books. None of these are known to have ever existed for Denzels. However, a series of sales brochures was produced over the years which document some of the changes in Denzels as they were being produced. One of these is a small black and white sales brochure put out by Speedcraft Enterprises in 1953-1954, and it is the only U.S.-issued sales brochure. It includes seven photos of the car. A featured slogan in the brochure is “A Sports car designed for the enthusiast and his family”. Next to the slogan is a photo of a young family of two adults and one youngster about to get in their car. They presumably are about to take a family trip as two good-sized suitcases area also shown alongside the car. By not having a rear seat, there is a very large luggage area behind the front seats. The brochure also says “Large cockpit and unique seating arrangement assures three adults a firm, Bill Vance photo Bill Vance comfortable ride” and (the Denzel) “is ideally suited for rally or competition use”. Quoted horsepower is 49 and top speed is listed as being 99 mph. The Denzel Factory put out four sales brochures. The earliest of the four factory brochures is the circa 1951-1952 deluxe catalog mentioned earlier in this article. It is the Jim Perrin's Denzel DK 160 at the Ypsilanti, Michigan Orphan Car Show. This show is for car marques type referred to by literature collectors as a “prestige” cat- that have not been produced for 25 or more years. Jim's Denzel was vintage raced for many years by alog. It is spiral bound with heavy clear plastic covers. It previous owner Howarth Gilmore has five pages of text and specifications, plus seven photos.

48 Volume 42, Number 3 • Porsche 356 Registry 356 Upholstery For the Perfectionist • From seat rebuild to complete interiors. • Shipped worldwide from our new state of the art facility in Palm Springs, CA. Visitors welcome! • All products unconditionally guaranteed correct to the highest show standards. • CAD cut for perfect fit with unrivaled workmanship. • All factory correct German materials and colors. • Complimentary sample package available.

www.HeritageTrim.com Palm Springs, CA USA 360 332 3022 Vancouver, BC Canada 604 990 0346 Visit our website to see photos and our new informative VIDEO productions. A must see for anyone planning a 356 interior replacement.

In Stock Now Reproduction BR18 & 022 Distributors

Correct curve and total advance, genuine Bosch points, restores steady idle and proper acceleration.

Special Price $295 With Free Shipping

ClassicoWheels.com toll free 866 868 0808

www.Porsche356Registry.org • September / October 2018 49 Allen R. Kuhn

The photos are individually glued to the pages. This is the brochure that has both the early four-seater car and the later three-seater shorter-wheelbase car. The other three factory-issued sales brochures are similar to the simple 356 and 356A ones issued by Porsche in the 1950s that are printed on a single sheet of paper and then folded. Wolfgang Denzel ultimately built approximately 65 Denzels. Other sources have quoted total Denzel production of 300-350 cars, which is incorrect. The last car produced was Jim Perrin’s DK 160, the only one built in 1960. And it should be noted that the serial numbers did not follow in any sequence by year. As an example, Trabue’s DK 155 red racing Denzel was built in 1956, and DK 151 is a 1957 model.

Denzels today Although the last Denzel was built almost 60 years ago, there still is an active group of enthusiasts driving a few Denzels. There are ten known cars in the U.S. and about double that in Europe and elsewhere. Several cars have been vintage raced in recent years at U.S. historic races, including Denzels owned by Tommy Trabue (see the 356 Club of Southern California magazine, Spring 2014 issue), Top: DK 155 was one of few Denzels produced with an opening for the oil cooler. Here Skip Bill Haupt in the east coast, and Terry Sullivan in Northern Califor- Hudson pilots the car at Pomona, 1957. nia. Trabue’s DK 155 has been raced on both coasts since its return to racing in 2000 at Laguna Seca. It was invited to celebrate the Above: From left is Ray Schubert and Tom Niedernhofer, both occasional crew members for 60th anniversary of the 12 Hours of Sebring in 2012, as Denzels Tommy Trabue. Tommy (right) now owns DK 155 and regularly drives it at Laguna Seca and raced there during the early ‘50s. As of 2017 one gentleman in other tracks like Sebring. It may be at Rennsport this year. Britain is racing a ’53 Beetle with a Denzel engine in a vintage rally series. This may be the only car in the world as of today racing with a Denzel engine! Finding replacement engine parts has long been a problem, as the last factory cars and engine kits were built probably 55 to 60 years ago. Owners responded by replacing the Denzel engine with either a VW or Porsche engine, either of which was a simple fit into a Denzel. The need for Denzel engine parts these days is being met by Ray Schubert’s Speedwell USA company (http://speedwellusa.com/). Schubert has reproduced or outsourced the reproduction of many of the engine parts, allowing cars to get back on the road with Denzel engines. (Tom Niedernhofer occasionally helps fabricate parts for Denzel engines…it is perfect therapy.)

50 Volume 42, Number 3 • Porsche 356 Registry Wolfgang Denzel’s “Kit” Engine By Tom Niedernhofer and Jim Perrin

y the mid-fifties there were thousands of VWs being used as daily transportation. VWs were everywhere and they were an econom- Bical car to operate. However, from a power standpoint—acceleration, passing, or climbing hills—a stock 25hp or 36hp-powered VW left a little to be desired. There were some accessory items available to improve performance of a 36hp (1192cc) stock VW engine. Some of these were inexpensive, bolt-on options, such as dual carburetors, exhausts, and even dual port head kits. These could provide anywhere from a 1 to 10+ hp improvement. The owner certainly could handle the modifications to the stock engine with some basic skills and tools. But in some instances, additional work required a complete rebuild of the VW engine. This could the case if one purchased an OKRASA kit with its 69.5mm-stroke crankshaft available from Oettinger in Germany. There were a couple of other options that could greatly improve performance, but both were expensive. The simplest option was to purchase a good, used 356 engine. This required some slight modifications to install into a VW. The other option, which was probably more expensive, was to purchase a Denzel “Kit” engine from one of a few distributers in the USA (or Europe). With the Denzel Kit, a complete engine teardown, machine work, and a rebuild was necessary by a competent engine builder. Also, extensive modifications to the engine’s sheetmetal had to be made. The Denzel 1300cc “Kit” engine required a complete engine teardown of the 2-piece case VW engine. Case cylinder spigots had to be machined, A VW case was only the starting point. sheetmetal modified, and special exhaust system flanges had to be fitted. Denzel had created his own high-per- However, with a little extra work, horsepower could be almost doubled formance internal components to from a stock 36hp VW engine. power his cars, and later sold them to The well-designed kit included a heavy duty 67mm “stroker” crank- do-it-yourselfers—although significant shaft with 8 dowels, aluminum connecting rods, 78mm alloy pistons and machine work was usually involved. cylinders, twin carburetors and intake manifolds, special articulated cam Above, a VW with Denzel engine tack- followers (like those of the early Pre-A 356), and of course dual port cylin- les the Katschberg pass in an Ameri- der heads with dual valve springs. can EMPI brochure. Right: The Denzel The individual “Kit” engine pieces may appear to be of Porsche origin, head had dual ports, similar to both but they are not; they are of Denzel design and manufacture. This included Porsche and OKRASA heads. Denzels all of the pieces needed to modify the stock VW engine’s sheetmetal. And, had three options for carburetors. Sin- that meant fabrication and welding modifications were needed. The pieces gle barrel Solex 32 carbs, twin barrel provided in the kit were well thought out and once the modifications to the Solex 40-PII carbs, and of course stock sheetmetal were completed, the result was beautiful. These were the Weber 40 DCM carbs, also dual throat. same modifications basically that were used on Denzel’s production engines when new in Vienna, Austria. In addition, all of the later production and “Kit” engines had full-flow manifolds, and so on. Find me another bare set of heads and we’ll have oil filter systems. The filter canister, which appears to be the same as a another engine! 356 bypass canister, is larger in size being the FRAM Model FH-6-PL Full There is a lot of potential with building a Denzel engine for even more Flow Filter. Another exception to some parts being similar to Porsche is horsepower. But, one needs a good set of heads to accomplish a more the oil breather on the mid- to late ‘50s production engines. It is the same powerful engine build. Today, along with Ray Schubert at Speedwell USA, oil breather as used on the 2-piece case Porsche 1500S engine. we are working on a Denzel engine build that will be a bulletproof motor Today there are a handful of these “Kit” engines around. If you are with more than 125hp. It’s a one-time concept and build, as the machining lucky to already have one, then life is good. If you are trying to purchase work was extensive. The build uses a 74mm Porsche 912 counterweighted one, then you might need to have a talk to your banker! crankshaft and 87mm pistons and cylinders. This required extensive en- One good thing today is that Ray Schubert of Speedwellusa.com has gine case work to fit the modified and reshaped cylinders. H-Beam reproduced almost every part for a Denzel engine. He has two Denzel Road- “Porsche” rods are used as well. The Denzel heads were highly modified ster restorations under his belt, and a third in the works. Occasional par- and flowed by Ron Chuck Engineering. Carburetors are Solex 40-PII on ticipation in crewing duties during racing for two other Denzels, along with Denzel intake manifolds. The end goal is a period-correct late ‘50s to his strong desire for “vintage” speed, made it an easy decision to reproduce early ‘60s Denzel performance engine by appearance. The engine should almost everything. This includes exact replications of the oil breathers (just be done in early 2019. Once the dyno work is completed and there are a like the Porsche 1500 Supers), articulated cam followers (also like the few miles on the engine, we will know the full potential of this one-time, early Pre-A engines used), oil canisters, crankshafts, sheetmetal, intake rare engine build. It is a fun project to say the least!

