Esses Vol 23 Issue 1

VOLUME 23 NUMBER ONE

MAR 2013

SPRING

INSIDE THIS ISSUE:

TOMAS LINDVALL’S 1972 911E BRIAN RICHARDSON’S 1967 911S EARLY 911 COLOR STUDY AND MUCH MORE!

VOLUME 23::NUMBER 1::MARCH 2013

WWW.EARLY911SREGISTRY.ORG

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EDITOR JOHN DILGER johndilger@aol.com 714.235.4981 ASSOCIATE EDITOR S Y LV I A S A L E N I U S smsalenius@aol.com CREATIVE ADVISOR BBS MODERATOR CHUCK MILLER cmiller14@socal.rr.com

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TA B L E O F C O N T E N T S 0 2 DUE DILGERENCE 0 3 NEW PRODUCTS

ART DIRECTOR/DESIGNER ERIC WILLIAMS edesign45@mac.com

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TOMAS LINDVALL’S 1972 911E

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BRIAN RICHARDSON’S 1967 911S

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MIKE CATERINO’S 1970 911T TARGA

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THE 911 CARBUETOR

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LACKSTIFT TOUCH-UP PAINT STICKS

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EARLY 911 COLORS

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NEW YORK WINTER TOUR

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THE CALIFORNIA PORSCHE WEEKEND

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NEW MEMBERS

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NEW MEMBER APPLICATION

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REGISTRY GEAR

ADVERTISING ADVISOR MICHAEL S. HAMMOND hammondms@earthlink.net

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MEMBERSHIP ADVISOR MERCHANDISE COORDINATOR REGION COORDINATOR MICHAEL S. HAMMOND hammondms@earthlink.net DATABASE ADMINISTRATOR FRED TRUEMAN fctruem@verizon.net 714.848.6485

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WEBMASTERS JEREMY SIMMONS cmoanz@gmail.com

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4 4 ADVERTISEMENTS 56

CO-BBS MODERATOR PETER K ANE ptkane@yahoo.com

ADVERTISING INDEX

ASHTON AMORES ashton.amores@gmail.com COMPETITION ADVISOR JOHN DILGER johndilger@aol.com 714.834.0258

REGISTRY REGIONS: EVERGREEN REGION (WA) ADVISOR COLORADO REGION ADVISOR DAV E DIM A RI A dave@vintagecarworks.com 303.459.4626 TEXAS REGION ADVISOR E D M AY O cdih@att.net 817.595.4651 MICHIGAN/OHIO REGION ADVISOR RON PRUETTE rpsurfr@gmail.com 248.821.8670

NEW YORK METRO REGION ADVISOR LEWIS EIG lewis@eigs.net 201.501.1155 GEORGIA REGION ADVISOR BILL BAUSSER bbausser@gmail.com 404.664.5914 FLORIDA REGION ADVISOR KEITH ENNIS keith@racectc.com 561.267.1859

CANADA REGION ADVISOR G I N O T H E R I A U LT g911t@hotmail.com 418.254.5413 AUSTRALIA REGION ADVISOR ANDREW BEGG andrew.begg@mac.com +61.4114.1415

INTERNATIONAL CORRESPONDENT K ARIM NOURELDIN - CH karim.noureldin@bluewin.ch REGISTRY FAX NUMBER: 310.322.2074

FRANCE REGION ADVISOR X AV I E R P E T I T- J E A N - B O R E T brake.killer.gtr@gmail.com

REGISTRY WEB SITE: www.early911sregistry.org

NEW ZEALAND REGION GARY LONG early911nz@gmail.com www.earlynz.org

REGISTRY E-MAIL: info@earlysregistry.org

COVER: Tomas Lindvall’s 1972 911E (Photo by Daniel Östlund). SUBSCRIPTION RENEWAL: Please check the back cover of this issue to determine if your membership to the ESREG (Early 911S Registry) has expired. BACK ISSUES: Available for $5 each. Please e-mail Mike Hammond, hammondms@earthlink.net or 310.322.7701, to place order.

REGISTRY MAIL: ESREG 433 Maryland Street El Segundo, CA 90245-3814

DUE DIL GER ENCE tage car racing clubs, racing a 1970 Datsun 510 he built himself. He is currently a member of VARA and HSR-West. Eric also owns a 1973 911T RS clone that was featured in V22 N1. The car has a 3.2 ‘89 Carrera engine, SC suspension, RS flairs and 7 and 8 inch Fuchs. We look forward to a long successful relationship with Eric. We would also like to welcome aboard Peter Kane who now co-moderates the Classified Forums on our message board with Chuck Miller.

This issue has as many changes and improvements as the first issue of the full size format had four years ago. First, if you are reading this you have seen the cover featuring a new design. We will feature a photo from one of the articles in each issue on the cover.

So, when you are taking photos of your car for an article in the magazine, keep in mind that we’ll be selecting the cover photo from the article photos you send us. The Early 911S Registry Board would like to thank Nic Hunziker for his cover design work for the last 3 years. It was a pleasure to work with him and his quality efforts made my job easier.

Second, after three years, our Art Director Julie Maetani had to leave us due to the demands of her full time “day job” and family responsibilities. During the last three years, starting with V20 N1, we were able to increase the page count from 36 to 56 pages.

This was in many respects due to her design and layout abilities, making each article as interesting as possible. The Early 911S Registry Board would like to thank Julie for all of her extraordinary efforts and wish her much success in her future endeavors.

I would like to introduce our new Art Director, Eric Williams. Eric is an award-winning art director and creative director with more than 25 years of experience in graphic design, packaging design and specialty design solutions. Working with Mattel Inc., he designed an entire packaging line-look of toys and games for publishing phenomenon Harry Potter. He was also part of a team that won the multi-million dollar master licensing agreement with Warner Brothers Studios. Interested in automobiles and racing since childhood, he became active in Los Angeles-area vin-

In this issue Tomas Lindvall from Sweden writes about his 1972 911E, Brian Richardson recalls his dad’s 1967 911S, Mike Caterion documents the restoration of a 1970 911T, Jim Johnson researches Early 911 colors by model year, Mark Morrissey goes over his winter drive, Carl Bauer recounts the history of the Lackstift touch-up paint sticks and Kurt Donohoe explains some common early 911carburetor problems. I also have photos from all of the events and open houses during the California Porsche Weekend starting on February 28: Sierra Madre Collection, California Porsche Restorations, Auto Kennel, Willhoit Auto Restorations, Callas Rennsport, Steve Hogue Restorations, Literature Fair at the LA Hilton, TruSpeed, European Collectibles, Carparc and the All Porsche Car Show and Swap Meet.

Region Reports from four of our 11 regions are included: France, New York, Australia and our new Region in New Zealand. We need a new region Advisor in Washington State. If anyone is interested in organizing a new region or volunteering for the Washington State position, please contact Michael Hammond at 310-322-7701 PDT USA or hammondms@earthlink. com.

As always, I need new material for the next issues.

Come on folks, here in the states and around the early 911 world, tell us about your car or pass along some of your technical knowledge! Write something, include high resolution photos, send it in and it will appear in ESSES. Don’t worry about formatting, spelling, grammar or layout; we’ll take care of that.

the manufacturer or seller. If you have or you come across something you think would be helpful to our members, please e-mail the information to me at johndilger@aol.com.

Fred Trueman is always careful to ensure everyone gets the correct number of issues, based upon their renewal date. Your renewal date and membership number will appear on your address label. V22 N4, the last issue, had a renewal date of December 1, 2012 and this issue, V23 N1 has a renewal date of March 1, 2013. If your last issue, V22 N4, or this one is marked on the back cover with the “LAST ISSUE, PLEASE RENEW” stamp, please renew right away. We will also be sending out e-mail reminders.

If your e-mail address has changed during the last six months, please send an update to Fred Trueman at fctruem@verizon.com as soon as possible.

Domestic dues for membership in the Early 911S Registry are currently $40.00, international dues are $60.00 and associates dues remain at $5.00. We had to raise the international dues because of increased postage rates. Please send the correct amount with your renewal or new membership.

The new Early 911S Registry 2013 calendars are still available. This time the calendar is for 12 months. It includes high quality photos of some of our members’ cars. The price of calendar has been reduced to $15.00 plus postage. Go to www.early911sregistry. org to order online and pay by PayPal or you can use the order form on page 41 of this issue.

The next issue, V23 N2 will be mailed out around June 30, 2013 to allow for coverage of the R Gruppe Treffen on May 17-19.

As always, please feel free to e-mail me with any comments, suggestions, articles and pictures at: johndilger@aol.com

As always, we have two new listings on our NEW PRODUCTS page. If you contact either of the featured companies, be sure to say you saw them in ESSES! NEW PRODUCTS showcases the latest specialized products for our community at no charge to

As always, ESSES welcomes all types of CONTENT submissions from members and businesses for the following: MEMBERS - share your story of acquisition or ownership or any content of interest. TECHNICAL - share your past or current projects, we encourage the unique DIYer accomplishments. BUSINESS OWNERS tell us what you do, our readership is interested in the people, parts, and service. ROAD TRIPS - everyone enjoys a great road trip story! EVENTS - take us there for those who missed it. OTHER - what did we miss? THIS IS YOUR PUBLICATION. Send text and presentable high resolution photos to johndilger@aol.com or contact John Dilger at 714.834.0258 for further info.

02 M ARCH 2013 SPRING

NE W PRODUC T S E NGINE S OUND PA D w w w.autoforeignser vices.com

New from Auto Foreign Services, a reproduction of the original engine sound pad for Porsche 911s, from 1965 to 1969. It is cut from heat resistant material with a jute backing, just like the original. The patterns were pulled from originals as well. It is correct for both coupes and Targas.

Eric Linden Auto Foreign Services 206 321-2969 autoforeign@gmail.com, www.autoforeignservices.com

$350.00 plus shipping

V IN TA GE BR A K E S S E R IE S “ V B L INE S ” w w w.pmbper formance.com

PMB Performance Launches their Vintage Brakes Series “VB Lines”

PMB Performance is well known in the Porsche community for their high quality vintage caliper restoration so, when they had a hard time finding quality lines to fit the 356 and early 911S calipers they sought out a specialty manufacturer that could do the job right.

“The lines we were getting just didn’t fit well.

We would spend a half hour just playing with the ends, bending and tweaking just to get them to fit.

The factory lines (expectedly) bolted right on, so we knew it could be done. The trick was to do it at an affordable price.” states Eric Shea of PMB Performance. “We finally found the right combination of a successful company that had the proper machinery and were excited to tackle the project.

We knew we were on the right track when the SCaliper lines we received simply fell into place like the factory lines. When we saw that, we were so impressed that we went on the hunt for every single hard line we could find. As luck would have it, the legendary Tim Goodwin was restoring a client’s ‘67 911S and the lines were in great original shape. We took the complete line set and had it 3D scanned, fed into a computer and then CNC bent to perfection. We now had a brand new set of ‘65-‘69 911 hard lines“ And perfection is what they got. Every single line was exact as it lay next to its original counterpart.

PMB Performance went on to scan complete 914 line sets from the early cars to the later models and they’ve just recently completed cataloging the’ 70‘73 911 lines.

Which line is right for you? Early cars had a simple tin-coated steel line. Those are the least expensive lines to duplicate, ranging anywhere from $9.95 (master cylinder connecting line) to $39.95 (long center tunnel line) per line. The next idea was to have a stainless steel version for those who never

want to do this job again. The stainless lines look almost identical to the OM steel lines but will last forever. Pricing on the stainless steel will run about $10.00 more per line on average. Finally there are the factory, green-coated lines that came out in the early ‘70s. If you ordered factory S-caliper compensating lines (bridge pipes) today, you would get this green-coated line. The green coating is imported from Europe in smaller quantities and the price is again, roughly $10.00 more (over the stainless steel) per line for those lines.

Whether you need one line or a complete set, PMB Performance can help. What’s more is that a 10% discount is offered to all Early 911S Registry members.

Visit: www.pmbperformance.com /911-brake-lines.html 855-STOP-101, (855-786-7101) for more information.

ESSES welcome all NEW PRODUCT submissions from established businesses and individual entrepreneurs. The product should be new or not yet common knowledge to the early 911 market. We are not interested in well known existing products that have been mass marketed. To be considered please send a presentable high resolution photo, brief description (thirty-five words or less) and price to johndilger@aol.com or contact John Dilger at 714.834.0258.

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E A R LY 911S R EGI S T RY R EGION R E P OR T S AUSTRALIA REGION Andrew Begg, (+61.4114.1415) andrew.begg@mac.com

Phillip Island Classic (Victoria, Australia) through the eyes of long time Porsche fanatic and 901 owner, Justin Reed.

I knew it was going to be a wonderful weekend when I followed twoType 35 Bugattis into the Phillip Island Circuit. The distinctive sound of the exhausts did indeed sound like the ripping of calico, and the air was heavy with the smell of Castrol R. Then, as I parked my car, I heard the distinctive shriek of an early 70s Matra sportscar. What a noise! Initially a bark, the detuned F1 V12 revved for what seemed an eternity until it shrieked. What the car must have sounded like in the middle of the night accelerating through the Porsche Curves in 1972 I’ll never

it was an indecently fast DeTomaso Pantera run by the Porsche 935-owning Rusty

know, but it sounded absolutely bloody marvelous at Phillip Island in March 2013!

French that took the spoils.

I was there spectating and assisting a number of Group S Porsche 911s – racing at

The layout of Phillip Island lends itself to high horsepower V8s, and while the 911s

what has become Australia’s Goodwood Revival. Our “compound” in the paddock

were not far behind the old adage of “you can’t beat cubic inches” held firm.

also had one of the best views, taking in the Southern Loop, Honda Corner and the Bass Strait (the body of water that lies between the Australian mainland and the is-

In addition to the large number of Group S 911s there were two very significant

land Tasmania to the south). Irrespective of the category, the racing was close and

Porsches also in attendance. Fresh from a museum restoration Klaus Bischoff

fair, and the quality of the cars – from pre-war Alfas, via Formula 5000 to Group A

brought the ’81 Le Mans winning “Jules” liveried 936 out to play. In the hands of

Sierra Cosworth, Nissan Skyline and BMW M3 – was simply breathtaking. I could

Alex Davison, the car acquitted itself very well in the sports car and Can Am race,

think of no better way to spend a weekend with early Porsche friends.

it wasn’t just down in Australia to turn some sedate display laps.