www.Porsche356Registry.org • September / October 2018 51 Adam Barn Finding Wright Save Them All! hat’s kind of the code we try to live by at Unobtanium. I can honestly say I’ve never scrapped a 356, though some would suggest Tthat maybe I should have scrapped a few. But that’s an argument for another day and I’ll let history judge me on that point. When you vow to try to “save them all”, then couple that with you’ll “buy any 356 anytime, anywhere”, it can take you to some strange places - like a swampy spot in the New Hampshire woods. I got a call a few years ago from a guy who asked if I was the Porsche Guy. I said I was, he said he was the Alfa Guy, but had stumbled across a Porsche, I think while hunting. He told me it was an early car but that’s about all he knew, other than the kicker: it’s accessible by ATV only, because it is deep in the woods. “Can I handle that?” he asks. While I can honestly say I’ve never had to leave a 356 behind, that’s not to say I haven’t intentionally left a few behind over the years. Yes, there are 356s that are even too rough for me. But I’ve never had to leave one behind because I couldn’t get it out of wherever hole it was hiding in. This means I’ve pulled them out of the woods and ravines, I’ve cut down trees, I even once had to turn a car on its side to get it out from between two buildings. But this one in New Hampshire was a first because I couldn’t even get my truck and trailer to the car. The only thing to do at this point was go look and see what could be seen. It was indeed ATV-only access, but my new friend had an ATV, so we were in luck. We took a ride into the woods and sure enough, there was a Pre-A, next to a few other almost unrecognizable junkers in the last stages of metal decay. It had sunk into the earth but the VIN was intact and I verified that it was an early ‘53, so it was worth getting out. Now it was time to buy it. Unluckily for me the owner had made calls to some other buyers so the price was not where I wanted it to be, but Pre-A’s aren’t popping up like they used to so I made the deal. I was confident that I was probably the only one set up to get the car out of the woods in once piece since the other buyers were West Coast, but that wouldn’t stop them by buying it or destroying the car trying. I figured it would be another one saved, so cash changed hands. That was the easy part. Now I had to drag the non-rolling shell out Once access was gained (more or less), the question became “where do find a of the woods. I scouted around in the woods for a while and found a dirt solid point to attach a cable?” The roof is usually not that point but in this case it logging road - and calling it a road is being generous; it was a muddy track worked. Getting plywood beneath it was the next job. that just happened to not have any trees on it. I figured out how to access the “road” and put my truck in 4WD, and then put it in reverse and pushed the trailer backwards up this track, carving big thick ruts in the road doing it. After about an hour of this roadmaking fun I was able to get within sight of the car, about 1000 yards give or take. It was a better position than I had an hour before. So, from there it was time to make a real road. Luckily, as Big John likes to say, “This isn’t our first rodeo.” We have a heavy-duty cart with metal wheels that we can get a bare chassis on to roll them, but even that was going to be a problem with all this mud. The plan John came up with (he is the brains of this part of the operation, you see) was to get three 4 X 8’ sheets of ¾” thick plywood and make a moving road for our cart to roll on, winching it the long distance to the trailer. It sounds crazy, but crazy has saved us many times in this business. Matt and I joke that John must be part Egyptian because he can think about how to do things without electricity or modern conveniences, he thinks with pulleys, levers, fulcrums, etc., and is able to do some amazing things far from home. We finagled the shell onto the cart through brute force and a floor jack, and sure enough, by keeping the plywood flowing, Continued page 54

52 Volume 42, Number 3 • Porsche 356 Registry Gear Sets NEW GEAR SETS available including our 4G, which drops rpm by 600 at 80 mph for highway cruising. Finish ground for quiet operation. Call!

See our website for a complete selection of new and used gear sets, plus GT torque-biasing differentials and more!

www.356enterprises.com [email protected] 356 Enterprises 810-688-2059 3359 Kings Mill Road, North Branch, MI 48461

www.Porsche356Registry.org • September / October 2018 53 Look Ma, no floor! Nor was there much of anything else in the interior except a bare dashboard. The aluminum hinge cover with the car’s serial number was found by chance a few feet down in the earth while excavating the car.

Below: Some welding was required just to get it back into the shape of a 356. After Board roads are not new, but this one moved ahead in sections as the car rolled a sale to a new owner in England, mission accomplished: another one saved. forward. Bottom: Finally on the trailer, still in one piece. we rolled that car all the way to the trailer. It was probably the first time it had moved in my lifetime, based on how deep it was in the earth and how deep it was in the woods. Leaving the truck in 4WD I was able to man-handle it down the muddy track back to civilization. The trick now was, what to do with a car that was left for dead decades ago? The first thing we did was get it back on its feet by putting front suspension on it and a VW split case gearbox, so at least it could roll on its own. We then welded on what panels we had on hand to make it back into the shape of a car and we left it in bare metal so there would be no surprises to the new owner. Our motto is we only have and want happy customers and you normally don’t have happy customers by tricking people. A car like this is so rough that you want whoever buys it to walk into the restoration with eyes wide open. So, we got it back into the shape of a car and put it on the market. It sold surprisingly well, but the market for the early cars is still really hot and finding early cars that are restorable under $100,0000 is almost impossible. Also, that fact that two Pre-A’s have broken a million dollars at auction in the last year leaves the new buyer a lot of room to put a car like this back together. Twenty or thirty years ago this one would not have made sense to restore, or even retrieve, but the market has come to fully appreciate these first Porsches and people are going to ever greater lengths to restore them. The new owner will have an uphill climb with this car but a decade from now will probably be seen as a visionary. Save Them All!

54 Volume 42, Number 3 • Porsche 356 Registry PERSONALIZED AUTOHAUS 356 • 911 • Four-Cam Carburetors • Quality 356 Repair and Restoration • 356 Tall 4th Gear Available - 28/21 ratio • Vintage Race Preparation Wayne Baker, Owner 858-586-7771 Fax 858-586-1669

www.PersonalizedAutoHaus.com 8645 Commerce Ave. www.WayneLBakerRacing.com San Diego, CA 92121 email: [email protected] BOSCH DISTRIBUTORS 356: Zenith, Solex 911 Solex Carbs Pierburg Fuel Pumps 356 Your 1 Stop 912 For All Your Porsche Needs 911 - Old Or New -

Service & Repair Of German Cars 928-204-0507

Porsche  BMW  Mercedes  Audi VW 356CarburetorRescue.com

German Tech, Inc. We make your car run better! th 10881 75 St. N. Largo, FL 33777 (727) 547-0818 or (800) 200-1231 [email protected]