Pre-1970 911s run near the front in Group Sb, and there were several Early 911S

Of significant interest to early 911 fans was the return from a very long hibernation

Registry members competing at the fast and flowing layout. Almost of the all of the

of the 1970 911 S (ST) that ran with success in the Australian Touring Car Cham-

911s were nudging the rev limiter in 5th gear and they plunged into Turn 1. Alex

pionship in Chesterfield tobacco livery. Following the success of the Hamilton TR

Webster in his ‘67 S was always either at, or near the front all weekend, winning

in 1969 and 1970, drivers flocked to get themselves one of these models. Most,

one of the races by 7/1000ths of a second. Do yourself a favour and watch the

however, missed getting their orders in for STs. Rather than sit the year out, several

You Tube footage Alex has posted online. Andrew Begg (tAndy B on the Early 911S

contenders bought 2nd hand road cars and converted them into STs using a kit of

Registry forum) gets faster with every round in his ’69 E, and Tom Walstab debuted

parts to effectively make them 2.3 litre STs, and the Chesterfield car was no differ-

in his recently built ‘68 L. Ryan Curnick (obrut) was unfortunately a spectator for

ent. The car enjoyed a long and storied career in both Australia and New Zealand,

the weekend, but his keen observations on several points were duly noted. Group

in a number of liveries and configurations. It is often thought that more 911s ran

Sc is dominated by impact bumper 911s - Euro Carrera 2.7s, and Carrera 3.0s, but

during the period, but the cars seen on the track were often the same chassis, just

04 M ARCH 2013 SPRING

modified and reconfigured. The Chesterfield car was no exception. An excellent ar-

One of the highlights will be a combined Group S race with over 30 longhood and

ticle on the car, its re-discovery, and history can be found in the current Australian

impact bumper 911s taking part. So if you fancy a trip down under, try and get

supplement of Christophorus.

down to Sydney Motorsport Park for the last weekend of May. Be sure to drop by and say g’day.

And before I sign off – it would be remiss not to mention Rennsport Reunion Australia. More than 250 cars will be taking to the circuit in a number of categories

Justin Reed (reedminor)

on the weekend of 25/26 May. Anything from 356s to 956s will be running. Many Australian Early 911S Registry members will be taking part – your author included.

NEW ZEALAND REGION Gary Leong, early911nz@gmail.com

As with other early 911 communities around the world, our group emerged from the desire to share the passion, knowledge and resources involved in owning our 39+ year-old Porsches with like-minded Kiwi enthusiasts. Three years down the track: we have 65 members, a Web site and forum, a regular monthly coffee meeting and a calendar full of drives, garage raids and car collection visits. And, more enthusiasm than ever.

Due to the relatively small number of early 911s in New Zealand, we extended our group to include 912s and 914s. In order to boost our numbers for various events, we often combine with a gathering that one of our members had established. Previously called the “Sunday Classic Drivers,” this group includes an eclectic mix of Ferrari, Lamborghini, Lotus, Maserati, Lancia, Alfa Romeo and Renault owners who needed to drive their machines more than their respective marque clubs catered to. Needless to say, there’s plenty of horsepower and testosterone on our drives.

We’ve even established our own annual Pomona Swap Meet! The venue is a member’s farm located on...you guessed it...Pomona Road, so it seemed like a fitting name! Probably more bull exchanged than parts sold or swapped, but the range of Porsche paraphernalia that we collectively hoard never ceases to amaze.

So that’s us in a nutshell, and due to Michael Hammond’s encouragement, we’ll be making a regular appearance on these pages from now on, with some articles and photos of our special little German cars when time and space permits. Visit us at www.early911nz.org, early911nz@gmail.com

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E A R LY 911S R EGI S T RY R EGION R E P OR T S FRANCE REGION Xavier Petit-Jean-Boret, brake.killer.gtr@gmail.com Porsche & Coffee – December 9th.

It is a lovely Sunday morning; how lucky we are! Over the past weeks, it has been

Jeremy’s 911 is a 1987 3.2, with a G50 gearbox. The previous owner already

freezing and raining, poor weather with high humidity, 9 degrees Celsius (48F), no

replaced the rear fender with Turbo flares. Jeremy decided to go for an RS 3.0 look

sun, no blue sky: grey everywhere.

and make it a racecar. The interior has been stripped to bare metal and has been painted in silver. No heating system and no trim. The suspension has been up-

Porsche cars do not only make you smile, they bring sun and warmth as well. The

graded to Bilstein shocks. It has 8x16 and 9x16 Fuchs replicas, a MOMO Prototipo

sun is shining providing its unique feeling of well-being, embracing your entire

steering wheel and a 4-point roll cage. The engine and gearbox are stock. The car

body in its sweet and comfortable envelope. Once outside, you can feel that the

has traveled 145,000 kms with about 30,000 kms of that total from track-days.

cold is still here, even colder than the previous day, but the air is dry.

The psychedelic deco was completely created by Jeremy and is 917 homage.

We have decided to meet near Paris, in “Parc de Saint-Cloud.” But before our nice and friendly moment, a bit of background: This is one of the most beautiful gardens in Europe, and is included on the list of “monument classe” (national historical monuments). The park covers 460 hectares (about 1.78 square mile), is located very close to Paris (west of the city). Since the 16th century, the Saint Cloud Gardens has been witness to many French historical events: the murder of Henri III in 1589, the coup d’etat by Napoleon Bonaparte on November 9th-10th 1799, Napoleon Bonaparte becoming Emperor of France on May 18th, 1804, Louis Napoleon reestablishing the French Empire on December 18th, 1852.

The Parc de Saint-Cloud hosts several noble institutions such as: the Pasteur Institute, the International Office of Weight and Measures (the reference for the “Metre” is found within) and the Ecole Normal Superieure (the best Scientific Institute in France, founded in 1794).

Regarding Francois’ 2.8 RSR replica, initially a 2.7S G series 1973 (1974 model) that he bought in 1988, here is the long list of upgrades: 917 brake calipers, twin-

Back to Porsche. The rendezvous was scheduled at 10:00 at “La Grande Gerbe,”

plug Bosch ignition, 45mm diameter headers, front oil cooler, fiberglass doors/

a big round fountain at the top of the park. The fountain offers vast tree-lined way

fenders/flares/engine lid/front hood, Makrolon acrylic side and rear windows,

where we can park our cars.

lightweight carpet, a 6 point welded-in roll cage, etc…not mention the chassis tuning. The car makes 249 hp at the rear wheels and weighs 987 kgs (2,171 lbs.).

I was the first to arrive, but very soon other folks came: Jean-Pierre (JPS – Orange

It has been tested by Jean Redele (the founder of Alpine). François‘ car has partici-

911 2,2 S/T 1970) was of great help and came with two of his Porsche friends

pated in “la Coupe des Alpes” and various French rallies. The RSR replica now has

(Blue 911 RS replica; 1972, 2.8 RSR Martini replica), then Jeremy arrived with his

230,000 kms, including 45,000 track kilometers and 5,000 rally kilometers with

silver and green RS 3.0 Replica. We started to have croissants and coffee, then

the same sparkplugs for 12 years.

Philippe came with his 997-2 GT3, and then Gilles with a 997-1 GT3.

06 M ARCH 2013 SPRING

In total we had seven Porsches, under the morning sun in a pleasant place, drink-

The next events are:

ing coffee and talking about our track experiences, a bit of mechanics and several

• May 4-5 2013–Paris - Nurburgring Run and Spa Francorchamps Run

anecdotes and of course, for a few of us, preparation for our coming track day at

• April 11-12–Techno Classica- Essen

Lurcy Levis, Dec. 15th.

• June 8-9 2013–Autodrome Heritage Festival, Linas Monthlery speedtrack • September 13-15 2013–GoodWood Revival Meeting Amicalement, Xavier Petit-Jean-Boret

NEW YORK REGION Lewis Eig, (201.501.1155) lewis@eigs.net Winter is typically the time for most of us to catch up on projects, and get the cars ready for the upcoming spring driving season. It has been a relatively warm and dry winter, so we were able to get together for a few drives and a few breakfasts.

Thanks to all who joined us, we had a great lineup up of pre-and post-galvanized cars, and folks from NY, NJ, PA and CT.

We’ve got a long list of local and not-so-local events that many of us will attend.

Our major spring event, the Northeast Mountain Melee will have its fourth running, and it looks like we are right at capacity for the event, no doubt this will be a terrific gathering, and we will have plenty of photos next time and on the forum.

Additionally, a group of us will be at Targa California mid-April, and Treffen in May. Look for the cars splattered with bugs from the long cross-country drive.

EVERGREEN REGION (Washington Region)

GEORGIA REGION

Need new Region Advisor

Bill Bausser (404.664.5914) bbausser@gmail.com

No report this quarter.

No report this quarter.

COLORADO REGION

FLORIDA REGION

Dave DiMaria, (303.459.4626) dave@VintageCarWorks.com

Keith Ennis, (561.267.1859) keith@racectc.com

No report this quarter.

No report this quarter.

MICHIGAN/OHIO REGION

CANADA REGION

Ron Pruette, (248.821.8670) rpsurfr@gmail.com Woodward Warehouse www.woodwardwarehouse.net

Gino Theriault, (418.254.5413) g911t@hotmail.com No report this quarter

No report this quarter.

ESSES

07

TOMAS LINDVALL’S ARTICLE BY TOMAS LINDVALL PHOTOS BY DANIEL ÖSTLUND

08 M ARCH 2013 SPRING

1972 911E How did I end up in an early 911? Well, the story goes way back to when I was a kid. As it does for almost all of us...

I think I was nine or ten, my best friend and classmate from school lived next door and his dad had just bought an early 911. This was in the early ‘eighties and the car in question was painted in some kind of black metallic, had blackened out window trim, an RS ducktail spoiler and the at the time very popular slot mag wheels. I think it was a T, because my friend’s dad always fiddled with the carburetors and tried to get it to run properly. Which it never did...but the car made an everlasting impression and maybe (probably) made me end up with an early 911 of my own.

I have been a car nut all my life. Starting from an early age with soapbox cars, a gocart, and when I turned 13 my dad bought me a ‘63 VW Bug to drive around on the back roads near my home. It later got the Cal look treatment and was finished around the time of my driving license. I’ve still got that Bug tucked away in a barn, mostly for sentimental reasons. Then I got in to the muscle car scene and went through many of

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911E

the great ones: a Mustang and a Galaxie, a Dart drag car, a nitroused ‘Cuda, a Charger R/T and a Z28 Camaro. Big blocks and small blocks. Laying rubber was all the fun. In the wintertime, I played around with snowmobiles. Later, I bought an ‘83 BMW 635 CSI from a friend, and an interest for more sporty cars got a bigger hold of me. After a couple of years it was time to move on and the thoughts came sneaking up on me: Why not try a 911, the most iconic of all sports cars? My friend’s dad’s black T was certainly playing its part there in the back of my mind.

So I started looking for a 911. First I aimed for an SC, then a 3.2, or maybe a Turbo? Although all great cars, after looking at a few I felt that they did not quite do it for me. I’d always thought that the early 911 was a much cooler car. The classic silhouette that is recognized anywhere, the perfectly shaped curves, the lightness and the feel of the early cars. I had to have one of those. But as it turned out I had to be patient. My search went on for about four years before I found the car that I own today. I was kicking the tires of another E at the time, a Dalamation Blue ‘73, but studying it closely, I felt it was not in the condition that I was looking for: a solid and sound driver that had not lost its soul and character over the years. I explained it to the seller of the Dalmation, and being a true fellow enthusiast he replied, “I totally understand. I actually know of a ‘72 E who’s owner has had it for a very long time. Maybe he is thinking of moving on and is willing to sell?”

Said and done, I got a name and a phone number and I made contact. The tip turned out to be valid; the owner had in fact been thinking of selling his car on and off but had never really gotten around to it.

The car ticked all my boxes. First of all, it’s a 1972 model, the one year with the oil tank in front of the right rear wheel and an outside oil filler door. It has the 915 gearbox that is a bit easier to live with, if everything is in spec, with its H pattern gear change. It has the torquey 2.4 liter E engine that performs well around town and has enough power to keep up in modern day traffic. It even gets decent gas mileage. I had done some reading on both our own message board and over at Pelican Parts and knew that 2.4Es also respond very well to a bump up in compression ratio, if the need for some more horsepower should kick in. It had a very nice factory spec, with highlights such as an 85-liter plastic gas tank, tinted windows and S trim, S brakes and S gauges to go with its black interior. The car was also ordered with Bilstein suspension, together with front and rear anti roll bars, 6x15 Fuchs alloys and a leather wrapped steering wheel. The color of the car actually took me a while to get used to, but now I love it. It is not always noticeable in photos, but Light Yellow (or “Hellgelb”) is quite crisp and bright in real life and gives a nice contrast to the chromed and anodized trim and the black interior. It was in a great “driver’s condition” and was a verified matching numbers car. This was done not by the now common Certificate of Authenticity, but via an e-mail from one the first employees of the official Porsche importer in Sweden, Lars-Göran Thomasfolk. He has had many functions at the headquarters in Södertälje over the years, one of them was to be the mechanic of Björn Waldegård when he was a works driver back in the day.

And being an E it was in my price range. The negotiation began, and after a couple of visits and several phone calls and e-mails over the winter a deal was finally made in the spring of 2009. It was a great feeling when I finally got to load my own 911 onto the trailer and start the 12-hour haul all the way home.

The previous owner had taken really good care of it for 19 years.

He had done a sort of sympathetic rolling restoration of the car

10 M ARCH 2013 SPRING

during his ownership, fixing things over the winter to be able to drive and enjoy it in the summer. The car has been gone through front to rear with a careful hand with the intention to not overrestore or replace anything that wasn’t absolutely necessary, just keeping it in good running condition so it could be used as intended. The previous owner was also an active member of the Swedish message board, (www.early911.se.com) and the car was quite well known.

Body-wise, the car was basically sound, but it had a few rust issues when the previous owner bought it. The rust was in some of the usual places: the rocker panels, the lower part of the front fenders and the B pillars. The rockers and pillars were properly replaced and the original fenders were repaired (all photo documented). It was then partially resprayed in those areas. Due to not being able to get the car running properly when he bought it, the previous owner decided to drop the engine, split the engine case and go through it entirely, MFI and all. Checking all the tolerances and replacing what needed to be replaced. The body and engine work were all done by him in his own garage in the early 1990s. Modifications, or upgrades, were limited to Turbo lower valve covers, a Pertronix breakerless ignition and a short shift kit.