www.Porsche356Registry.org • September / October 2018 55 4-Cam Forum Laser welding an impossible repair By Joris Koning ome weeks ago I was organizing some literature I picked up years ago. In it I A B Sfound an interesting factory bulletin. It lists the flat rate hours and cost of several 4-cam operations. One is rebuilding an engine, listed at 65.5 hours. It made me smile. I think we can safely conclude that I will not be getting anywhere close to that number on this rebuild. Let's take a step back. I know it has been some time since I last wrote about my engine project. Actually in was in Volume 41-2. In that issue we discussed refinishing the case. In an even earlier volume we discussed the steps I un- dertook to evaluate the condition of my cylinder heads. What we found was not good. Both heads suffered from severe cracks in the exhaust port and pitting in the combustion chambers. Know- ing that welding up the cracks was the only way forward I send the heads to Urs Gretner. Urs is a well-known name in the 4-cam/Spyder world and does amazing work. He checked over the heads and delivered the blow: he could try to weld them but chances C D of the repair succeeding were small and the cost would be high. The cracks were such that a lot of material would have to be ground away and built back up again. The awkward nature of the exhaust ports (hard to reach) and the huge heat which would be introduced into the head would draw out all the temper and likely warp it, leading to a huge subsequent machining challenge. Needless to say, this stopped my rebuild right in its tracks. In vain I tried to locate a used set of heads without luck. Reproduction heads are available but out of my price range and reviews have been mixed. As such my engine project stalled. In these photos we have a good look at one of the challenges: the head is cracked from the exhaust Discussing the head problems with a friend manifold stud part way into the outlet port. with a lot of experience making reproduction A: Crack migrating from the exhaust port all the way engine parts in the Ferrari world raised the op- through to the spark plug hole. Note also heavy pit- tion of laser welding. While not new, laser weld- ting in the combustion chamber due to standing ing it is not that widely known outside of water. specialized circles. It has actually been in use B: A view from the exhaust port showing the extent of E since the 1970s, originally to weld thick steel the crack. plates. Instead of using a flame or arc to melt the Beyond that cylinder there were other problems: metal, laser welding uses a laser. Using a laser C: A “turkey” way of tightening a loose intake valve offers several benefits such as high speed, high seat. productivity, and low heat input. Given the chal- D: Porosity also shows up in the Zyglo test. The high lenges to weld my heads—especially the low casting temperatures to ensure sufficient "filling" heat input—sounded attractive. The below during the casting process contributed to this. quote I found in a specialized publication sums E: Small cracks which showed up after zyglo crack it up nicely. testing are marked for welder. "The high travel speeds used in laser welding minimize diffusion of heat into the surround-

56 Volume 42, Number 3 • Porsche 356 Registry ing metal. Therefore, heat affected zones (HAZs) are narrow and there is less chance of thermal BB BBB damage to nearby features or components. Dis- tortion results in all fusion welding processes because some shrinkage inevitably occurs when the fusion zone solidifies and the material cools to ambient temperature. Because the laser welding process uses minimum heat input, resulting in small fusion zones, distortion is maintained at a minimum.” Given that I am/was unable to find some good used heads and prefer to use original pieces on my engine the laser welding sounded like a no-regret move. At worst I would be left with a unusable head, which was already the case. My friend put me in contact with a welder BB: Repair under way, you can clearly in Germany who specializes in laser welding and AA see how deep the material has been does a lot of work in the automotive scene, pre- ground away. During grinding, crack dominantly on the dies used by VW, etc. to stamp checking fluid is used to make sure body parts. He was willing to take on my heads that all of the crack has been ground and give it a try. As with the more traditional away before the welding starts. methods, one of his biggest challenges was dealing with the contamination in the casting, pre- BBB: Port part way welded up. The fact dominantly oil. The heads were originally cast at that the laser can be positioned up to high temperature making them more porous several inches away from the area to compared to, for example, pushrod heads due be welded is a huge benefit compared to the extra gassing caused by the higher casting to other welding techniques which re- temperature. quire the "torch" to be in close proxim- I will let the pictures do the talking from ity to the material. here. The results so far have been very impres- sive. We will have to see if the repair holds but I AA: Welded up combustion chamber am feeling confident. The next hurdle will be to ready for finishing. The size of the weld find a machine shop that can help machine the bead is clearly visible. The cylinder heads. As can be seen from the pictures, quite sealing surface has been welded to and some machining will be required to get these will be re-cut to the correct depth so heads back to a usable shape. that no facing of the head will be required. CC CC: Turkey hack job after welding repair. The welds will now have to be finished and the area for the valve seat cut.

EE: A repair to the area shown opposite (E).

Contamination clearly visible. The contamination leads to faulty welds which need to be ground away and re-applied. Below: Small repair at exhaust valve guide area shows the very fine resolution of the EE laser weld. Beads as small as 0.2mm are possible.

www.Porsche356Registry.org • September / October 2018 57 Luftgekühlt GB

Photos by Vince Perraud and Sev Pieto

atrick Long and Howie Idleson’s Califor- Pnia events have been wildly successful, and after five Luftgekühlts there, they’ve taken the show on the road to England - and in Sep- tember, Germany. On July 29th air-cooled Porsche fanatics gathered at Bichester Heritage, a British air base-turned motorsports event venue some 70 miles northwest of London. Al- though the weather was wet, enthusiasm was not dampened. A wide array of twentieth century Porsches were on hand, from tractors to 993s, with a good supply of race cars in the mix. Well received by enthusiasts in England, there are plans for future Lufts there in the works. To be updated, visit the website and sub- scribe to their newsletter at luftgekuhlt.com. UP NEXT: Munich, September 16th. The venue, Werksviertel Mitte, is a rapidly changing urban development in eastern Munic. For all event and ticket info, head to: https://luftgekuhlt.com/luftmuc.

58 Volume 42, Number 3 • Porsche 356 Registry 356 and Speedster Rubber

NEW! 356 Headlight Rubber $16.00 per set Speedster Top Seal $75.00 Speedster Windshield Seals Upper & Lower $150.00 356 Hood Rubber: 2 Types Type 1 - fits pre A -T5 Cars Type 2 - fits T-6 Cars $35.00 Shipping additional Exact reproductions of the original seals To order call Diane Goodrich 541-218-3344 PO Box 690, Murphy, OR 97533 [email protected]

Restoration Products & Services For the 356 GT • Louvered Aluminum Deck Lid Skins • GT Louvers Installed In Your Steel Deck Lid • Roll Bar with Stub Ends • Gas Filler Neck and Tray • Full Support Wheel Spacers for Drum Brakes • Aluminum GT Mirror Covers for 356 & Spyders • GT Fender Mirror for 356 & Spyders • Gas Cap w/Fin • Brake Backing Plate Scoops • Oil Tank Screen & Bracket • Adjustable Spring Plates w/Bushings • GT Bumper Deco, polished • 8’ Pre-A Bumper Deco • GT Leather Window Strap Kits • Carrera Oil Lines, Tanks and Coolers • “A” Front Tow Hooks GT Products by Urs Gretener

Visit us at www.GTwerk.com Robert Kann, 3841 Catalina St., Unit G Los Alamitos, CA 90720 Catalog & Order Form Available Online! email: [email protected] Phone (818) 298-6766 • Fax (562) 596-6862

www.Porsche356Registry.org • September / October 2018 59 OUTLAWS Convertible D-GT: The car Porsche never made, but I had to! By Everett Anton Singer n the mid-1990s I learned of a forgotten Convertible D, stripped of its paint and carrying a mis-matched engine. My inquiries to the Ibroker went unanswered so I called Alex Bivens; the Convertible D was one of his special areas of expertise. He inspected it for me and I im- mediately bought it. Thus began what would become a wonderful 18 month adventure ! Having had a 1959 Carrera GT Speedster in the early 1980s (84940), I admired the clean and uncluttered, pure lines. While the seed had been planted more than 10 years earlier with the purchase of a VDM flat wheel from at GT, it sat awaiting the "right" car. Over the years many "special items" were added to a growing inventory of the same for a yet-unspecified project Promptly upon the purchase, Alex and I met to discuss what I wanted to do with this car. At this time “outlaws” were rowdy, flashy painted cars that boisterously proclaimed their independence from the “Factory built” mantra. Instead I sought the marriage of the GT to the practicality of the Conv D; a creative yet tasteful and quiet departure. This initial conversation energized us both and we were off... Over the course of this car’s gestation, we would meet almost monthly as well as have phone calls each week. This was not a business-as-usual project but the purest “working together” I could have ever asked for. Each conversation began with, “I was thinking about this for the car...” and we would eventually, together, find ways to tweak almost everything on it. It was such a joy, working in concert, to truly build “our” dream. Joining my initial concept with his incredible resources of artisans as well as his depth of experience on this particular model, we began to craft a unique personal statement. A perfect example of his personal involvement was the interior/top installation: Alex went down to Autos International, when Roy and Tony were still there, and literally stayed there for two full days over- seeing their work. Every system was attended to. Original Ruby Red (#5702) paint to match a sample from the car was applied, on totally original, numbers matching metal. We deleted all exterior “jewelry” (trim, bumperettes, overriders) and installed GT bumper strips. It got a full leather “tobacco” interior with dual map pockets, and tan square weave carpet with Ruby piping. A 912 “rallye” engine by Competition Engineering put out 110-115 hp. It was 12 volt with a 904 electric tach, LED signal lights and Halogen Euro headlights. Wheels were Techno-Magnesio original magnesium one- piece units with GT rear spacers. A custom top with zippered rear window (as on the Cabriolet) covered a GT roll bar. Inside were GT interior door handles, an illuminated wind-up 8-day clock and day/nite mirror. For the past 20 years I have thoroughly enjoyed my car over 34K miles and it continues to surprise the seasoned observer. Most people are chal- lenged to sort out what it is and I call it “The car that Porsche never built but I had to.” We have been on countless rallies, trips, concours, and drives which always results in “thumbs up” appreciation. I did not want a car that shouts out what it is but one that invites you to look at the details and enjoy! It continues, to this day, as a rolling tribute to the workmanship, attention to detail, dedication and collaboration with Alex Bivens, who passed away several years ago. I am honored to own one of his true masterpieces!