The car was imported from the Düsseldorf area in Germany to Sweden in 1976 by the Porsche dealership of Rydbergs Motor in Kalmar. Its early years are unfortunately in the dark, as no documentation has survived from back then, and all I know is what I can read from the information provided by Porsche: it was delivered new to the dealership of Gottfried Schultz in Ratingen, Germany. From 1976 when Rydbergs Motor sold it to the first Swedish owner and to the present day I have rich documentation from the seven owners that then followed (not counting dealers) and many receipts for what has been done to the car over the years. It is no low miler; it has covered 193,000 km’s as of today, but I think the car wears its mileage with pride. Although the paint has stone chips and some scratches here and there, it still gives you that warm feeling inside when you look at it after a wash. Things like the original door pockets, dash, carpet and headliner are still in very good condition. The Fuchs alloy wheels, date wise, seem to match the car’s production date as they are stamped “10 71”. The Bosch H1 headlight and turn signal lenses are still there, as is the space saver spare wheel, jack and air filler bottle. A period correct Blaupunkt Köln radio is also fitted. It does look like the car has had one properly done respray at some point, but I have no paperwork of when that was done.

Number six of the previous Swedish owners, Kjell Broberg, stand out a little. He was the editor-in-chief of the then popular, now nonexistent, “Automobil” magazine. He featured the car in both bigger and smaller articles in a total of six issues during his ownership from 1989 to 1990. Described in those articles is among other things, is how the sport seats were sourced, redone in black vinyl and corduroy, and fitted, and how the S front bumper that was on the car at the time was changed to a standard bumper. Another story documented the brakes getting a refurbishment with new stainless steel pistons in the front calipers and how a new master cylinder was fitted.

Since my ownership of the E began, I have sourced a few things that were missing: a tool kit, a correct orange bar hood crest, a maroon owner’s manual binder and an owner’s manual in German. My intention with this car is to keep following the path that has been laid out by the previous owners; to make a few performance upgrades here and there that can be reversed if desired, and to really use and enjoy it as these cars were made intended.

This one, as they say, is a keeper.

ESSES

11

ARTICLE BY BRIAN RICHARDSON PHOTOS BY LEE ROY RICHARDSON AND BRIAN RICHARDSON

307831S – photo taken while at Aslanian Photography Studios NOV 2012

12 M ARCH 2013 SPRING

1967 was a good year for Lee Roy Richardson.

The Richardson Camera Company had recently moved the business, machinery, and 30 loyal employees/families to Arizona (four years previous) and it was still going strong.

In April, Lee upgraded his ‘61 Super 90 to a brand new Sand Beige 911S coupe, with air conditioning, from Competition Motors in Hollywood, California. Over the next 10 years he drove the car daily, including back and forth from Arizona to California on many business and pleasure trips.

When he joined the Early 911S Registry in 1992 he estimated the car had over 300,000 miles on it.

Lee Roy Richardson was an absolute mechanical genius. He was born in Texas in 1914, where his parents ran a movie theater. His father played piano and his mother sold the tickets, popcorn and candy. As a baby, Lee would stay in the projection room, fascinated by the gears and sounds of the projector and film mechanisms. In 1926 the family moved to California. He and his brother would hang around the movie backlots, watching the actors filming, and sometimes earning lunch as extras.

At the Manual Arts High School in Los Angeles. he learned drafting, machine shop and metalwork, and even built a fullsize replica airplane. It took him seven years to graduate as his focus was more airplane than academics. When the plane failed to take off at the air strip, Lee told his instructor he could

In the late 60s, he designed and built cameras for Lowell Ob-

fix it by shortening the propeller blades. He did the work on

servatory plus 5 others around the world for the Mars Cloud

the spot, and the plane successfully took off. After flunking his

Survey and for the future moon mission and landing. He also

senior year twice, the principal finally passed him through with

built camera systems for the US Air Force to use in the top se-

his brother’s class. His first job was working in the prop and

cret U2 spy planes, and even a 5” telescope at one point with

miniature shop at Paramount Studios, and then later with the

his friend Max Bray. Throughout his career he had contracts

Hughes Development Co. where he machined parts for Hughes’

with the US Government, NASA, Northrop Aircraft, Lockheed,

Doble Steamer racecar. He once asked fellow workers, “Who

Boeing and many Hollywood film studios, including Disney.

the hell’s that guy who comes in here anytime he feels like it? ”

As if this wasn’t all amazing enough, he was legally blind in

It was Howard Hughes, whom he had often worked next to, but

his left eye.

never knew. In 1934 he went to work for Ub Iwerks, where he built animation and motion picture equipment for $18 a week.

In 1969 he sold the company. By 1971 he was really getting down about not having a shop to go to. His son Bill

After Iwerks joined Disney, Lee began making stop-motion

(my dad) suggested that he go back into business and teach

camera motors in his garage, under the “L. R. Richardson”

him machine work. He said OK, but NO employees, just the

name. Figuring to sell about a dozen or so in the beginning,

two of them. They started Richardson Design and continued

orders followed for more than a thousand over a 20-year pe-

to design and repair film transports as well as prototype ma-

riod. It was a time of intense invention and the beginning of

chining. In 1975 he built a 6000 sf machine shop and hangar

Richardson Camera Co. He designed and built the first 3-D

at Scottsdale Airpark on three acres he had purchased some

camera system for the movie “Bwana Devil” using two cam-

years previous. Some of their new film transports and cam-

eras, mirrors and Polaroid filters, which was later used in the

eras were used in the special effects filming of “Star Wars”

Warner Bros film “House of Wax”. Unfortunately, the invention

and “The Black Hole”.

was nixed by the unions who reasoned that the dual projector system must require two projectionists to operate. In the

The 911S was now sharing driving time with his ‘57 Mercedes

1950’s his brother Maurice joined the company and brought

-Benz 300SL Gullwing, which he had wanted since, well 1957.

sales from $200K to $4.5 million.

ESSES

13

Unfortunately, the ‘70s were hard on the 911S. At some point the 911S was rear-ended and al-

over the main jet on the cylinder that burned the

anything that was well-designed, but he was con-

though the damage was minimal, the two corners

piston. He spent time polishing the fan blades,

stantly seeking ways to improve things, and would

and decklid had to be repainted. He tangled with

painted the exhaust and decided to add a few

never stay at bay for long.

the insurance company and demanded it to be

“custom” touches as you can see from the pho-

repaired at a shop of his choosing. He won the

tos. They worked on the engine together and fired

The 911S, for some reason, was never really

contest.

it up when done with straight pipes!

altered – what does that tell you?

In 1971, he let his friend Bill Roland drive the

Other than the racers, I wonder how many S

His favorite car by far, was his 1937 812 Super-

911S during a visit to Arizona. Bill was married to

owners out there did their own work? In read-

charged Cord Sportsman. It was a full restoration

my dad’s step-sister Diana and was a Fire Chief

ing through some of his old ESSES newsletters,

project and later became his “test bed” for some

in Los Angeles. He had his own ‘67 9ll coupe with

I’ve found some really great tech articles and sto-

more innovative ideas. He designed and installed

a built engine, 2.5 I think. He once took my dad

ries. It’s pretty interesting to see the history and

an electronic micro-switch gear selector for the

for a 130 mph drive on the Van Nuys freeway (no

how its evolved over the years.

transmission, hydraulic rocker arms, motorized headlight covers (using 914 motors), and most

seatbelts)! So Roland was driving the S with Lee riding shotgun, and he decided to race a cowboy

After selling his house in Paradise Valley, Lee

notably designed and developed a front axle CV

in a pick-up truck off the line at a stoplight in

moved into the shop where he lived for seven

joint conversion which continues to be built and

Phoenix. He blew off the truck but burnt a piston

years. He would fly his ‘67 Beechcraft Bonanza

manufactured by my father today. In 1986 he

at the same time. My dad can still remember the

nearly every weekend to visit his ladyfriend Anna

drove the barely finished Cord over 5000 miles

huge cloud of smoke coming from the “smoker” –

Bluske in California, finally convincing her to come

to Auburn, Indiana for the 50th anniversary of the

he was sitting in the back seat.

to Arizona and settling in Carefree. Coincidental-

Cord Automobile.

ly, Anna’s father had a ‘61 356, her ex-husband True to form, Lee rebuilt the engine with my

had a 300SL Gullwing, and her son Franz is a very

Around 1979 my grandfather had semi-retired, at

dad in the carport at his house. He was espe-

talented 911 racer and engine builder. Although

least from owning a business. He would still go to

cially enthused about the differential cam timing,

he owned and drove Porsches much of his life,

the shop Monday through Saturday, up until the

as he had built one of his first film movements

Lee also had two Mercedes-Benz 300SL Gull-

last years of his life – when he only came down a

in 1950 with the same design! His version worked

wings, a couple of very special coachbuilt VWs,

“few” days a week.

to advance or retard the sprocket pulldown to

an L-29 Cord, a ‘66 Oldsmobile Toronado and a

register pins. My dad recalls him looking at the

‘76 GMC motorhome. He certainly had good taste!

enjoyed his work, and he loved being productive

Weber jets with his eye loop and saying “son of a bitch – look at this” when he saw a fleck of dirt

14 M ARCH 2013 SPRING

There was no doubt that he worked hard, but he

Lee had a passion for all things mechanical, and

and innovative.

My dad started Richardson Restoration and Machine Werks in

I had no choice, but to enjoy these cars. I even remember some

1979 and he quickly started gaining notoriety as one of the top

days getting a ride to elementary school in a Gullwing, or his

restorers of 300SLs in the country. It has always amazed me

356 sunroof coupe or whenever my dad brought the different

as to how many 300SLs are here in Arizona. He’s worked on a

cars home.

countless number of them and currently specializes in Mercedes and Porsche mechanical restoration. He is still regarded as one

As if there weren’t enough projects already at the shop, none

of the most knowledgeable and meticulous engine builders in

were my own and working out there encouraged me to get one.

the industry. My dad grew up driving Porsches and got started at

On my bus ride to school every morning I would see the car that I

the BugHouse in Phoenix working on VW and Porsche engines.

had to have – a Savanna Beige, lowered ‘69 VW Fastback. I actually got to know this car and owner later in life, through a friend

In 1971, my grandfather took him on a little trip to Germany, with

who made VW roof racks. My father helped locate a candidate

a stop in Stuttgart. Another story for another day…

through Dan Lawson at Competition Engineering here in Phoenix. It was a ‘68 Fastback that ran ok, but had had an engine

As a teenager, I would go to the shop on the weekends, and

fire. It would become a 3-year restoration, and my first car – I

worked with my father during the summers.

was 15 when we bought it. Although it was a long process, it taught me a ton about work ethic and patience.

To grow up around those cars, working on them and learning

My grandfather passed away December 21,

about the machinery really gave me a strong sense of apprecia-

Unfortunately my grandpa developed an issue with his left

2001, and at his celebra-

tion for the kind of work my dad did and everything that goes into

leg sometime in the 80’s and the manual transmissions became

tion we had his Gullwing

these cars. I gave up a lot of time and hanging out with friends,

too much for him to drive. Because of this, all of his cars were

and Cord on display.

but it felt good to be there with the two of them and I wouldn’t

parked in the hangar at the shop, including the 911S which sat

We drove the 911S to

change the experience for anything.

there untouched for 15 years. In fact, my only memory of him ac-

the service as well, and

tually driving the car was when I was young. Old enough I guess

to this day I cannot drive

It didn’t hurt that I had designed a go-kart “track” out there,

to sit in the front seat, but I couldn’t even see out the window. I

the car without thinking

racing around the dirt lots and back streets and down the

remember though watching his feet on the pedals and him shift-

about him. That alone

airpark taxiway in the late afternoons. It probably drove my

ing the gears, and thinking how excited I felt. My father always

makes it the best gift

dad crazy, but I certainly put some miles on that kart, learn-

said he drove it too gently, although he did make it to at least one

I could have ever received

ing how to slide, and take bumps and corners – and watching

autocross, and I found a photo of him smoking the tires on his

from him.

out for cars. It was always throwing the chain, but I learned

Gullwing off a starting line at PIR. Thinking back, I’m guessing

pretty quick how to put it back on and keep going. I suppose

he told me this to try and keep me from going too fast…

ESSES

15

BRINGING BACK A

TARGA

ARTICLE AND PHOTOS BY MIKE CATERINO

1970 911T

My Porsche story begins back in 1989, when I was hired (with no previous experience) at an Atlantaarea restoration shop. As a newbie I was given all kinds of dirty, skillfree jobs like disassembly, paint stripping, sandblasting, etc., but I eventually gained some basic body working skills. One of the last cars I worked on there was a 356 (what vintage I no longer remember), which, unlike most of the muscle cars, piqued the interest of the Porsche-specialist engine rebuilder next door, whom I got to chat with a bit about the Porsche world. I thought it was a beautiful car, and enjoyed getting familiar with some of the basics of Porsche engineering. All this came to relatively little at the time, as college eventually won out over shop work. But it

16 M ARCH 2013 SPRING

planted a seed that lay dormant until recently. Almost 20 years later, with school (and student loans!) behind me, and finally having moved into a real house with a garage, everything was in place for that seed to germinate.

My interests were not very specific at first, but I quickly became enamored with the long wheelbase longhoods, and focused my search on these, especially on cars needing an engine rebuild, which was something I was very interested to learn and try. I looked at many, but finally found my candidate in this abused and neglected 1970 911T Targa. It had gotten a semi-RS treatment, and had sported an early turbo whale tail. But at some point, years before, it had a severe engine meltdown. Apparently after disassembly and assessing the extent of the damage it was decided to park the car and forget it. Some years later it was sold to someone who took only its deep sixes and a few other high value parts, and then sold me the rest.

“I’ve always had a soft spot for orange cars...so my path was pretty clear.”

As the ‘before’ picture shows it came to me as a roller, with the disassembled engine in boxes. The body was in poor shape, and required complete teardown and restoration. I have not yet obtained a proper COA (the car was originally a Euro delivery), but the engine and transmission numbers are plausibly original. Tangerine paint hiding under the door panels, dash pad, and behind the blower showed the car’s original color. I’ve always had a soft spot for orange cars (going back to my first car) so my path was pretty clear – to take this bastardized basket case back to something like its original glory.

Stripping at least two non-original paint jobs revealed that the body had seen some previous work, most of it poor. All the longitudinals, even back to the torsion tubes were rusty and needed significant work or replacement. There were big holes at the bases of the targa bar buried in bondo. The hood was beaten up, much of it 3/8”

deep in bondo. The floors required complete replacement. There were myriad other small spots that required beating or patching back to shapeliness. Although I was daunted by what I found I had gotten myself into, I learned to weld, and ultimately enjoyed the metal work. I ended up doing all the prep work (primer, filler, sanding) right up to painting, which was nicely done by John Biggs in Santa Barbara. (www. anacapaautobody.showsite.com) Underneath the car, the suspension and brakes were completely rebuilt. The suspension got all new original specification rubber bushings, and new shocks all around.

For a little boost in handling performance I upped the size of the rear torsion bars (from 22 to 25mm) and added a front through-the-body sway bar. The brake system got all new brake lines, hard and soft, freshly rebuilt calipers, new master cylinder, vented rotors and pads.

ESSES

17

“I ended up doing all the prep work (primer, filler, sanding) right up to painting.”

911T

After reassembling the body and interior (much of which was redone with new vinyl by my wife Katie), it was finally time to deal with the engine. Given its condition and catastrophic demise, a complete rebuild was in order, and I decided to increase the output through a combination of increased displacement, E cams and higher compression. I got hold of a 70.4 mm stroke crank and rods, and then farmed the machine work on the case, heads, crank, rods and cam towers out to Walt Watson (www.competitioneng.com).

Walt updated the oiling system, surfaced and line-bored the case, rebuilt the rods installed all new valves and guides in the heads, etc., and made everything look darn near like new. EBS Racing (www.EBSRacing.com) bored the cylinders and provided a

18 M ARCH 2013 SPRING

new set of 9.5:1 CR JE pistons. And John Dougherty (www.drcamsharts.com) rebuilt my rockers and provided a new set of E spec cams. Once everything was back to me I spent couple of months of quality time in the garage with Wayne Dempsey’s engine rebuild book, and without too many hiccups had a completed engine ready to put in the car before long.

However, engine installation had to wait for one last major job. During the nearly three year project the transmission had sat in the corner, mostly forgotten (though occasionally I would notice it and try to think positive thoughts). When it could wait no longer I pulled it out and began to honestly assess its condition. Pulling the drain

plug showed a lot of metallic debris, and with the encouragement of some of the online experts I decided to begin some exploratory disassembly. Well, one thing led to another and before long I was replacing all the synchros, the first/reverse slider, intermediate plate bearings, the 4th gear set, and doing what amounted to a fairly complete rebuild. This was not part of the original plan, but was ultimately essential to having a functional and trustworthy transmission. With that done I was finally able to get the engine and transmission bolted together and installed.

Our first start-up was January 9, 2011, and I was amazed and gratified to see the car crank right up. It took another month or so before it was really roadworthy, but since

then we’ve taken it on several nice drives in the Santa Barbara County wine country and attended a number of local PCA events. The car runs and drives very well, and the open top is wonderful on sunny southern California days. It’s a bit of a rolling restoration still, with a long list of minor ‘to-do’ items. But it’s in better shape than I ever thought possible. I have to attribute a large part of my success to the incredible community of early 911 fans, both on the Early 911S Registry (www.early911sregistry.org) and on Pelican Parts (www.pelicanparts.com) message boards, and it’s perhaps most gratifying of all, now that I’ve reached a point where I feel adequately experienced, to be able to give back to others now embarking on their own exciting projects.

ESSES

19

THE 911 CARBURETOR ARTICLE AND PHOTOS BY:

KURT DONOHOE

PART 1 OF 4

ZENITH 40TIN CARBURETORS

Porsche used many different carburetors over the years leading up to the 911 series. In its day, the carburetor was a reasonably efficient and inexpensive way to deliver and meter fuel to the engine. Porsche first used the Solex p40-I spill tube carburetor in the 1964-66 models, then moved to the Weber IDA 3 series carburetors and then finished off with the Zenith 40TIN carburetors in the 1971-72 911T models.

Though all three styles of carburetors look different, they are still just a way of combining the incoming air with the correct amount of fuel at the right time, so that the engine can effectively burn the fuel and air charge.

Since fuel injection has replaced the carburetor in almost every vehicle, the art of tuning and diagnosing a carbureted vehicle is fast disappearing. To effectively diagnose a problem you must first understand what is happening in the carburetor when you drive. Starting

20 M ARCH 2013 SPRING

with the engine warmed up and idling, we have air flowing into the engine though the carburetor, past the small opening on the throttle plate, drawing fuel out of the idle mixture needle port and into to the engine.

As we put a foot onto the gas pedal to increase the engine speed two things happen, first the accelerator pump system discharges fuel into the carburetor to make up for the delay in progression circuit activation, second as the throttle opens, it uncovers the progression ports in the carburetor body. Fuel flowing out of these ports is governed by the idle jet size as well as the size and placement of the progression ports. As the throttle opens further, the air speed through the carburetor increases, activating the main circuit and allowing fuel to flow though the auxiliary booster into the engine to be consumed with the air charge. The timing and the metering of the main circuit is controlled by several items. The Venturi controls when the main circuit will activate by changing the air speed

though the carburetor. The main jets, air correction and emulsion tubes control how much of the fuel and air mixture is allowed to flow into the auxiliary booster and on into the engine to be consumed.

Although the above is a very brief overview of how the carburetor works, now we can get an idea of what is happening when a problem arises. As a cautionary note, the carburetor is the last item we touch when tuning an engine, the internal components of the engine must be in perfect order, cylinder leak down values no higher than 20%, valve clearances adjusted correctly, cylinder heads torqued, ignition system in perfect condition and ignition timing correctly set.

Often problems blamed on the carburetor system are caused by the ignition system or engine components being worn, so take the time to ensure that everything is right before touching the carburetors. If you are working on a stock vehicle then Porsche has already

IDLE MIXTURE DISCHARGE PORT

PROGRESSION PORTS AIR BYPASS PORT FOR FINE TUNING IDLE AIR BALANCE

“THE ART OF TUNING AND DIAGNOSING A CARBURETED VEHICLE IS FAST DISAPPEARING.” IDLE JET IDLE STOP SCREW

BOWL DRAIN

MAIN JETS MIXTURE SCREW

AIR BYPASS SCREW

done all the hard work for you in figuring out the correct calibration package. A calibration package allows us to start and drive in a number of different driving conditions and speeds and will deliver the correct amount of fuel to fit the engine’s needs. When tuning carburetors, we should only be making minor changes in balance and fuel mixture settings. However, from time to time, things don’t do what they are supposed to do and we often have to do a lot more to keep the car running right.

The first thing to do when you notice a problem is to think: What has changed? If the car is daily driver, did it change with a recent refueling? Or, has the car been sitting for some time and you are just now putting the car back into service? What is and when does the problem occur? For example, if the car runs strong at freeway speeds, but when slowed for a stop, it shakes and wants to stall; then when the engine is revved it responds well, but still wants to stall at idle. From this we know that the main circuit is most likely working correctly, along with the accelerator pump circuit; so that leaves us with two options, either the idle circuit is defective in some way or the engine is flooding due to a needle and seat failure or a fuel pressure problem.

Knowing the basics of the carburetor allows us to go straight to the problem area; we can look down the carburetors with the engine running and physically see if fuel is running into the carburetor due to a needle and seat failure. By eliminating one possible problem we can now focus on the idle system.

For a vehicle that is in good condition and driven on a semi regular basis most carburetor repairs can be done on the vehicle without much effort. From time to time contaminants can make it past the filters and make it into the carburetors, simply removing the jets and blowing through them with compressed air can solve many problems. For a stalling and rough idle problem this is where I would start, first check for a mixture response by slowly turning the idle mixture screws in and out one at a time. When turning the mixture screw in you are leaning out the fuel mixture and the engine should slow down, when reversing the screw out you are increasing the fuel and the engine speed should pick up when coming from a lean condition. If there is no change in engine speed, either rich or lean, on a particular barrel then I would start by removing the idle jet and mixture screw for that cylinder and carefully blowing compressed air though the jet, as well as the passageway to clear any potential blockages, then re-installing the jet and mixture screw to see if the problem has been solved.

For a car that has been restored, or is a well-maintained daily driver, this method of dealing with most problems is fine. However, if your vehicle has been left sitting for many years, or is a high-mileage minimally maintained vehicle, there can be other conditions that will require much more attention. Usually

ESSES

21

when we park a vehicle most of us don’t intend it to sit for long, but before you know it, weeks turn into months and the next thing you know three years later the car won’t start. In a perfect world we would have completely filled the gas tank and loaded it with fuel stabilizer and then drained the carburetors, but it’s not a perfect world.

When fuel sits in a carburetor, it begins to evaporate and break down into its base components. The fuel will first turn into sludge and then into a flakey dried up mess.

Depending on where the vehicle is stored, water can also enter the fuel system leading to corrosion and further build ups of debris. This will happen not only in the fuel bowls, but anywhere fuel has been left, such as the accelerator pump and passageways, main jet wells, the fuel tank and lines.

The only way to fix this storage problem is to remove and completely dis-assemble the carburetors for cleaning and inspection. At this time everything needs to come out of the carburetor, the fuel passages need to be rodded to ensure that there are no restrictions or debris left in the carburetor. Often standard shop cleaning practices are not enough to repair this kind of damage. A knowledgeable rebuilder will use a combination of cleaning methods to completely clear out the carburetor bodies and passageways. In our shop we start with an initial wash though our hot wash machine to remove the big chunks and degrease the carburetor, next it goes through a soda blast operation to physically remove any debris and staining, then it’s back into the hot wash to remove any remnants of the blast media and then finally into our tumble machine where it is tumbled against a ceramic media and a soap solution. This final process allows us to close the pores on the metal that have been opened by the blasting as well as restoring the appearance of the carburetor. After the cleaning process has been completed all of the passageways and ports are physically checked by pushing though a cleaning brush and compressed air though the passageways as well as taking a look with a flashlight, before all of the blank off plugs are re-installed. This is also the time to inspect all of the major components for wear. We can clean and measure the throttle shafts and the throttle shaft bushings, replacing them as required. As a side note, the throttle shafts and bushing should not be too tight, they are not designed to be an air or fuel-tight seal and there must be room for expansion due to heat and the dissimilar metals used in the carburetor. We have seen a number of carburetors that have been re-built with new bushings and shafts, re-shimmed to remove all end float, and they work great on the bench but heat them up to 130 °F and next thing you know you have a throttle that sticks when the engine warms up. This is also the time to inspect the sides of the throttle plates for wear that will allow air to bypass the throttle, causing un-metered air to enter the engine. We also take this opportunity to resurface all of the gasket surfaces back to flat, ensuring a good gasket seal. We also re-plate the hardware. This is not only to make the carburetor look good but extends the life of the carburetor by protecting the hardware from corrosion.

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GASKET SHRINKING FUEL SLUDGE FROM SITTING

DRIED FUEL PIECES

A WEBER IDA AFTER BEING CLEANED AND REPLATED BACK TO ITS ORIGINAL FINISH, READY FOR ASSEMBLY

WEBER ACCELERATOR PUMP LINK SHOWING THE WEAR IN THE SHAFT

“THE THROTTLE SHAFT BUSHINGS ARE NOT A FUEL-TIGHT SEAL, NOR DO THEY NEED TO BE.�

On a high-mileage carburetor we often run into more significant wear problems that can cause a number of running issues. Worn accelerator pump parts will mean that the system will no longer deliver the correct amount of fuel to the engine and can also have a delayed response as the wear in the shafts and pivots needs to be taken up before fuel can be injected.

Worn throttle shafts, throttle balls and linkages can result in uneven running at part throttle due to the carburetors not being balanced when the engine is accelerated. This can lead to popping and backfires as half the engine is getting more or less throttle opening. Fuel leaks from accelerator pump gaskets and fuel fittings may occur, some of which can be repaired on the vehicle, but should cause us to look harder at the rest of the carburetor before making a decision how to repair them. Fuel leaking out of the throttle shafts is another area where people have concern. As I said earlier, the throttle shaft bushings are not a fuel-tight seal, nor do they need to be. If you notice fuel leaking from the shafts then it is from one of a few problems, the most common being fuel percolating though the carburetor when the engine is shut off. After running the car for a while and then

shutting the engine off the engine temperature will bleed into the intake system, causing the fuel in the fuel bowls to boil off and overflow into the carburetor throat. When the fuel hits the closed throttle plate it will run along the throttle shaft and leak out of the carburetor. We can help stop this by using an intake phenolic insulator to reduce the temperature bleeding off into the intake system. Another way that fuel can leak out of the throttle shafts is a sticking needle and seat or excess fuel pressure. Either one of these problems will cause fuel to flow into the throat of the carburetor and then out the throttle shafts. Lastly, if you work the throttles with the engine off, fuel from the accelerator pump circuit will also come out of the throttle shaft area, though not as much as the other problems will cause.

No matter what type of carburetor system you have, correct maintenance procedures are the key to keeping the car running well. Lubricate all of the pivot points on a regular basis, keep the air filters and fuel filters cleaned and changed on a regular basis. If you plan to store the car over the winter remember to completely fill the gas tank and use a fuel stabilizer, run the car for a few miles before you park it to make sure the stabilizer gets though the lines and into the carburetors. When tuning the car make small movements with the mixture and idle screws, and listen for the smallest change in engine note when doing so. Anyone can tune a set of carburetors, but it takes time and experience to do it well. When a problem arises, stop and think: What is it doing? When is the problem happening? What changed to make the problem occur? With a good understanding of how a carburetor works you can solve any of its problems.

If you are stuck, we are here to help. (www.partsklassik.com)

ESSES

23

LACKSTIFT Touch-Up Paint Sticks

touches up ugly scars and scratches

POR

If your 911 or 912 is anything other than a trailer-queen or museum piece, rock chips are a part of your life.

This is as true today as it was 40 years ago. Porsche, never one to turn down an extra source of income, decided to help owners touch-up their road rash. Kurt Vogelsang KG in Hassmersheim upon Neckar, Western Germany was contracted by Porsche to provide Lackstifte, literally translated as ‘paint pen’, under a design license from Dupli-Color of Chicago, IL. Like any early 911 era consumable item these Lackstifte are very rare today. They were designed to be used and then thrown away…not saved. If you have one in your glove box, even with its contents dried solid, consider yourself very fortunate!