60 Volume 42, Number 3 • Porsche 356 Registry Factory Trained Expert Repair & Restoration of: Speedometers Temp. Gauges Tachometers VDO & 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

16” 3.25” Replica 365 Wheels High Strength Steel Available in silver and chrome 3.5”coming soon!

North America: www.concept1.ca Europe: www.gentlemendriversparts.com

www.Porsche356Registry.org • September / October 2018 61 On the cover was Chuck Stoddard’s Au- The upcoming events page noted Years ratium Green 356A coupe, photographed 10 that the 2009 Holiday would be in Se- 25 by Henry Rasmussen. Inside, the first an- YEARS AGO dona, Arizona hosted by the Outlaws. Ago YEARS AGO nouncement was that event insurance was Next year they’ll do it again for the fifth now available to local groups through the time during a “9” year. club. Many readers, including a member from Glenn Jividen was in the Air Force and New York named Jim Liberty, wrote to say how much they stationed in Tripoli in 1958 when he decided he wanted appreciated Bob Laepple’s index of technical articles, pub- a new Porsche. He ordered a new black 1958 Super lished in the previous issue. coupe, and it was waiting for him when he returned to the Vic Skirmants reported the passing of Bill Romig, who U.S. He still has it to this day. A broken clutch cable and had raced a Carrera Speedster for many years. Bill bought a seized distributer are the only two times the car has let two nearly identical cars in 1959, racing one very success- him down. fully through 1964, and using the other only occasionally. There was coverage of the 2008 WCH in Squaw Val- The latter Carrera Speedster, with less than 8,000 miles, ley by Michael Hodos, and a story by Bill Collins of his was sold to Jerry Seinfeld sometime later. Northeast group’s cross-country drive to the event and Jim Perrin Vic also gave some advice on transmission repairs, back. answering a question he had posed twelve years earlier. In Sebastian Gaeta’s Net column he pointed out that Cole Scrogham described the process of adjusting in the 1950s you had to go to the Porsche dealer to get Club Historian horn tones – something considered by most people to be parts. In the ‘60s and ‘70s there were Porsche swap black magic. meets, along with Panorama and Registry ads to obtain Brett Johnson’s column included a color chart which, parts. Now we probably obtain most of our parts through considering the difficulty in reproducing old paint the internet, either in print, didn’t look too bad. He also described his from private sellers days at driver school, the beginning of a regular se- or from the parts ries of reports on vintage racing his 1951 coupe. dealers. Of course Dick Koenig teamed with Gerry McCarthy to there still swap write about the design, function and restoration of meets which com- air channel shrouding on four-cam engines. bine obtaining parts George Kuznecovs reported on the 1993 and socializing. Speedster Fest, mentioning a car described in this Jim Schrager issue (see page 32) . . . “for the third year in a row, discussed Speed- Volume 17-3 had a photo of John Clever aired out his non-running 1958 that’s been liv- sters in his Market- Walden Wright’s photo for Vol 32-3 Chuck Stoddard’s Auratium ing in the company of chickens and pigeons in a barn for watch column. The green coupe. the last 20 or so years”. first one he himself really wanted was for sale in 1965 for Brad Ripley wrote the definitive treatise on luggage $3000 (and needing a lot of work). He presented the racks, with several photos. auction results for eight Speedsters. These ranged from Ron Roland discussed Parade concours rules, elec- one in primer with lots of trim missing to concours ready trical parts, mounting a car on a rotisserie, and finally, un- examples. Prices? They ranged from $115,000 to dercoating. $220,000. It got me to thinking how much I have paid for The Maestro, Harry Pellow, demonstrated that you get Speedsters, having owned nine of them. They were all pur- what you pay for, even if it’s a cheap Speedster. Also, the chased in the 1960s and ‘70s. I’d say the total price I paid Registry bylaws were published in this issue. for all of them was no more than $25,000. Dean Batch- Stoddard’s ad spread in the magazine center urged elor, in his book The American Hot Rod, wrote words members to hurry, as their stock of 356 rebuilt engines was that were similar to, “I knew those were great days at the running out. $4500 would buy a complete engine from time, I just didn’t know how great!” I would say that also clutch to muffler. Long blocks were $2600 to $2950. describes my experiences of the ‘60s and ‘70s.

Shasta Design WHEN PERFORMANCE NeuTek Cams Pistons & Cylinders made in USA Ground on New Billet Camshafts 80mm pre-A to 90mm outlaws. COUNTS Cams for Zenith Carbs NEW for 356 A&B engines: Cams for Solex Carbs 86mm Pistons for 22 deg heads, Cams: stock, improved street, rally No need to machine heads! and Vintage Racing – track proven. Scat cranks, Carrillo rods, Shasta Power Pulleys, Straight cut cam gears, Shasta flywheels, Full flow oil, Aluminum pushrod tubes, Fuel pump block off plates, Chrome moly pushrods. Sump plates. 775-8NeuTek 12 volt alternators are here! LEONARD TURNBEAUGH (775-863-8835) (Looks like a stock generator) www.shastadesign.net www.neutekcams.com email: [email protected]

62 Volume 42, Number 3 • Porsche 356 Registry Statement of Ownership, Management and Circulation (Required by 39 U.S.C. 3685) 1. Publication Title Porsche 356 Registry 2. Publication No. 1066-6877 3. Date of Filing July 31, 2018 4. Issue Frequency Bimonthly 5. No. of Issues Published Annually 6 6. Annual Subscription Price $45.00 7. Complete Mailing Address of Known Office of Publication 1826 Tower Drive, Stillwater, MN 55082 8. Complete Mailing Address of the Headquarters of General Business Offices of the Publisher Same 9. Full Names and Complete Mailing Address of Publisher, Editor, and Managing Editor. Publisher Gordon Maltby, 1826 Tower Drive, Stillwater, MN 55082 Editor same Managing Editor same 10. Owner 356 Registry, Inc. Complete Mailing Address: 1826 Tower Drive, PO Box 356, Stillwater, MN 55082 11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities None 12. Tax status None / Has not changed during preceding 12 months 13. Pub. title Porsche 356 Registry 14. Issue date for circulation data below: July / August 2018, vol. 42, no.2 15. Extent and Nature of Circulation ...... •Average No. Copies Each Issue ...... •No. Copies of Single Issue ...... During Preceding 12 months...... Published Nearest to Filing Date A. Total No. Copies (Net Press Run)...... 6933 ...... 6874 B. Paid and/or Requested Circulation 1. Paid/Requested Outside-County Mail Subscriptions...... 5704 ...... 5689 2. Paid In-County Subscriptions ...... 4 ...... 4 3. Sales through dealers and carriers, street vendors and counter sales, and other non-USPS paid distribution ...... 1033 ...... 1006 4. Other classes mailed through the USPS ...... 0 ...... 197 C. Total Paid and/or Requested Circulation (sum of 15b1, 2, 3, 4) ...... 6741 ...... 6699 D. Free Distribution by Mail, (Samples, Complimentary, other free) 1. Outside-County...... 0 ...... 0 2. In-County...... 0 ...... 0 3. Other classes mailed through the USPS ...... 0 ...... 0 E. Free Distribution outside the Mail ...... 15 ...... 15 F. Total Free Distribution (Sum of 15d and 15e) ...... 15 ...... 15 G.Total Distribution (Sum of 15c and 15f) ...... 6756 ...... 6714 H. Copies Not Distributed ...... 177 ...... 160 I. Total (Sum of 15g & h) ...... 6933 ...... 6874 J. Percent Paid and/or Requested Circulation (15c divided by 15g x 100) ...... 99 ...... 99

Ownership of a 356 is not necessary for membership Membership Renewal / Join Form [email protected] or call 651-342-1524 Go to www.Porsche356Registry.org for fast and easy membership changes!

NO INTERNET ACCESS? PHOTOCOPY this page and mail to 356 Registry, PO Box 356, Stillwater, MN 55082 This is a (choose one): ______New Membership. ______Renewal. You may join or renew for up to 3 years. ______Gift. Please call 651-342-1524

Name ______Address ______

City ______State / Province ______Zip / Postal code ______

Your EMAIL address ______(Email is the BEST way for us to stay in touch) USA @$45 / year. ______years = $ ______Country ______Canada / Mexico @$55 / year. ______years = $ ______International @$65 / year. ______years = $ ______Check / Money Order enclosed ____ Charge credit card the total amount above: VISA ____ MC ____ DISCOVER ____

Card number ______- ______- ______- ______Exp. date ____ / ____

We do NOT sell or rent our members’ private information All membership applications subject to review per club Bylaws Article IV, Section 3

www.Porsche356Registry.org • September / October 2018 63 Now, onto solving the squeaks and noises in this piece I’m calling,

“My Way or the Easy Way.” 356 drivers, by nature, are sensitive to small changes that occur in our vehicles, especially noises. One noise, that is not a major problem in the making but very irritating, is a noise emitted from the shift mechanism. Although this will never happen in an A or Pre-A car, it will occur in the B and C series cars. Every time you move the shift lever in any direction, a sound such as (errr-eee errr-eee) comes from the shift knob base area. This phenomenon will eventually drive most sane people crazy. The shift mechanisms on the B and C series cars are very different and much more positive than the earlier A series cars. The improved linkage from the A to the C went through a series of changes. In the progression of the early B, to the later B and finally the C series cars, some of the parts changed for the better, but many of them remained the same. Having recently experienced this noise, I decided that the source of the noise came from the shift lever, where it contacts the shift lever ball base. This is where the gear change lever ball fits into the shift ball-housing base and it is a metal-to-metal contact, the first suspect for a squeaking noise. This area is easy to lubricate

Pardon the condi- A Potpourri of Responses, Problems tion of the shift lever assembly of and even a Challenge my well-used cabriolet. The rubber cover is pulled s usual, I have a “But First”. A heartfelt thanks to Daniel and up, the shift lever Paul who responded to the last article on tire dates. I felt the is pressed down, Aneed to share their valuable comments with you to further check like shifting into your car and be safe. reverse, and lubri- cant is applied to I just read your article on tires and wanted to add to it. I was an the ball area. in-house photographer at two tire companies from 1976-1987 and still shoot tires. Tire testing on traction, wet and dry, longevity, noise, re- sistance to hazards and chemical elements are most of the variables I witnessed as a photographer. The factors not covered in your article were the chemical changes in the compounds used in tires as they age. Tread stock, skim stock That was easy, but the squeak was still there. The decision then was and sidewall compounds do not maintain their original performance made to disassemble the shift lever ball base assembly and grease the gear characteristics as the tires age. After about 6 years, tires will not per- change lever’s lower parts. form as designed. Most compounds harden, reducing flexibility, thus traction, wet and dry. Braking distances will be longer, the car will not hold the road as well, especially under cornering forces and there will be less warning when the car slides. Hydroplaning is much more likely to be uncontrollable with old tires. When asked, I tell people to put new tires on every 6 years. It is great insurance and much cheaper than a Hagerty yearly bill, not to mention the agony of a wrecked car. Still, number one is the safety of the occupants. There is no restoration for death. I hope this will add to our knowledge base. Keep up the good work. It is important. Daniel Mainzer, Ohio

I enjoy your info articles in our 356 Registry mag. This one is not only entertaining but could be lifesaving. I never had a bulge, but the original tires that came with my 1964 C were marked as below from March 1984, very similar to yours. I drove on those tires from 1989 until 3 years ago, a total of about 26 years!! Still look brand new from the outside, as I still have the spare. Replaced the tires with Vredestein sport. Wonder how many other 356 aficionados are ‘wearing’ exhausted rubber? Good article. Thanks. Paul Kufferberg, West Virginia Picture of the shift ball housing base, shift lever, cups and such.

64 Volume 42, Number 3 • Porsche 356 Registry With the heater pull wires still attached, access and flexibility were is- Now on to the second disassembly and addressing the problem the sues. However, when this was done, I took great care in reassembling the hard way! That means again dealing with the heater cables, the greasy shift unit. Once buttoned up and with a smile of achievement, I moved the parts, depending on which of the early “B”, late “B”, or “C” gear change gearshift into all the positions... and the familiar noise was still there, as system you have. With the shift assembly out of the way you can now see annoying as ever. the “Gear Change Rod Guide”. OK, now it was time to go to the references to see what else may be With the shift ball housing base out of the way, rather than removing producing such a noise. A quick look at the pictures in Groupe 3/3a, in the assembly (fig. # 35), a frustrating exercise that could take an extra hour the Porsche 356 B Parts Catalog and the C Supplement was a great help. or more and many foul words, I put grease on a wire and snaked it back to Additionally, a review of the pictures on pages 59 and 60 in the Stoddard the leaf spring and shift rod contact area. Now lubricated with the stickiest parts Catalogue provided a helpful evolution of the “A”, 2 versions of the grease I could find, I reassembled the unit and low and behold the noise “B”, and finally the “C” shift lever assemblies and components. was eliminated. Success at last.

The gear change guide tube in place. The pencil points to the top of the spring.

Now, The easy way! A while ago, when participating in the Northwest Historic races, I was whining to Larry Markham about this situation. Of course, he and many others have dealt with the problem numerous times. Larry, in his quiet and educational tone, recommended the following practical solution. Remove the back screw of the shift mechanism bracket and drizzle a little 90 wt. oil through the screw hole. It will now penetrate down to the contact area and eliminate the squeak. A minor 5-minute process. The Porsche 356 B Parts Catalog, Page 3/3a, has all the parts identified by number. Note #34, the gear change rod guide. PN#695 424 023 02. This part #34 not only guides the shift rod, but the heavy spring puts quite a bit of tension on the rod to keep it from vibrating. This metal-to- metal contact, without lubrication, produces the noise. This one part, where the metal-to-metal contact occurs is the hardest to see and the hardest to really get to. If you are in the mode of fixing the problem, there is the hard way and the easy way.

Shift assembly with a pencil pointing to a hold down screw. Again, please excuse my well-used and non-concour shift housing.

Now refer back to the picture at top. This is the same threaded hole that secures the back of the shift housing. Lube here will, with the help of gravity, work its way to the contact area in a very short time, and the squeak problem will be solved. In retrospect, I had the distinct pleasure of the processes of research- ing, disassembling, getting greasy, assembling, then again disassembling, problem solving, and reassembling to fix the problem. It only took me an hour or two compared to 5 minutes. I hope this exercise reinforces the fact that we should support the guys who work on these cars, know all the tricks, The guide, the shift rod parts. Note metal-to-metal contact area (arrow). and are willing to share the hints with us. Continued

www.Porsche356Registry.org • September / October 2018 65 A frayed spade many problems made. The years pile up. Literally.

How about an engine miss problem? For about 4 years our trusty This is the time of year for me to perform the annual task of re-regis- cabriolet, which we have owned and driven for the past 45 years, started tering the cars and ceremoniously putting the new stickers on the license and continued to miss sporadically when under full throttle from 2500 up plates. Yep, another sticker on the old cabriolet. But wait, how many are to 6000. I tried everything that I could to solve this intermittent miss. It was on there? inconsistent but quite bothersome. First, I replaced the plugs, that seemed to help a little. It still returned on occasion. Then I began re-jetting the carburetors to a leaner jet. That was a short-lived solution that really didn’t solve the problem. Then I tried a different distributor, which was a short time solution.

The solution: On the way back from the North South wonderful weekend in 2016, the miss came back and within 100 miles it got a lot worse. We pulled into an In and Out restaurant in Santa Nella, California and while everyone went in to order, I popped the engine deck lid and just stared at the darn thing. Not knowing what to do, I wiggled all the appropriate wires out of frustration, and found the spade connector to the power side of the coil’s #15 terminal to the distributer was not really snug, just a little bit loose. I took a pair of pliers and compressed the female end, then reconnected it thinking that was not the problem. Back on the road it ran Un-manicured stickers on the Cabriolet plate. like a top. I felt like a fool, chasing a problem for years and the solution was just a simple check of the connections - which is something we should Being the anal guy that I am, I measured the sticker before installation all do on a regular basis. and it was 0,12 mm (0.005”) thick, then I measured the sticker stack. It came to about 5,94 mm (0.234”). When (.005”) is divided into (0.234”) that equals 45. I checked the title on the Cab, and we registered the car in 1973, and now it is 2018, that comes to 45 years. Holy smokes!

What about the Speedster? It was registered in1976. Yes, it has been our vintage racer for 25 years and 130 events, but it still has bumpers and is insured and registered each year, so now the registration sticker stack is (0.210”) thick.