ARTICLE BY CARL BAUER PHOTOS BY AS NOTED

1957-1959 Lackstift: Glacier White 5713 from the September 1957 Accessory Catalog: Courtesy Chris Stavros.

EARLY 356-ONLY STYLE The earliest style of Lackstift, looking much like a fountain pen, became available from Porsche over the counter through dealers and as an optional Kardex listed accessory when ticking the boxes at the dealership. From accessory brochures we know this style of Lackstift was offered as early as September, 1957 as Accessory No. 51 for 75¢. Later, it appeared in a price list dated February, 1959 for the same price as Order No. 31 and in an accessory catalog as No. 9234 also from February, 1959. It was very expensive to produce and most likely due to its complexity and cost Porsche and Kurt Vogelsang would only offer Dupli-Color’s early fountain brush style for three years ending in 1959, making this early style correct only for 356s from 1957 to 1959.

LATE 1960-1979 In early 1958, Dupli-Color filed for a patent on a new Lackstift which they elegantly called a “paint container assembly.” The patent was granted in May of 1961.

The earliest known Porsche paint codes placed on the new Lackstift bottle (still Porsche Accessory No. 9234) are 60XX (1960-1961). This style continued from 1960 throughout the entirety of the early 911 era making it correct for 1960 through1965 356s and 1965 through1973 911s, 912s and 914s with Porsche specific paint codes.

Colorful Lackstift collection: Courtesy Thomas Seydoux.

24 M ARCH 2013 SPRING

RSCHE Dupli-Color Advert from English Christophorus Issue No. 54, p.57.

Dupli-Color patent drawing for the 1957-1959 Porsche Lackstift.

Order No. 9234 from the October 1962 Accessory Catalog: Courtesy Thomas Seydoux

This new style was most likely simpler and less expensive to manufacture with the brushin-cap applicator easier to use. The new style was also shorter in length, larger in diameter and contained a new feature that the early style did not. Inside the cavity of the new 10-sided Bakelite cap, Dupli-Color added a dollop of white colored very fine grit rubbing compound. The compound was sealed in by a red (sometimes bordering on orange) button with scoop. As with the 356-only style, the bottles continued to be painted in body color and the Porsche Lackstift screen printed logo was scaled down to match the new exterior dimensions. The bottle was placed in a medium blue Dupli-Color box (1960-1967) or slightly lighter blue Porsche-branded box (1968-1973) which featured a die-cut window with the instructions ‘Turn For Color’ and usage directions in German on the back. Early on this box was placed in a heat-sealed clear plastic bag. Later in production, the box was sealed in by a Ziploc-type closure. A Porsche parts label with the number “644.722.801.00 Farbe XXX” was sometimes affixed to the outside of the bag. Substituting for “XXX” was Glasurit’s three digit color code. So, if you ordered a 6405 CHAMPAGNERGELB Lackstift for your 1965 911, the part number label would have read, “644.722.801.00 FARBE 111”.

While still quite rare and valuable, compared to the early fountain pen style (1957-1959), the later brush in cap Lackstift (1960-1973), offered throughout the entire 911 and 912 era, is more common.

TODAY Today, the old Kurt Vogelsang factory in Hassmersheim that once produced these “Made in Western Germany” items is now owned by the Motip-Dupli Group which no longer has any associations with Dupli-Color USA. They still make automotive touch-ups on Kurt Vogelsang Straße for automobile manufacturers including Porsche. One must wonder if in 40 years there will be a 991 owner looking for that “rare” shade of Silbermetallic.

Thanks go out to Roy Lock, Thomas Seydoux, Chris Stavros and Don Fowler. Thanks for saving these “throw away” items in such great shape, for the photos and for all the help!

Dupli-Color patent drawing for the 1960-1973 Porsche Lackstift.

RARITY I was told a story of persistence at the 2011 LA Lit Show where someone had successfully found the correct coded Irish Green Lackstift for their car after searching 25 long years. My advice is if you see one of these that matches your car’s color code, buy it. You might not see it again! The early style (19571959) is extremely rare and fortunately for us we don’t need to worry about those. The later style (1960-1973) is less rare and prices are generally lower but any 356 or 911-era Lackstift, especially a special order optional color is tough to find! If you’re lucky enough to source a Lackstift for your car remember that it’s strictly a show piece, don’t expect any of the paint to be useable or even fluid. Happy hunting!

ESSES

25

EARLY 911

COLORS

ARTICLE BY JIM JOHNSTON

“RARE COLOR!” How often have you seen this A third data set comes from the 911S Registry. This datadescription in sale listings for early 911s? Is it base of totals almost 2,300 member cars. Early 911Ss are really rare? Is it even uncommon? How rare is heavily represented of course, though there are also many T rare? We’ve certainly all wondered how often our and E models listed, as well as a few other Porsche models. car’s color was sprayed at the factory’s paint shop.

(Some 911Es are presumably listed in both of the other dataAnd we do take our colors seriously - paint color is bases.) The listings are member submitted, and color informaa frequent topic on the 911S Registry forum (www. tion is not specifically requested, though it is often provided. early911sregistry.org).

WITH SOME CAVEATS Perhaps we’re just sharing the factory’s enthusiasm for The obvious limitation of the Christophorus data set is that it only interesting and often bold colors for their cars back in the tells us about the colors that were used for 1970. Actually, the data day. Porsche certainly wasn’t timid about its palette in the cover from August 1969 through June 1970, a month less than a full early 911 years. The 1965 color options continued the modproduction year. Furthermore, the factory information includes the est but distinct 356 choices, but in 1966 and 1967 the fac914. We can at least assume the factory data are reasonably complete tory offered buyers a color wheel’s worth of 38 possibilities, and accurate. nine standard and 29 optional. In the years that followed, they continued to tempt us with about 30 evolving choices each year.

There can be no such illusions for the E and S Registry data sets. PerSometimes, they even changed the name of the same color, and haps because the E Registry format calls for members to indicate their car’s thanks to translations there are multiple names for some colors. color, most do so, but the S Registry format does not specifically ask for color For instance, the US literature alternately described color numinformation, and about one third do not volunteer paint color. At least the S ber 225 as Emerald, Kelly, and Viper Green over its four-year run Registry database provides information on all early 911 series. The E Registry from 1970-1973. If you’d like to see what all these colors look like, listing does not cover SWB cars because they predated the E model. search on the Early S Registry forum for The Definitive Color Thread, maintained by Scott Clarke.

A more frustrating limitation of both registry data sets is that members are often pretty casual about naming their car’s color. Given that each year includes at least The ultimate curiosity is the number, or at least percentage, of cars a few–and up to half a dozen–variants of each of the basic colors (red, blue, yelproduced in each color, preferably by year and model. Now that low, green, and so forth), simply listing a car as “red” or “blue” fails to answer the Porsche is set up to accommodate researchers, perhaps someburning question of “which red?” or “which blue?” one can gain access to their early production records in search of these data. For the time being, we can at least come up with In tabulating the colors in these data sets, another problem is what to do when some rough estimates, however, and that is the focus of this colors are named that weren’t available until a later year, often much later. It is project. not surprising that cars were sometimes painted in a color available in a prior year, but it is more difficult to understand how a car could be originally painted India THREE DATABASES Red in 1969 when the color was not available until 1973. This problem suggests Standing on a street corner and waiting for early 911s to that some members are identifying their car’s current color when it may not be drive by would be a slow way to get the necessary data, but the original color. we can do better. There are three databases available that provide useful information, and together they can give us So, we’ve got three data sets that tell us about early 911 colors, but each has some an interesting picture of early 911 colors. limitations. Although the Christophorus data are complete and accurate for 1970, the E and S Registry data are incomplete and less than fully accurate. However, it The most accurate data set shows us a snapshot of is reasonable to assume that the colors of the reported registry cars represent the factory colors for only a single year – 1970. In the colors of the many more cars not in the databases, and at least the S Registry data October 1970 English issue of Christophorus (No. cover all of the early years. All in all, this ain’t science, but it’s the best we can do.

89), the editor, Richard von Frankenberg, published an article titled “The Color Game,” (p. 44) in which AND SOME COLORS he used actual factory production data for most of Let’s start with some factory production data. During the eleven months of 1970 the 1970 model year to report the percentage of production covered by the Christophorus data, the factory produced 15,749 cars, cars painted in each color available. including 911s and 914s. Of these, 77% were ordered in that year’s standard colors, 21.7% chose a special color, and 1.3% asked for their own color. The folA second data set comes from the 911E Reglowing percentages show the preferences among the standard colors. istry. On its website (911E.org), you can peruse a member submitted list of about 500 Tangerine 14.48% 911Es. If you have the sickness, wading Ivory 13.75% through them is a fascinating way to kill Signal Orange 11.72% an hour or two. The main table includes Irish Green 7.03% each car’s chassis and engine numbers, Albert Blue 6.81% its build date, the owner and location, Conda Green 6.56% the paint color, and a link to each Bahia Red 6.42% car’s page with more information, Burgundy Red 6.07% including photos in most cases.

Pastel Blue 4.23%

26 M ARCH 2013 SPRING

9II

coupe Combined into common color categories, standard and special color numbers added up to the following totals.

targa Another group of colors might be characterized as neither popular nor rare, roughly falling between 1% and 5% in the two registry databases. (Keep in mind, however, the problem of undercounting.) Polo Red leads this group, which includes Bahama Yellow, Signal Yellow, Metallic Blue, Sepia Brown, Signal Orange, Conda Green, Bahia Red, Albert Blue, Light Yellow, Metallic Blue, Gemini Blue Metallic, and Emerald Green.

Orange shades 26.20% Green shades 15.89% Blue shades 15.13% Most colors in the factory’s palette were very infrequently selected by ownIvory 13.75% ers, however. The following colors came in at less than 1% in the larger S Among the Red shades 13.45% Registry database: Ruby Red, Sky Blue, Signal Red, Dolphin Grey, Togo selected special Silver 7.83% Brown, Bali Blue, Gulf Blue, Aga Blue, Burgundy Red, Maroon, Metallic colors, which cost Yellow shades 3.81% Dark Red, Canary Yellow, Medium Ivory, Lido Gold, Golden Green, $185 extra, the preferSignal Green, Leaf Green, Metallic Green, Green Turquoise, ences were as follows.

Keep these color category summaries in mind as we turn to the E Velvet Green, Sea Green, Crystal Blue, Pastel Blue, Prusand S Registry data sets. Here, it would be misleading to list persian Blue, Ultra Blue, Olive, Cocoa Brown, Stone Grey, Silver Metallic 7.83% centages for each specific color because of the problem of members Light Grey, Cloudy Grey, Ossi Blue, Beige (Oxford) Metallic Blue 2.78% often labeling their car’s color with generic color names, such as red, Grey, Metallic Dark Green, Burgundy, Light Red, Lemon Yellow 2.10% green, and blue. For example, the reds available over the years were Glacier blue, Adriatic blue, Turquoise, Gulf OrBlack 1.22% Ruby, Signal, Polo, Burgundy, Metallic dark, Bahia, Metallic, Light, Rose, ange, Rose Red, Aubergine, Jade Green, Metallic Green 1.21% and India. These colors are undercounted each time an owner merely Oxford (Dalmation) Blue, Royal Purple, Adriatic Blue 1.21% designated their car’s color as “red.” Therefore, reporting the percentages and India Red. A few of these colors Light Yellow 1.11% of most of the official colors would give an unrepresentative picture of their did creep above the 1% cutoff in the E Metallic Red 0.96% actual production, and there is no way to know the extent of the undercount.

Registry listing, but not usually by much.

Sepia Brown 0.79% Perhaps these are the only colors adverOlive 0.68% Ivory is a good example of this. The E data set showed 13.1% of Es being tisers should count as rare.

Signal Yellow 0.60% painted Ivory. Presumably most of these were light ivory, rather than medium Leaf Green 0.21% ivory. However, the S data set only shows 7.9% of T, E, and S cars as being Given the limitations of member-submitted Beige Grey 0.10% ivory. The discrepancy probably lays the fact that a number of S Registry information, the most meaningful analysis of Signal Green 0.10% owners reported their cars as being white, which was only a factory color 911 registry colors comes from reducing the Crystal Blue 0.10% (Grand Prix White) available in 1973 for the RS model. Some may well have factory’s many variations to related shades of Turquoise 0.10% been repainted White, but many others are presumably Ivory but not labeled as the common colors. This results in the followTurquoise Green 0.10% such. When the 8% of the cars reported as white are added to the Ivory cars, ing percentages.

Light Grey 0.10% the total is 15.9% - much closer to the 13.1% listed in the E Registry, although remember that some are likely repaints.

E Registry S Registry Silver Metallic 13.1% 20.4% Another popular color was Silver Metallic. Silver is a pretty unambiguous color, Reds 13.6% 12.2% and the factory kept it simple by offering only slight variations under one name.

Ivorys 13.1% 15.9% Nevertheless, it came in at 11.6% for E Registry cars but a whopping 18% for Greens 13.4% 10.6% S Registry cars. So why the big discrepancy? One factor is that Silver grew Blues 13.9% 9.4% increasingly popular over the years. There were less than one or two dozen Oranges 12.7% 8.3% Silver cars reported in each of the SWB years, but that grew to almost four Yellows 9.2% 10.0% dozen listed by 1972, although higher production accounts for some of this Browns/beige 3.9% 2.8% increase. In 1973, however, 116 Silver cars were identified. Were all of these Aubergine/Burgundy/ Maroon 6.6% 2.0% 116 cars Silver when they left the factory? Probably not. One side effect of Silver’s popularity is that owners are more likely to choose repaint in this color.

It’s interesting that most of the core colors were somewhat similar in popularity. This is especially clear in the E Registry Interestingly, Black is somewhat like Silver. There was only one black color data, but even the S Registry data don’t show large differenclisted over the years, and no one tries to call it anything else. Unlike with Silver, es, except for Silver metallic. Reds, greens, blues, yellows, and however, a year-by-year analysis shows that the popularity of Black didn’t grow ivory were all fairly popular basic colors if we ignore their variaquite as much over time. Nevertheless, the S Registry comes in at 7.2%, while tions. The Aubergine/Burgundy/Maroon group, as well as beiges the E Registry shows only 3% as being Black. Is this difference a matter of and browns, were clearly somewhat less popular. repaints?