A coil wire with the spade connector insulation gone. Note the additional problem of the frayed wires with only a few strands still connected.

The Speedster un-manicured stack and another depth gage reading.

Wow, but it didn’t stop there. Next was my 1967 Triumph Bonneville On the left, the original frayed coil wire. Next is an original spade-to-spade coil that I bought new 51 years ago; if I could have kept it registered with the wire, followed by three coiled wires I made to fill the need with the spades original plate, the stack would have been (0.255”). crimped, soldered and shrink tube insulation installed: a coil spade to the distribu- Oh brother, now I checked my 1935 Chevrolet coupe that I registered tor spade; a 5 mm eyelet at the coil to a spade on the distributer; a 5 mm coil eye- in 1963 - only 65 years ago. If I hadn’t taken it off the road and stripped let to a 4 mm at the distributor. the paint in 1975, Jeeze Louise, that would be a (0.330”) sticker stack! But let’s keep this to Porsches. At an average registration fee of $45.00 Yeah, I know you guys and gals who use the eyelet type will never have a year, the cab stack would be a $2025.00 total, and the Speedster stack the loose spade problem, but just for grins check the coil wires no matter would be $1890.00, a Porsche sticker stack investment total of about what connections you have. Be sure that the wires are soldered or crimped $3915.00 well and not frayed to the point of having one or two strands making the What does your 356 Porsche sticker measure to, and what is your connection. sticker stack worth?

66 Volume 42, Number 3 • Porsche 356 Registry 356 Brake

Drums Berlin 300-Chrome Plated Brass SL 300-Brushed Aluminum • Senior - 4.0” Diameter • Junior - 3.5” Diameter Aluminum Drum Relining • Several Mounting Systems • Flat or Convex Mirrors We provide a variety of services for your brake drums. Check us out! J&G Drum Relining LLC 815-276-2578 Don Booker PO Box 509, Whittier, CA 90608 McHenry, IL www.jgrelining.com www.talbotco.com • Ph. 562-699-8887 • Fax 562-699-2288 dealer inquiries invited

IT’S BACK!

Second Edition Now Available at www.neils356.com or to order: [email protected]

SAM SIPKINS Aircooled Porsche Mechanic 510-632-8232 Extensive knowledge of 356 Engine / Transaxle Overhaul All Mechanical / Electrical Repairs Structural Repairs 26 Years in Oakland, CA [email protected]

www.Porsche356Registry.org • September / October 2018 67 It might be the Shaft Worn distributor bushings shouldn’t be neglected By Bruce Smith

fter fifty-plus years of use, the distributor in your old car has Symptoms of a worn shaft bore probably had some rebuilding done to it. Along with the periodic A poor running engine can suffer from a multitude of problems. The Areplacement of breaker points, it might have received new shims, standard diagnostic approach is to check compression (or leak-down), insulators, friction plate, and maybe even new springs along the way. A fresh adjust valves, confirm fuel delivery, adjust ignition, and then address the coat of paint to the outside may give you the warm feeling that it’s like new carburetors. But if poor or erratic performance remains, especially at high again and ready for another 50 years. But these ‘kit’ parts and paint don’t RPMs, the issue may lie deeper inside the distributor. As the distributor address what could most worn out about it: the main shaft in the distributor shaft rotates, any axial free play or wobble will effect spark delivery and bore. While end play in the main shaft can be corrected using shim washers, dwell. When the shaft is driven from its bottom end for hundreds of mil- radial play (also called axial play) will require new shaft bushings. This lions of rotations, it will eventually begin to wear starting at the top of the makes the rebuilding a bit more involved, especially if your distributor was bore. Problems becomes detectible as the radial play approaches about built without bushings to begin with. 0.1mm. Most distributors use one or more steel or bronze bushings in the Pictured below is an example with a very worn out distributor. These base of the body. Honed to a tight tolerance, this ensures that the shaft ro- side-by-side photos show the opening gap in breaker points when this dis- tates with precise control over the opening of breaker points and the distributor’s shaft is at rest (left) compared to the gap when thumb pressure tribution of spark. The photo below shows the teardown of two Bosch is applied to the top cam (right). The gap difference should normally be distributors with their pairs of bushings separated by felt oiling wicks. The well below 0.1mm but here it is more than three times that. cast iron body distributor on the left is a model 0 231 129 022 and the aluminum body distributor on the right is an 0 231 129 031. But prior to about 1964, Bosch built cast iron distributors without bushings, allowing the shaft to ride directly inside the bore of the distributor. Three such distributors used in Porsche four cylinder motors are the VE4 BRS 383, the VJ4 BR9, and the VR4 BR18 shown below. This arrangement was probably considered suitable for the projected lifetime of these parts, and this has indeed been proven to be the case as many are still running fine as built. But bores and bushings will eventually wear. And the problems associated with this can sometimes be hard to isolate. Right: Bosch cast iron 022 and aluminum body 031 distributors with factory shaft bushings. Bushings are removed with a shop press and a small socket and exten- der.

Below: Bosch cast iron BRS 383, BR9, and BR18 distributors with no factory shaft bushings.

A simple test for shaft play is to push on the cam and observe any change to the points gap. Here it’s much larger than it should be.

As you would expect, this distributor’s dwell will wander significantly, especially at crank speeds above 3000 RPM. Spark delivery becomes erratic as well, leading to the firing between cylinders off by several degrees. The test results below show the extent of the problem. This is a ‘lights-off’ photograph from a Sun tester running this distributor at about 1500 RPM (3000 at the crank). The indicator needle on the left should point to a sin-

68 Volume 42, Number 3 • Porsche 356 Registry gle gradation marking. Instead, it jumps over a range of about 3°, which is inside dimension to size, the bore is machine reamed to allow the press a full 6° at the crank. It’s not tough to imagine how this would impact a fitting of new sleeve bearings. The result is seen in the photos of two BR18 running motor. This was a distributor that had been ‘rebuilt’ with all of the distributors below. On the right is a newly bored distributor body and on standard kit parts and a new lick of paint. But the simple testing of the shaft the left is with a pair of new bushings inserted. Then these are reamed to play was evidently never done. be tight to the shaft to remove any trace of wander or wobble.

Excessive radial play will lead to erratic timing between rotations. Drilling then reaming the bore of an older Bosch distributor to accommodate new bushings. Replacing (or placing) the bushings Changing bushings in a distributor that already has them is fairly straight forward with some basic tools and a source for the parts. Removal of old bushings can be done with a shop press and the right socket. A Crafts- man 7/16” socket with a 1/4" extension works well. A special Bosch piloted driver was made for this but it isn’t really necessary. Unfortunately, the correct replacement bushings are starting to become NLA. But these can be machined from the standard offerings of oil impregnated plain sleeve bronze bushings made by Oilite with a little modification. Original Bosch bushings are 5/8” in length with a 5/8” OD and an ID necessary to be reamed to fit the 1/2" diameter of the distributor shaft bore. Standard Oilite bushings of these dimensions are available with a smaller 7/16” ID. This can be further machine bored to 31/64” and then reamed individually to the distributor shaft once inserted into the distributor. These modified bushings are shown below, together with an adjustable carbon steel angle blade reamer and pilot extension to hone the ID for the individual distributor shaft. These US made reamers can be found at tool suppliers like McMaster Carr and are fairly reasonably priced. Two Bosch BR18 distributors bored to fit new bushings (right) and with bushings inserted (left).

So is this a DIY project? Well sort of. The machining that is needed for an older cast iron distributor is a pretty basic task for your local machinist. You might be able to find a vendor with the correct sized Bosch bushings. If not, standard sized plain sleeve bushings can be machined to fit. Reaming them to the correct ID is the critical step as this is the issue that you’re set- ting off to solve. Investment in a reamer and pilot extension may be a one- time tool but there aren’t any short cuts here. Simple drilling isn’t going to be good enough and the final fitment needs to be done after the bushings have been inserted. But done right, your distributor should truly be able to last decades longer.

New modified plain sleeve bushings have been fit to this distributor and then hand Dr. Bruce Smith is an engineering professor at the Rochester Institute reamed to size. of Technology. His website is www.cfi-auto.com.