The 1970 Christophorus data show a similar overlap among the baIn addition to Silver Metallic and Ivory, a few other colors were more popular sic color groups. Except for the unusual popularity of orange shades than most. Black, Tangerine, and Irish Green had a pretty good following, with that year, and the fact that silver and yellow had not yet gotten as more than 5% choosing these colors over the years. The popularity of Black and popular as they would, the blues, reds, greens, and ivory were almost Tangerine held fairly steady, but Irish green was used less often in later years. equally common choices.

ESSES

27

Color Code Porsche Years Color Name 64-65 66-67 68 69 70 71 72 73 Code Used

Color Name

Polo Red 6602 6802 6802 012 66-69 Ruby Red 6402 015 65 Signal Red 6407 016 65 Burgundy Red 30868 6808 6808 2410/2424 2410/2424 017 66-71 Tangerine P2002 6809 6809 2310/2323 2310/2323 018 018 018 66-73 Gulf Orange 019 019 019 72-73 Metallic Dark Red 6854 30847 020 66-69 Metallic Red 30847 8110/8181 8110/8181 021 70-71 Bahia Red 1310/1313 1310/1313 022 022 022 70-73 Light Red 7910/7979 023 72-73 Rose Red (Raspberry) 024 024 024 72-73 Aubergine 025 025 025 72-73 Maroon 30736 66-67 Guards Red 027 027 73

Bahama Yellow 6605 6805 6805 110 66-69 Champagne Yellow 6405 16153 6822 16153 111 65-69 Signal Yellow 6823 R1007 7210/7272 7210/7272 114 114 114 66-73 Canary Yellow R1012 6824 R1012 2910/2929 115 66-70 Signal Orange 1410/1414 1410/1414 116 116 116 70-73 Light Yellow R1007 6210/6262 6210/6262 117 117 117 70-73 Light Ivory 6404 6604 6804 6804 1110/1111 1110/1111 131 131 131 65-73 Medium Ivory 17657 6821 17657 4610/4646 4610/4646 132 132 132 66-73 Lido Gold 17656 66-67 Gold Metallic 8810/8888 133 133 133 71-73

Irish Green 6406 6606 6806 6806 1510/1515 1510/1515 213 65-73 Golden Green 62165 6828 216 66-67 Signal Green R6001 6829 R6001 7810/7878 7810/7878 217 66-71 Leaf (Bush) Green 62163 6830 62163 7710/7777 7710/7777 218 218 218 66/67, 70-73 Green Turquoise 6831 6510/6565 220 66-67, 71 Metallic Dark Green 62109 6852 62109 8310/8383 8310/8383 221 66-67, 70-71 Conda Green 2610/2626 2610/2626 222 70-71 Metallic Green 224 224 224 72-73 Emerald (Kelley) Green 3810 225 225 225 72-73 Lime Green (Chartreuse) 226 226 226 72-73 Velvet Green 62162 66-67 Sea Green 62164 66-67 Turkey Green R6016 R6016 66-67, 69 Lime Green 62165 69 Jade (Light) Green 227 227 227 72-73

Aga Blue Bali Blue Sky Blue Gulf Blue Ossi Blue Crystal Blue Pastel Blue Metallic Blue Ultra Blue Metallic Blue Albert Blue Glacier Blue Adriatic Blue Gulf Blue Oxford (Dalmatian) Blue Gemini Blue Metallic Turquoise Prussian Blue Enamel Blue Royal Purple (Lilac)

Togo Brown Olive Sepia Brown Stone Grey Coffee Brown Cocoa Brown

Sand Beige Dolphin Grey Slate Grey Light Grey Cloudy Grey Beige Grey Fortuna Grey Black Silver Metallic (Lacquer) Silver Metallic (Enamel)

COLORS

9II

Of course, the differences among the colors in each category are certainly not trivial and make very different impressions. Emerald (Viper) Green, Leaf Green, and Irish Green are very different shades of green, for example, and it’s easy to prefer one over another. It’s fortunate that the factory understood that these variations were important to buyers and continued to give them a wide array of choices, even though only a few of the colors were frequently selected.

28 M ARCH 2013 SPRING

Color Code Porsche Years 64-65 66-67 68 69 70 71 72 73 Code Used

6608 310 66-67 6412 313 65 6403 314 65 6603 315 66 6803 6803 319 68-69

52254 6825 52254 7310/7373 7310/7373 320 66-71

R5012 6826 R5012 2010/2020 2010/2020 321 66- 71

6853 322 66-69

R5013 6827 R5013 323 66-67

52300 52300 8410/8484 8410/8484 324 324 324 70-73

1810/1818 1810/1818 325 325 325 70-73

6610/6666 6610/6666 326 326 326 70-73

1610/1616 1610/1616 327 70-71

328 328 328 72-73

329 329 329 72-73

8610/8686 330 330 330 71-73 6410/6464 6410/6464 340 70-71

R5009 66-67 6403 64-65

341 341 341 72-73

6411 413 65

62166 6835 62166 3910/3939 3910/3939 414 414 414 66-73

R8007 6836 R8007 7410/7474 7410/7474 415 415 415 66-67, 70-73

75741 66-67

80342 80342 66-67, 69

6837 416 66-67

6607 6807 6807 510 66-69 6410 610 65 6401 6601 6801 6801 615 65-69

75742 6832 75742 7610/7676 7610/7676 620 66-67, 70-71

R7030 6833 621 66-67

70192 6834 70192 7510/7575 7510/7575 622 622 622 66-67, 70-73

R7030 69 6413 6609, 95043 6838 95043 1010/1010 1010/1010 700 700 700 65-67, 70-73

96024 6851 96024 924 66-69

8010/8080 8010/8080 925 925 925 70-73

EARLY 911 COLOR NAMES, CODES, AND YEARS. TABLE DATA BY SCOTT CLARKE The Definitive Color Thread on the Early S Registry forum was compiled as a way to document and illustrate all original early 911 colors. The generation of the adjacent chart was a necessary step in the process of developing an accurate understanding of the choices that were offered. A variety of sources, including authenticity guides like Morgan’s Original Porsche 911, Johnson’s The 911 & 912 Porsche, and factory color charts were used to gather color names and codes, and to determine which years each were offered. Unfortunately, these sources are not always consistent. This table was compiled to sort all of this out, and reflects the color names used in the US market. The codes listed in the table’s model year columns correspond with those found stamped into the paint tag of each 911’s left door hinge post. The paint tag stamping also includes a letter that identifies the paint’s manufacturer.

The table shows that from 1965 to 1971 each color was usually (but not always) identified by both fouror five-digit color code and three-digit Porsche code.

For ‘72 and ‘73, the three-digit Porsche number was the sole color indicator. The first digit of the Porsche code designates the general hue (0 for reds, 1 for yellows, 2 for greens, etc.). The other two digits identify the specific color. Note that the same Porsche code was sometimes used over the years for colors that were similar but not identical. Also, in at least the case of Gulf Blue, the same color name was used for two distinctly different shades of blue that didn’t share a common Porsche code.

The Definitive Color Thread is intended as a comprehensive visual reference for early 911 colors, but certain hues remain undocumented. If you have any photos that illustrate missing colors, or if you have better images than those posted, please send them to sclarke@pivotarchitecture.com.

Today, we’re delighted that the factory was proud to offer such an array of striking colors compared to today’s pale options.

Although we all have our preferences, these days we’re just happy if we can find a great car, and there probably aren’t many colors we would view as unacceptable. These are only esthetic matters, after all. What counts more than color is the driving experience these cars give us, since it’s not really true that some colors are faster than others.

ESSES

29

NEW YORK

WINTER TOUR

A group of Northeast early car enthusiasts escape the stress of the week on an icy day-drive through a historic area of the Empire State.

STORY AND PHOTOS BY MARK MORRISSEY It was cold outside. My fingers were quickly becoming numb and the condensation collecting on my glasses made walking to my car tricky. The car, left exposed to the elements, was covered with a thin, frosty sheath of ice. What madness is this? Who with reasonable portions of intelligence and sense would venture out in these conditions? Early 911 nuts that’s who. Two friends make their way from points south, along with one more whose home in New Jersey serves as our gathering spot.

stubborn winter ice on a warm spring day, I feel the stress of the previous week, complete with a screaming child, a disinterested wife and annoying neighbors, melting away. From my warming toes through my chest and up to my head, the tension exits my whole being, leaving me completely relaxed. It’s a magical transformation of body, mind and spirit — get in the Porsche, drive like hell, meet up with friends and leave the rest of the world totally behind.

I fire up the car with thoughts of a frigid November weekend in 2009 before I had my heat hooked up. Several coffee stops were made just so I could cradle a hot cup between my legs to keep warm. There will be no such nonsense on this day — after 5 minutes of driving, a comforting warmth slowly begins to envelope its way through the cockpit of my hot rod and I smile.

With the precision of high caliber rifle bullets, four 911s split the early morning air, leaving trails of noise and exhaust in their wake. Trees are a blur. Lines on the highway become a hypnotic strobe…. The lyrical voices of tuned Porsche engines bellow their music, which reverberates through and between the multitude of passed cars. Being careful of the occasional patch of ice, we follow each other through Bear Mountain Park in upstate New York. All the lakes are frozen and it makes for a beautiful sight. There are lots of challenging roads in the park. Police too, so we’ve got to stay alert. Along the sheer cliff, high above the big Hudson River to our right, twists and turns, turns and twists, we dodge the falling ice and stay on our path and out of the cold, big river water.

Pointing my car in the correct direction, it is soon blazing up the Garden State Parkway in Northeastern New Jersey. Having had no snow to speak of, the seemingly endless expanse of dry, salt-free road that lies before me gives me pause for thought. Like

Assorted 911s in waiting.

30 M ARCH 2013 SPRING

The day’s participants from left, Scot Withers, Mike Monde, Lewis Eig and Bruce Colthart.

The stories begin inside Hyland’s shop.

“We follow the trail to our friend Dick Hyland and his shop bursting with treats to tease the senses.”

Scot Withers’ targa maneuvers through the icy cliffs of Storm King Hwy along the Hudson River just north of West Point, New York.

Detail of Steven Harris’s 911S.

We follow the trail to our friend Dick Hyland and his shop bursting with treats to tease the senses. Armed with readiness and forethought, excited anticipation pushes us between aged panels of corrugated steel. A heavy, unctuous air pinches our noses and leads us forward. Nestled in dank, dimly lit corners, we’re greeted by Roadsters, Speedsters and hot rod 911s. Pistons, crank shafts, injector pumps, transmissions and carburetors patiently await their fate on cold, grimy steel-topped counters. The walls are held up by old racing posters. I’m suddenly no longer sure what year it is. Could it be 1958 or 1967? Maybe it’s 1971. Every inch of the place holds a special Porsche treasure. Classic Hyland stories transport us, then, slowly bring us back to the present day. It’s time to move on.

We add another friend who leads us back to and across the Hudson to even more visions. Roads contort as our cars speed and twist through fading light. Our eyes, arms and legs, now weary from the day, gently ask for a reprieve. The sun on its quick winter path toward the horizon finds it’s nighttime shelter and so shall we. Goodbye brave soldiers. Until we meet again.

Dick Hyland’s Speedster.

Heading into Bear Mountain Park.

Steven Harris leads the way.

ESSES

31

WEDNESDAY

SIERRA MADRE COLLECTION

The

CALIFORNIA

My California Porsche Weekend started on Wednesday morning, when I went by the Sierra Madre Collection’s Open House. They are located at 1055 E. Walnut St., Pasadena, CA 91106 (888-986-4466 www.sierramadrecollection.com). Their store opened in 2007 and has grown continuously ever since. This year they had the Open House for the three days prior to the big events, to make it more convenient for their visitors. They sell parts and accessories for the following cars: 356, 911/912, 930, 914, 924, 944, 928, 968, 964, 993, Boxter/Cayman, Cayenne, 991. They also sell hardware, badges, decals, LN Engineering Products and offer gauge and clock restoration and seal and rubber restoration kits.

The California Porsche Weekend contuined late Thursday morning on February 28th at the California Porsche Restorations open house. Located in Fallbrook, California at 311 Industrial Way, Unit 1, 92028, (760-723-8900; www.caporsche.net, sales@ caporsche.net, parts@caporsche.net). Brian Doherty and Bob Lee opened up their restoration facility for visitors on Thursday and Friday, offering soft drinks and snacks.

They have been in the Porsche 356 and 911 restoration business for 36 years and have restored some of the best cars in the world. Specializing in air-cooled Porsche 356s, early 911s and 912s, they pride themselves on providing customers with a one-stop resource. Whether it is a complete restoration or minor repair, you can be sure it will be done to original factory standards by these Porsche experts. They use original factory parts when available and if they cannot source original parts, they use the best quality reproduction and/or restored parts.

PHOTOS BY JOHN DILGER

Weekend...

PHOTOS BY JENNA LAYAL

PORSCHE

THURSDAY

C A L IFOR NI A PORSCHE R ESTOR AT IONS

FRIDAY

AUTO KENNEL

On Friday morning I continued on to Auto Kennel, located at 1974 Charle St., Costa Mesa, California, 92627 (714-335-4911, paul@ autokennel.com, www.Autokennel.com). Paul Kramer and his father, Ed, opened up their shop and provided pizza and drinks for the many early 911 enthusiasts who visited. Paul’s business is consignment sales, car storage and building tribute cars of significant Porsches.

Around 2:00, I headed off to Willhoit’s Auto Restoration in Long Beach, California.

PHOTOS BY JOHN DILGER

ESSES

33

FRIDAY

W IL L HOI T AU TO R ESTOR AT ION

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Willhoit’s Auto Restoration is located at 1360 Gladys Ave, Long Beach, CA 90804 (562-439-3333, www.willhoitautorestoration.com). Willhoit’s specializes in complete restorations of 356s and early 911s. John Willhoit opened up both of his buildings to visitors, so he was able to display both the in-progress and completed cars.

John and his crew provided grilled bratwurst for lunch to all attending. He also arranged to have a portable chassis Dyno set up for testing anyone’s car, three dyno runs for $50.00. Some owners were surprised and some disappointed at the results!

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Cars in the parking lot and on display included a 912 in 356 orange, Dan Reese’s 911T with a twin-plug engine, Ray Crawford’s Olive Targa and John Willhoit’s R Gruppe ’71 911T with a short stroke 3.2 l engine with Motec EFI and stainless exhaust.