But what to do if you’re starting with a distributor that had no bushings to begin with, like the BRS383, BR9, or BR18 (or other older Bosch distributors)? In this case, the distributor body needs to be bored open to the correct dimension to accept the new bushings. Not too difficult a task, or to have your local machinist carry out. As shown below, after drilling the

www.Porsche356Registry.org • September / October 2018 69 Original Porsche 356 Fram Oil Filter Cannister Sold for $335 The one thing I see on 95 out of 100 cars with a Fram A mixed bag filter cannister is the Fram decal on the front of the canister. A little known fact is that the original placement was and another on the left side directly under the “einlass” line and decal. This cannister is likely original and was sold by our friends hardtop at Unobtanium Inc. Original pieces are wonderful relics of originality and I wonder if there is someone out there collecting these patinated items so they can be refer- enced during a restoration. It looks like I just invented another hobby within our hobby! Who is up for it?

1957 Porsche 356 A 1500 GS Carrera Drivers Owners Manual Supplement Sold for $399.99 Pretty rare item for a pretty rare car. Not a huge market for this, but if you need one you need one, and Original if you own a ’57 GS Carrera, $400 is a drop in the Porsche 356 A bucket relative to what else you spend on the car. Nice Mann Oil Filter find! Cannister Sold for $245

Worth

The sister to the above Fram filter, this one is good for checking the correctness of the current Mann reproduction decals. Not as information rich as the Fram, but still a nice piece to have for reference.

S E B A S T I A N G A E T A 356A/Speedster Hood Handle with Crest Bids: 3 Sold for $716 It was obvious that the seller didn’t know he had a blunt nosed early hood handle based on his description: “I don't know how to grade this sort of item, but considering its age, it appears in very good condition with original crest and no broken parts. Please refer to the photos and feel free to ask any questions.” B/C Horn Button Sold for $150 Only two people bid with the final bid north of $700. Nice find, especially when the reproduction’s If he knew what he had and had advertised it as such I availability has been spotty over the last few years. With imagine the final price would have been even higher. You horn buttons alone selling for $100 or more, this setup hear me talk about doing your due diligence all the time with the base makes it a bargain. as a buyer; here it would have benefitted the seller. Net

70 Volume 42, Number 3 • Porsche 356 Registry B/C Hard Top with Electric Roadster Windshield Frame Posts & Upper Sunroof. Bids: 2 Sold for $2325 Sold on BaT When you need one you need one. Two bidders pressed the button for $7,000 only once and one wanted it just a little more than the other. These are very hard to find, especially in this condition. The bases are usually the pieces that are damaged as sometime the only way to remove You’ll recall last time we showed a cab hard top that also sold on them from a car after 55 years is with an air hammer. No doubt this is going BringaTrailer.com but it was a much different story than this one. To say to good use, but the seller must be very happy. that the buyer overpaid for the previous one is an understatement, but that’s a dead horse I will stop beating. This one, however looked to be a tremen- dous bargain, but was it? The top had been completely disassembled and the paint had been stripped. The top was then sprayed with an etch primer to protect the metal and the headliner was carefully removed and kept intact so as to be used as a template for a new one. Everything was there and comments by the peanut gallery predicted a final sale price of $20,000+. But think about it. $7,000 in its condition may have been spot on considering a restoration cost, by my estimate, of perhaps even another $7,000. None of what needs to be done is an easy DIY task for the hobbyist, so it would likely be farmed out. Anyone who has gotten estimates lately for paint, upholstery, or plating has certainly gotten sticker shock. And the biggest one of all may just be getting the sunroof working and adjusted properly, and that’s the elephant in the room. There could be hours and hours of work just getting that to operate properly which would significantly add to the overall cost. On the other hand, when done the new owner will have a very rare factory option. There may be fewer than 10 of them that remain on this earth. It certainly could have been well bought but there is a lot of work to be done. In the end I feel it will be worth the effort even if the new owner is not money ahead. I just want people to know that finishing it will not be Porsche 356 B C Red Front Leather Seat Covers easy, but regardless of cost should be well worth the effort. Sold for $249.95 If you have a car with red interior that has the now revered patina but with raggedy front seats, these were a bargain and a good find. They pop up fairly regularly in black but I don’t recall seeing a set in red for a Hardware long time and headliner were included.

356 Glass Ashtray or Candy Dish Photos courtesy Bringatrailer.com Sold for $379.95

Comments are always welcome by email at These were given to buyers of 356s in the C era. A friend of mine in [email protected] the Detroit area received one from Erhard motors when he bought a new C coupe. His was different in that it also has the dealer’s name on it. I’d like to know if Erhard had that done after the fact or if it was offered by Porsche. Anyone out there know for sure?

www.Porsche356Registry.org • September / October 2018 71 View our complete collection at Look Cool, Stay Warm This Fall www.Porsche356Registry.org

Registry Long Sleeve Ball Caps T-Shirt $25. each $25

NEW! Denim Long Sleeve Shirt w logo $40.

Light and dark Grey or Hot Pink full zip Fleece S-XXL $49 Jacket: Heavy washable fabric with slimming inset on the White or Khaki Visor sides. Charcoal with black. M-XL...$89 XXL.....$95 w/logo $15

Open Car Outline T-Shirt Burgundy $25.

Dry Zone" Blk and Short Sleeve Navy Blue V- neck White /black Charcoal Polo Denim Shirt Tee .....$20. Polo $45 $35. S-XXL $45. M-XXL Small - XX-Large Black "outline" Tee S-XXL S-XL, $25. XXL, $30

12" x 9" Short Sleeve Tee Meissen Blau Polo shirt Tool Bag, grey w logo $20. 100% cotton, sizes M-XXL w/logo $40. 12 pockets, large open space...$25 To Order: Call: 831-375-4442 (Pacific time) KEEP YOUR Sizes BEAN WARM! S-XXL Email: [email protected] Hats $25 Add $7.50 shipping for orders of $50 or less; Name tags $14 Add $13.75 for orders between $51-$100; Factory-style magnet Key Fob Add $15.50 for orders over $100. back! Pouch Foreign, $33. Overnight, Special or large orders—please call. w/ Registry logo $20. Email: [email protected] NEIL’S BOOK Insulated Cup $10 Call or Fax 831-375-4442 (Pacific time) It’s back Cup Holder $35 Include check or money order in U.S. funds payable to M & M in print! By MAIL: $60. Key Fob Enterprises, or charge your order to your Vi sa, MC, Discover. Paypal, too! w/ Registry List items desired with sizes and a day phone number. medallion $7. To: M & M Enterprises 18 x 18” vinyl banner 121 Cypress Lakes Ct., Marina, CA 93933 w / grommets $35.

Beautiful fired ceramic Car Logo stickers Badge $40. Multi-bar $40. $1 each or “A” Driver’s manual, originally printed 9/57, $70 $25 for 12" size “B” Driver’s manual, early version (4/60), $70 “B” Driver’s manual, originally printed 1/63, $70 Driver’s Manual Reproductions “C” Driver’s manual, originally printed 9/63, $70 of the originals, done perfectly! Speedster manual, 45 pages softbound $45 “A” Driver’s manual, originally printed 1/56, $45

$70 Die Cast License $45 Frame Stamped $15 aluminum DVD "Porsche in the '50s “PORSCHE” & '60s” 53 min, German w/ Black Cal Style License Plate. $20 subtitles in English $15. DRIVE YOUR 356 DAY 2018 PARTS September 23 NEW•USED•RARE BODY•ENGINE•TRANS Take a drive, take an interesting photo 356•CARRERA•911 GT LIMITED SLIP DIFFS Email to us by October 1st GEARS•SPECIAL RACE PARTS (high resolution images only) [email protected] 7191 E. Arapahoe Rd., Boulder, CO 80303 303-443-1343 Ph. • 303-444-3715 Fax www.carquip.com ABC PARTSWERKS

We are a family-owned business with over 33 years of Starter, Generator and Alternator Sales, Repair and Service. Contact us when your Porsche / VW requires only the best. ABCPARTSWERKSLLC.COM 920-378-5538 - ask for Doug email [email protected] Registry Member We accept all payment methods

New Bosch 692 602 222 Wiring Diagrams Non-Resistor Full System Schema琀cs for Rotor. 356, 912 and Early 911 RWR is the devel- 24”x18” color & laminated opment partner for - this rotor and the World wide shipping sole US Source. Email g昀[email protected] $125 plus postage, handling. $45 ea—Free shipping in USA email: [email protected]