PHOTOS AND CAPTIONS BY JOHN GORIUP

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34 M ARCH 2013 SPRING

[1] ‘71 911 restoration, best paint job of the weekend. [2] Various Wilhoit projects, a new restoration, cars for sale and those in for service. [3] and [4] Almost completed ’73 RS, ready to receive its engine and transmission. [5] A beautifully done 912 in 356 “orange.” It first was seen at European Auto Salvage Yard in Emeryville in February. [6] White Targa. [7] White RS clone waiting to be put on the Dyno. [8] Dan Reese’s car. [9] ’58 Speedster with Rudge wheels. [10] One of the finest RSs on the planet. It was brought in to act as a guide in the restoration of the black RS. [11] A pair of cars waiting to be dynoed during the lunch break. [12] Ray Crawford’s beautifully maintained Olive Targa.

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FRIDAY

CALLAS RENNSPORT

Callas Rennsport had their open house on Friday, March 1st. They are located at 19080 Hawthorne Blvd. in Torrance, CA 90503 (310-370-7038 www.callasrennsport.com). They specialize in the repair, maintenance, and restoration of Porsche and BMW cars.

They have the following projects going on at this time: 356B Notch-back: Complete restoration in process 356B Cabriolet: Various Service items in process 356B Coupe: Various Service items in process 911R #01: Preparation in process for Pebble Beach Concours 914-6: Complete restoration in process 914-6 GT Clone Build in process 959: Slated for engine rebuild 959: Slated for restoration Carrera GT: Major Service in process

PHOTOS BY TOM LOESER, MOTORSPORTS PHOTOGRAPHY (www.tomthephotoguy.com)

Steve Hogue Enterprises is located at 22416 S. Normandie Avenue, Unit D, Torrance, CA 90502. Phone is 310-787-1001 (http://www.stevehogueenterprises.com). Steve specializes in vintage coach building and reconstruction in aluminum and steel. Some of his current projects are: reconstruction of the body of a RS61 Spyder, forming a new nose and other panel work on a Iso Grifo Series 1, restoring a 1950 Porsche 356 Split Window Coupe and reconstructing the body of a ‘39’ Lincoln Zephyr

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5 [1] Making a Glöckler. [2] Recreating a body for a 550 Spyder. [3] Hogue’s shop, not big and fancy, but the results speak for themselves. [4] A multi-purpose machine to shape metal. [5] Iso-Rivolta repaired. [6] A nicely modified flathead Mercury, a personal project of one of Hogue’s employees. [7] Restoring a ’63 four headlight Ferrari 330 GT.

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PHOTOS AND CAPTIONS BY JOHN GORIUP

FRIDAY

STEVE HOGUE

SATURDAY

L I T ER AT UR E FA IR

Saturday morning was the 28th annual Porsche and Vintage VW Literature, Toy/Model & Memorabilia Swap Meet at the LA Airport Hilton in Los Angeles, California. The meet sold out both meeting rooms with over 250 tables. Attendees included people from 12 countries, including Canada, Germany, Austria, Switzerland, Netherlands, England, Japan, Denmark, Sweden, France, Italy and Australia. (www.lalitandtoyshow.com).

The Early 911S Registry had three tables reserved next to the entrance for merchandise sales and memberships. Mike Hammond and I got to the hotel at 6:30 am to set up for the opening at 7:00 am. Chuck Miller and Fred Trueman joined us at 9:00. We enjoyed meeting all of our old and new friends and want to thank all of you that helped out during the day.

PHOTOS AND CAPTIONS BY JOHN GORIUP

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[1] When you run into cars this good in the Hilton parking lot, you know that good things are in store. [2] Finally, correctly remade front and rear lenses for early cars. [3] Rare-as-they-come 3-liter SCRS MFI pump. Yes, your eyes do not deceive…$20,000.00. [4] Dave Stinchcomb gives John Dilger his new personalized front plate from New Mexico. Photo by Rrandy Wells. [5] The crowds were much greater than those of the last several years. [6] Tony Singer’s impressive poster collection. [7] Restoration Design’s “pink pig” showing the panels and sheet metal they can furnish.

[8] Rare and original steering wheels for sale. [9] The usual high profile car, prominently parked to help draw a crowd into the show. [10] Impressive display of grille badges. [11] Two of the Porsche community’s best friends, Erik Linden (left) and Gary Emory. [12] Various delectable engine goodies. [13] Wood steering wheel restorer Bruce Crawford’s selection of dash wood-trim for early “longhoods.” [14] A highly original attendee’s 911. [15] Steel center with alloy rim wheels for late model disc brakeequipped 356s.

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37

SATURDAY

EUROPEAN COLLECTIBLES

Late afternoon and early evening was the open house at European Collectibles. They are located at 1665 Babcock Street, Costa Mesa, CA 92627, (949-650-4718; contact: Christopher Casler, Sales Manager europeancollectibles@pacbell.net, www.europeancollectibles.com). The Web site has all the information on the cars for sale. They specialize in the restoration and sale of 356s and 911s and other significant European cars. They had all of the cars set out on display and provided a taco dinner complete with rice, beans and salsa. The crowd was large and the weather was dry and cool. The photos show: cars in progress, 356s and early 911s lined up and crowds inside and outside of the showroom.

PHOTOS AND CAPTIONS BY JOHN GORIUP

1 [1] Three 4-cam engines awaiting installation into their respective cars. [2] A 356 Carrera in the suddenly very popular “Auratium Green” color. [3] More 356s for sale.

[4] A particularly well turned out early 911. [5], [6], [7], and [8] One-owner 1965 911 in “Dark Blue” with 53,000 original miles with all of the documents, tool kit and Porsche luggage. It was stored in a garage for the last few decades. [9] and [11] The EC showroom featured four RSs for sale. [10] One of the eye-catching 911s for sale. [12] A freshly restored Ferrari 330 GTS for sale.

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38 M ARCH 2013 SPRING

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SATURDAY

CARPARC

Nearby was another open house at CarparcUSA at 1701 Pomona Avenue, Unit B Costa Mesa, CA 92627 (562-331-0681, www.CarparcUSA.com).

Henk Baars and his team provided food and drinks and had some very interesting early 911s on display. In the ’80s and early’90s, they were buying classic cars in California for their valued customers in Europe, where they, at that time, operated two dedicated companies selling high end classic cars, as well as restoring them to a very high quality level. In 1999, they expanded to Southern California and have successfully grown since. Over all these years, their vast client network has stretched to many countries worldwide. With the addition of a new European partner in early 2009, CarparcUSA LLC moved to this new and well equipped location.

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5 [1] Carpac is now the US importer of the engine lid grilles Porsche supplies through their Classic program. [2] and [3] Freshly painted Targa body shell in Konda Green. [4] and [5] An almost finished SWB in Polo Red and its front compartment. [6] and [7] A bare shell on a dolly in preparation for being stripped to bare metal.

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PHOTOS AND CAPTIONS BY JOHN GORIUP

At Truspeed, we specialize in air-cooled Porsches. We sell 1998 and older cars to the public through Truspeed Motor Cars. We have been selling Porsches for about 13 years in the Orange County area. Truspeed Motor Werks, which is our service department, services all Porsche water and air-cooled cars as well as BMWs and Mercedes Benz. We also have a parts department. However, the biggest part of our business is Truspeed Motorsports. We own GT3 race cars and do track support for about fifteen customer cars which run in the World Challenge, IMSA, Pirelli Cup, club racing and Historic racing. In 2011, we were the World Challenge Champions and also 2011 Pirelli Cup Champions.

PHOTOS BY TERRY BREWER.

SATURDAY

TRUSPEED

SUNDAY

SWAP MEET

The last event of the weekend, The So Cal All Porsche Swap Meet and Car Display began early on Sunday morning at the Phoenix Club in Anaheim, California. It was put on by The Porsche 356 Club (www.porsche356club.org).

The Early 911S Registry had its tents set up to sell merchandise and members of the Early 911S Registry and R Gruppe were able to park their cars in the patio area of the Club. The swappers were located in the adjacent parking lots and other Porsches were parked on the Soccer Field. As you can see from the photos, the place was packed!

PHOTOS BY JOHN GORIUP

2013

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$15

EARLY 911S REGISTRY C ALENDAR

Please go to the home page, www.early911sregistry.org and click on the button to order and pay by PayPal or check.

If you do not have a computer, please use the form below and make out a check for the total to Early 911S Registry and mail to: John Dilger, 919 N. Olive St, Santa Ana, CA 92703-2331 Calendar

$15.00 X

= $

Domestic Postage

$2.08 X

= $

Mexico Postage

$4.50 X

= $

Canada Postage

$2.64 X

= $

RoW Postage

$6.52 X

= $

TOTAL CALENDAR ORDER

$

Payment can be made by Paypal or check; sorry we can not accept credit cards.

40 M ARCH 2013 SPRING

W E L C OME NE W ME MBE R S 1965 (C) John Eskelin Cambria, CA jeskelin@msn.com 1965 (C) Charles House Bermuda Dunes, CA chuckh356@dc.rr.com 1965 (C) Santiago Orjuela Miami, FL sorjuela@evcotrading.com

1969E (C) Richard Papy GA 1969S (T) John Engholm Austin, TX livefromny@gmail.com 1969S (T) Mark Minkoff Coto de Caza, CA minkoff@cox.net 1969S (C) David Taylor VA

1971S (SR) Randy Kaplan Tulsa, OK rwkaplan@swbell.net

1973S (C) Kyoichi Nabatake Sagaru, Shmogyo-ku, Japan naba993@lagoon.ocn.ne.jp

Ralph Gaudio, Jr. Sewickley, PA boogs491@comcast.net

1971S (C) Lee Weinstein NJ

1973S (SR) Richard J. Sirota NY

Peter Jackson OH

1971T (C) Kurt Leipzig Portland, OR technical@ marquemotors.com

1973T (SR) Marty Barrett Pinehurst, NC Barrett996@gmail.com

Robert Keeler, AIA CA James Kendrick FL

1971T (C) Michael Spirito KY maspirito@yahoo.com

1973T (C) John Wolosick Marietta, GA jrwolosick@ haywardbaker.com

1970E (C) Cedric Chirat Canada

1971T (T) John Machul FL john.machul@ responsiveauto.com

1973T (C) Steve Weil Redondo Beach, CA weil12@earthlink.net

Jean-Jacques Kislig France jj.kislig@wanadoo.fr

1970E (C) Alex Nelson WA lexatola@aol.com

1972S (C) Juha Huhtilainen Ängelholm, Sweden juha.huhtilainen@telia.com

1973T (C) Fabien Becasse La Mirada, CA

Robert Kurtz Weston, CT rtkurtz@optonline.net

1970S (C) Steve Lindsey Richmond, UK steve.lindsey@sfldesign.com

1972S (C) Chip Perry Atlanta, GA chip.perry@autotrader.com

1970S (C) Tim Pritchard Bundall, Australia timgt3@hotmail.com

1972S (T) Jürgen Berns Nettetal, Germany j.berns@yahoo.de

1974-914 (C) Don Lawrence Hillsboro, ND hobocatlawrence@gmail.com

1970S (T) Allen Deerhake CA

1972S (C) Anthony Rhind UK

1976S (C) Jacques Houriet Switzerland

Edward Lovett London, UK edwardlovett77@gmail.com

1967S (C) Cheng Teik Tan Singapore, Singapore tanchengteik@gmail.com

1970T (SR) Fred Vakili Omaha, NE urotten@yahoo.com

1972T (C) Curt Baker Concord, NC goodtego@yahoo.com

1984Carrera (C) Tony Moradian CA

Shinichi Osawa Tokyo, Japan fearless_records@mac.com

1967S (C) Anke Rückwarth Berlin, Germany arueckwarth@me.com

1970T (T) Keith Graves Richland, WA kgraves8@frontier.com

1972T (T) Ray Edwards Matthews, NC ray@storeplanninginc.com

Paul Arendt Danville, CA parendt10@gmail.com

Rick Pogue OR

1967S (C) John Binion TX

1970T (C) Mac Dorris Brooklyn, NY malwlm.dorris@dakest.com

1972T (T) Brian Moore Wilson, WY RMC911@LIVE.COM

Nicholas Batchelor Mosman, Australia nick_batchelor@yahoo.com

1970T (SR) Norman Miller Bellevue, CO stormin@fr11.com

1972T (C) Magnus Karlsson Sweden

R. E. Cleland Wayne, IL bellytrader@hotmail.com

1965 (N) Charles Coker Bluffton, SC cwcssc@aol.com 1965 (C) Lawrence Mirafuentes HA 1966 (C) Ned Bacon Miinden, NV nbee@charter.net 1967N (C) Christopher Jury Herzogenaurach, Germany christopher.jury@adidas.com 1967S (C) Chris Flavell Nuneaton, UK fennlane@btconnect.com 1967S (C) Ed Palmer Camarillo, CA epr@dock.net

1967S (C) Heinz Swoboda Australia 1968N (C) Don Lawrence Hillsboro, ND hobocatlawrence@gmail.com 1968L (C) Mark Schumacher Minneapolis, MN mark.schumacher@ emerson.com 1968L (C) Bret Davis CA 1968L (C) Brian Chappell CA 1968T (C) Ben Kirchner Berkeley, CA ben@retro-sport.com 1969E (T) William Bauman Toledo, OH fubar9oh1@ buckeyeexpress.com 1969E (T) John Tolen CA

1969T (C) Lee Durrant Lowestoft, UK leedurrant@aol.com

1970T (C) Douglas Volder CA

1972T (C) Richard Roels Belgium

1973T (SR) Pamela Farmer IL 1973T (C) William A. Sargent CA

Gary Comb Subiaco, W. Australia por2000@live.com.au

1970T (C) Francois Duval Canada

1972T (C) Sam Epperson CO samjepperson@yahoo.com

1970T (C) Gary Mink Clayton, NC mink_margari@yahoo.com

1973.5T (C) Jordan Kahrs Wichita, KS jgkahrs@gmail.com

1971E (C) Farrell Martin Marietta, GA 68912fhm@gmail.com

1973E (T) Julio C. Piccnio AZ

Jamie Diaz FL

1973E (SR) Matthew Mirones NY

Trevor Ely Hickory, NC elyfour@charter.net

1971E (T) Alan Dempsey Mount Albert, New Zealand bron@amex-tee.co.nz 1971E (T) Maurice Kotte Graveland, Netherlands mkt@xs4all.nl 1971E (T) Jordan Kahrs Wichita, KS jgkahrs@gmail.com

1973S (SR) Jeffrey Haas Loma Mar, CA jeff@haasman.com 1973S (T) Jordan Kahrs Wichita, KS jgkahrs@gmail.com

Jason Kiredjian CA

Andrew Larson Boulder, CO andrew.larson@galarson.com Hugh Lindberg TX hlindberg@comcast.net

Rob Roetman Park City, UT robskibum@aol.com Steve Ross Grafton, MA smross@charter.net Steven Rowe Englewood, CO roweperformance@gmail.com

Barry Davison GA

Christopher Ruggles MA ruggllescc@gmail.com

Damon Delorenzis TX

Erwin Verdonck Belgium Erwin.Verdonck@Telenet.be

Dan Eulitt Overland Park, KS

Olle Victorin Vastra, Sweden olle.victorin@fb.se Alexander Zabik Cos Cob, CT akzabik@gmail.com

Mark Fischler Woodmere, NY magahey@hotmail.com

Send corrections c/o Fred Trueman to the Registry PO Box or fax number or notify Fred himself at 714.848.6485 or fctruem@verizon.net.