Classico Wheels...... 49 Klasse 356...... 37 Robert Brocker ...... 43 Advertiser Index Coco Mats ...... 9 LN Engineering...... 23 RWR Paul Christensen ...... 73 356 Devotion ...... 41 Concept 1 GDP ...... 61 Morris Brothers...... 51 Sam Sipkins ...... 67 356 Enterprises ...... 53 Crawford, Bruce ...... 67 Neils’s 356 Restoration ...... 67 Sierra Madre Collection...... 75 356 Carburetor Rescue...... 55 CULayer ...... 67 NLA ...... 19 Steve Hogue Enterprises ...... 55 356 Goodie Store ...... 72 Deluxe Customs...... 37 North Hollywood Speedo...... 51 Stoddard...... 13, 76 356 Unlimited ...... 51 Driver’s Source...... 39 Neutek Cams / Shasta ...... 33 Tim Goodrich...... 57 Aardvark International ...... 67 Europa Macchina ...... 15, 57 Palo Alto Speedometer...... 61 Toad Hall Motorbooks...... 61 ArtCar...... 73 European Collectibles ...... 19 Panelwerks...... 51 Tom Miller...... 67 ABC Partswerkes ...... 73 Gasworks Garage ...... 57 Parts Obsolete...... 61 Trevor’s Hammerworks ...... 33 Alloy Replicas...... 62 German Tech, Inc ...... 55 Personalized Autohaus...... 53 TriTec Motorsports...... 57 Air Power Racing...... 19 Grand Prix Classics ...... 37 Pleasant Valley Saddle Shop ...... 67 Udo Scharf ...... 53 Better Body’s ...... 67 GT Werk ...... 57 Porsche Classic...... 11 Vintage Posters ...... 73 Beverly Hills Car Club ...... 49 Gullwing Motor Cars...... 47 Precision Matters...... 9 Vintage Werkes ...... 57 Bryan, Greg (wiring charts) ...... 73 Heritage Upholstery...... 47 Premier Financial Services...... 43 Willhoit...... 61 CarQuip...... 73 International Mercantile...... 33 Radbill’s Restoration ...... 61 YnZ’s ...... 39 CDD Auto Gear ...... 61 Jim Gordon Restorations...... 53 Rancho Transaxles...... 51 Zims...... 2 CFI...... 73 J&G Brake Drums ...... 67 Restoration Design...... 23

www.Porsche356Registry.org • September / October 2018 73 fter almost fifty years of owning the same 356, has become the Holy Grail for authenticity - so much so the matter of matching numbers has never been that Porsche now sells a document called a Certificate of Aan issue; it certainly wasn’t when I bought my car. Authenticity to dispel any concerns of today’s buyers about How was I supposed to know then whether everything originality. So here comes the dark side. Recently I was about my car matched the Kardex - and why should I have asked to do pre-purchase inspection for a potential buyer. been concerned whether it did or not. Things were very The seller had provided a COA and all the numbers sup- different in the 1960s; no internet, no social media, no 356 posedly matched. When I got to the engine, I checked the Registry, no digital files and nobody cared about matching serial number only to see that it was a re-stamped timing numbers. A good friend, Bill Lutwack, who worked in cover. The original 912 number had been machined off, Jacksonville, Florida at Brumos, shared many stories of new aluminum material added, and the COA engine number how back in the day dealers would sell 356s they didn’t stamped in its place. It was so obvious what had been done have in inventory. An order might come in looking for (as that anyone seeing the mounting studs for a 912 (which of an example) a white coupe with a black interior and a course would never be on a 356 case) could recognize the Super engine. Brumos would first find a white coupe in ruse. So who is doing this and what effect is it having on their inventory and the rest was simply swapping compo- our matching numbers obsession? Tail nents; interiors, engines and even convertible tops. Order- Life goes on and would-be buyers focus on matching- ing a particular car would have taken several months. “We number barn finds that continue to set record prices. With were doing anything to shorten the delivery time for a sale,” all this hype, a wonderful, well maintained, but perhaps not Lights he said. And, as Lutwack remembers, it was almost an “numbers correct” 356 is often overlooked. And for the re- everyday event. “It is no wonder cars from this era don’t ally smart buyer who is well informed and more concerned match the Kardex,” he recalls. “Porsche didn’t change about condition than numbers, he is the one who gets the them, we did.” best buy.

My first trip to the Factory was in the late 1970s. Ray was more interested in how fast his 356 could go than When I arrived at Werks 1, I was directed to the Public Re- whether the equipment and engine were original. He took part in lations office and along with my wife Susan was greeted by local events and attended major races like Sebring. He is shown Much ado none other than the Baron himself, Huschke von Hanstein. above during an oil check on the way back from the race in The Baron made us feel right at home and arranged for us Florida, 1970s. about to have a memorable visit. We toured the factory, the repair shop, and what was a makeshift collection of old race cars, Matching stored like firewood in the basement. I sat in Porsche #1, at the time unrestored. It was no big deal and yet looking back, it was a huge deal. The Baron asked me if he could Ray still works on help me with any information and I asked if he could tell Porsches—some- by Ray Morgan me about my car. He suggested we go to the area where times the rarest the original files were kept and look at the actual Kardex. ones—at his shop We did and I learned how my car left Stuttgart in 1963 Vintage Motorcar headed for Jacksonville and Brumos. I learned that my en- Restorations in gine number didn’t match nor did the interior color. Hav- Georgia. ing owned my 356 at that time for about ten years, the info from the Baron was interesting but it really didn’t matter to me. Fast forward to the next century, 356 values are ex- ploding, and the notion of matching numbers to the Kardex

74 Volume 42, Number 3 • Porsche 356 Registry Your main source for Parts & Accessories for all Porsche® Automobiles

4BMFT!4.$QBSUTDPNtXXX4.$QBSUTDPNtt

NOW OPEN SATURDAYS FROM 9:00AM TO 1:00PM

Aluminum Oil Cooler, Threshold Kit, Front Bumper Guard, Soft Top Handle, Insulation And Sound Deadener Kit All 356's/912 All 356's (50-65) 356 Pre-A, 356A(T1) All 356's (50-65) 911 (69-73) SMC.107.041.01 $509.80 SMC.551.117.00 $176.06 Left 644.505.031.00 $265.00 356.51.877 $98.40 SMC.556.01 $397.80 Right 644.505.032.00 $265.00 Coupe or Targa

Lock Cylinder With Receiver Set, Negative Ground 6V to 12V Converter, Complete Wiring Harness, 356/Speedster/ Oil Pump Cover, Tool Kit, 356A 356/356A(T1) (50-57) All 356's (50-65) Roadster/Convertible-D (50-65) 356/356A (50-59) SMC.721.001.02 $779.54 SMC.001.12 $891.19 SMC.230.367 $87.65 SMC.061.00 $2,299.99 539.07.111 $343.32

Ventilation Switch Housing, Rear Quarter Window Latch Set, Porsche® Car Cover, Wiper Mechanism Set, Titanium Wheel Lug Nut Set, All 356's (50-65) All 356's (50-65) Indoor, All 356's (50-65) All 356's (50-65) Closed Ended, (68-98) 644.571.802.06 $293.94 644.543.041.00 $588.04 PCG.043.202.04 $458.98 SMC.356.61.SET $212.13 SMC.182.04.SET $256.65

SMC CAR STORAGE If your growing car collection needs some extra space, consider our Eagle Rock warehouse for your storage needs. With 24/7 monitoring and easy access, our Colorado headquarters has got you covered! Front Seat Cover, 911/912 (65-73) Seal & Rubber Restoration Kit, 888.986.4466 SMC.000.448.00 $282.46 BX 5612 $347.42 356B Coupe (60-63) [email protected] SMC.000.884 $1,016.70 Available for all years and models!

GENUIN&t3E 130%6$TI0/tN 04t"'5E 3."3,ETt0E .t03*(*N " L

$PMPSBEP#MWEtLos Angeles, California 90041 Authentic. Always.

In its day the versatility of 356 set new standards of performance…some of those may not have been envisioned by its creators in Zuffenhausen. When Stoddard delivered this car to its owner in 1962 the journey was just beginning. Now a timeless classic, our commitment to making available the most complete line of Porsche restoration parts worldwide has never wavered…and the journey continues.

Stoddard. Your Trusted Parts Source — Since 1957.

Stoddard Sport Exhaust Glass Rear Hubcap and Reutter Badges For 356 and 912 Borrani Reﬂectors Chrome Crest For Pre-A through 356B All-Stainless, X-Pipe Design Turbo Sprint with Aluminum Base For 356C, 911 and 912 NLA-723-001-00 Bi-Metallic with Hubs and Hardware SIC-361-031-01 Early Pre-A Shown NLA-111-010-05-SS and Knock-Offs For 356 and 356A NLA-111-004-00-SS For 356A, 356B and 356C 644-731-501-00-NLA

Stoddard.com NLAParts.com Highland Heights, Ohio 44143 USA 800 342 1414 Reno, Nevada 89431 USA 800 438 8119