(C = Coupe, T = Targa, SR = Sunfroof)

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EARLY 911S REGISTRY MEMBERSHIP APPLIC ATION To join or renew an existing membership, please complete this form, then send it with your payment to the address below or go to www.early911sregistry.org, click on the membership button and follow the directions to join online and pay by PayPal. You will receive ESSES, our quarterly publication. Keep up to date with club activities at www.early911sregistry.org.

OWNER INFORMATION NAME AND ADDRESS:

PLEASE CHECK ONE New Member Renewal

VEHICLE INFORMATION MODEL YEAR:

DESIGNATION: BODY STYLE:

NORMAL COUPE

T

VIN NUMBER:

MILEAGE

E

L

S

COUPE W/SUN ROOF

OTHER

TARGA

SOFT WINDOW TARGA

ENGINE NUMBER:

ORIGINAL COLOR (PAINT CODE):

COLOR CHANGE:

INTERESTING DETAILS OR HISTORY: E-MAIL ADDRESS: We distribute a yearly list of members and their cars (The Registry). How much information do you want included?

OK to publish all info

Publish name, phone and state only

No address

Publish name only - nothing else

PHONE HOME: There are three options to pay for or renew your membership: 1. CHECK - Make check, U.S. bank payable in U.S. funds, to Early S Registry and mail to: Early S Registry, 433 Maryland St., El Segundo, CA 90245-3814. Include completed membership application.

2. ONLINE - Check, credit card, and PayPal accepted by going to www.earlysregistry.org/membershipform.html.

3. CREDIT CARD - For credit card payment contact Michael Hammond toll free at 888.426.5446 or fax membership application to 310.322.2074 or go to www.early911sregistry.org, click on the membership button and follow the directions to join online and pay by PayPal.

PHONE WORK:

PHONE MOBILE:

OCCUPATION: CARD TYPE ASSOCIATE MEMBER NAME (SPOUSE/FAMILY MEMBER):

CARD NUMBER

MEMBER DOMESTIC - $40

MEMBER INTERN’L - $60

ASSOCIATE - $5

EXP DATE TOTAL $

MARKEN DEC ALS 1

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PORSCHE CREST sticker that is available in 3 sizes, 1 ¾”, 2 ½” and 4 3/8” high. The 2 ½” high sticker is the same size as the sticker used with the M471 RS lightweight option. Porsche Crest stickers are $5.00, $15.00 and $20.00 respectfully.

WARNING of HIGH VOLTAGE coil sticker is $12.00 each These are high quality stickers in the period correct colors, made by the same person that makes our Weltmeister Decals.

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ITEM MODEL YEAR 1 ‘69

2 ‘69, ‘70

3 ‘69, ‘70, ‘71 4 ‘72 CanAm Interseries

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DATES USED Starting approx. February, 1970 until approx. March, 1971 Until late February, 1972 Until March, 1973 March, 1973 until February, 1974

These are exact duplicates of the original factory stickers found on early 911s. Robert Gross has reproduced these no-longer-available stickers at a very high level of quality. $25 ea. for members, $30 ea. for non-members.

PLACEMENT: Weltmeister Decals 1 and 2: Apply to the inside front windshield, passenger-side bottom corner, about an inch from the seal.

Weltmeister Decals 3 and 4: Apply to the inside back quarter window glass.

INSTALLATION: To apply a Marken Weltmeister decal, wet the glass with water or Windex, then peel the front cover off and apply the decal to the wet glass with the backing still attached. Finalize position on still-wet glass, work out all water and bubbles, then peel the backing off. Continue working out bubbles, then let dry in final position. — Chuck Miller

42 M ARCH 2013 SPRING

TO ORDER: E-mail Michael Hammond at hammondms@earthlink.net or PH 310.322.7701, FX 310.322.2074. Also, orders can be placed thru the ESREG web site at www.early911sregistry. org/WelstmeisterDecal.html. Please include membership number to obtain member-only pricing.

If paying by Paypal, please include the number and type of decal you are ordering.

R EGI S T RY GE A R REGISTRY

O R D E R O N L I N E : w w w.e a r l y 9 11s r e gi s t r y.o r g / b o u t i q u e / in d ex . a s p ORDER ONLINE: www.early911sregistry.org/boutique/index.asp

T-SHIRT T-SHIRT Small logo front with large logo back.

M-L-XL $17, $19, $15 $17 for for 22 or or more more XXL $18, $21, $17 $19 for 2 or or more more MOCK TURTLENECK - LONG SLEEVE Small embroidered logo front. Available in white, black and ash. $30 GOLF SHIRT - NO POCKET GOLF SHIRT - WITH POCKET Small embroidered logo front. Available in black, ash and royal blue. $42/$45 VARSITY JACKET Small embroidered logo front, embroidered PORSCHE script back. $225 SWEAT SHIRT - LONG SLEEVE Small embroidered logo front. Available in white, black, ash and royal blue. $30 LOGO DENIM SHIRT - SHORT SLEEVE LOGO DENIM SHIRT - LONG SLEEVE Small embroidered logo front. Both long and short sleeve shirts are available in stonewash and dark denim.

Short sleeve $38, Long sleeve $42 WINDOW DECALS $3, $2.50 for 2 or more WATCHES With logo. Mens or ladies. $50 KEY FOBS Black leather with crest. $10 BRASS LICENSE PLATE FRAMES Available in chrome, brass, and black. $40 MONEY CLIPS Polished with logo. $10 STAINLESS STEEL MUGS Brushed finish with logo. $18 CAR BADGES $42 for members, $47 for non-members PATCHES 3� inch with logo. $6 or $5 for 2 or more BASEBALL CAPS With logo. Available in black, white, red and royal blue. $15

ORDERING AND SHIPPING INFORMATION: To place an order contact Michael Hammond by e-mail, hammondms@earthlink.net, or by phone, 310.322.7701, or fax, 310.322.2074. You can also place an order by visiting www.early911sregistry.org/boutique/index.asp. US funds only! Domestic Shipping and Handling $12.00 (do not include for orders of only decals or patches). Foreign orders will be billed for actual shipping costs. All prices include tax. No PO boxes. We now take credit cards for REGISTRY GEAR ITEMS.

ESSES 29 ESSES 43

A DV E R T I S E ME N T S BLACK AND WHITE ADS FOR 4 QUARTERLY ISSUES BUSINESS CARD - $125 QUARTER PAGE - $225 HALF PAGE - $400 FULL PAGE - $575 INSIDE FRONT COVER - $775

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FULL COLOR ADS FOR 4 QUARTERLY ISSUES BUSINESS CARD - $150 QUARTER PAGE - $300 HALF PAGE - $500 FULL PAGE - $800 INSIDE FRONT COVER - $1,000

Fresh coffee, great friends and Porsche parts.

EUROPEAN AUTO SALVAGE YARD 4060 HARLAN STREET EMERYVILLE CA 94608 FX 510.653.3178 PH 510.653.EASY www.easypor.com

www.CocoMats.com 236 Zimmer Road • Fort Mill, SC 29707 1-800-461-3533 • info@CocoMats.com

“A period-correct accessory for your Porsche.”

See CocoMats reviewed on Jay Leno’s Garage at:

Jay Leno’s ‘63 Porsche Carrera 2

www.CocoMats.com/jayleno

Hand Made in Fort Mill, SC and available in over 30 natural colors and materials for any year, make or model.

CocoClassicPorscheAd.indd 1

12/8/11 3:18:09 PM

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BOSCH Distributors

Restoration and Recurving

Vintage Werks REPAIR, REBUILDING, RESTORATION of BOSCH Distributors for PORSCHE 356, 912, 911 Advance curve reset to factory specifications on all distributor rebuilds.

NOW ACCEPTING ORDERS We put schnell in customer service!

REPAIR, REBUILDING, RESTORATION of SOLEX and PIERBURG Mechanical Fuel Pumps for PORSCHE 356, 912, 911

Vintage Porsche and 911 parts

Ed Fall PHONE: 801-355-0266 EMAIL: edfall@vintagewerks.com WEBSITE: http://www.vintagewerks.com

1 (888) 978-9899

9500 7th St. Unit J , Rancho Cucamonga CA 91730

www.schnellautosports.com

6111 LANKERSHIM BLVD., NO. HOLLYWOOD, CA 91606

(818) 761-5136 FAX (818) 761-4857 Email: info@nhspeedometer.com www.nhspeedometer.com OVER 50 YEARS OF SERVICE AND SATISFACTION Please check our website for more detailed information and pictures.

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•Window Frames, Engine Grilles •Emblems, Moldings, Rocker Panels •Wheels, Bumpers and Guards SHOW QUALITY RESTORATIONS STRAIGHTENING, HAND POLISHING BRIGHT DIP ALUMINUM ANODIZING CHROME PLATING (Metal, Plastics) CADMIUM AND ZINC PLATING

kingoftrim@gmail.com 818 326 4122 www.kingoftrim.com

1996 Don Lee Place Suite B • Escondido, CA 92029

CABELL

RESTORATION

35 Years of Porsche Experience Sales, Service and Restoration 1965 to 1989 Porsche 911 Specializing in Engine Rebuilding email: eurotech@together.net Rick Cabell Shelburne Vermont USA Shop: 802 985-2705 Cell: 802 238-5821 Pre-purchase inspections, anywhere in the US and Europe

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OVER 17,000 NOS/ORIGINAL 356 & 911PARTS! � Parts � Components � Assemblies � Accessories � Restoration Services � Special Cars

10% parts discounts for club members and first-time purchasers

S

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S

TM

...new owner...same enthusiasm!

Columbus, Ohio / 8am - 8pm EST 740-503-3651 aasesales.com sales@aasesales.com

© 2012 aase sales

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• EXCELLENT AND FRIENDLY SEVICE • WE CARRY A FULL INVENTORY OF 356 PRE-A TO 997 • WE SHIP ANYWHERE IN THE WORLD • HUGE SELECTION OF NEW AND USED PARTS

YO U R S O U R C E F O R PA R T S A N D ACC E S S O R I E S F O R A L L P O R S C H E ® AU TO M O B I L E S ! w w w. S i e r r a M a d r e C o l l e c t i o n . c o m • S t o r e 8 8 8 . 9 8 6 . 4 4 6 6 ( P S T ) • O u t s i d e U S +1. 6 2 6 . 8 4 4 . 4 616

Oil Cooler, 911S (69-72) 901.107.046.00 $1,895.00

Horn Button Kit (60-76) SMC.613.KIT $58.80

Door Pocket Hardware Kit, 911/912 (69-73) SMC.555.409 $15.36

Front Bar Seal, Targa (67-69) 901.565.091.40 $172.41

Dash Pad Speaker Grille, 911/912 (1969) SMC.552.031.01 $309.50

Fog Light Through Grille Chrome Rim, 911/912 (65-73) 911.631.122.01 $42.95

Dash Trim Frame Set, 911/912 (67-73) 911.552.013.00 $370.10 $296.08

Seat Belt with Quick Release, 3 Point 792290 $59.98

Engine Lid 911 Emblem (64-66) 901.559.305.21 $62.47

911RS Style Rubber Floor Mat Set 901.551.011.44 $125.25 $112.72

C h e c k u s o u t o n Fa c e b o o k ! • 10 55 E a s t Wa l n u t S t r e e t • P a s a d e n a , C A 9110 6 • S a l e s @ S M C p a r t s . c o m GENUINE • OEM • NOS • REPRODUCTION • AFTERMARKET • ORIGINAL

1665 Babcock Street Costa Mesa, CA 92627 (tel) 949-650-4718 Established in 1986.

We have 60 vehicles in stock at any given time.

Acquisitions, Sales, Consignment Concours restoration & Service

chris@europeancollectibles.com jeff@europeancollectibles.com

European Collectibles wins at The Quail 2012 European Collectibles is proud to announce the latest win at The Quail Motorsports Gathering in Carmel, California on August 17th.

Up against a very large star studded field of 59 cars in the Post-War Sports Car Class our 1958 Porsche 356 1500GT Speedster, the only one to be produced in Auratium Green, won First in Class.

European Collectibles just completed a Full Concours restoration at our facility in Costa Mesa, California. On its very first outing at the Dana Point Concours the GT Speedster won First in Class in Full Concours with 298.6 points.

We would like to thank our team at European Collectibles for building such an awesome car!

FirST in ClASS WinS 2012 COnCOUrS

ClASS WinS 2011 COnCOUrS

• First in Class 1958 356A Carrera 1500GT Speedster - The Quail Concours - Carmel • First in Class 1958 356A Carrera 1500GT Speedster - Dana Point 356 Club Concours • First in Class 1959 356A Carrera 1600GS Coupe - Rancho Mirage Desert Classic Concours • First in Class 1962 Aston Martin DB4 - San Marino Full Concours • First in Class 1964 Porsche 356SC Sunroof Coupe - PCA Zone 8 - Shady Canyon Concours • First in Class and Best of Show - 1958 Porsche 356A T2 Speedster - Greenwich Concours • First in Class - 1969 Porsche 912 - PCA Zone 8 Concours - Grand Prix Region - Lakewood • Class Winner - 1959 356A Carrera 1600GS Coupe - La Jolla Motor Classic Concours

• Class Winner - 1959 Carrera 1600GS Coupe - 356 Registry W.C.H. Concours - Palm Springs • Class Winner - 1959 Carrera 1600GT Speedster - 356 Registry W.C.H. Concours - Palm Springs • Class Winner - 1959 356A GT Pushrod Speedster - San Marino Full Concours • Class Winner - 1960 356B S-90 Roadster - Rancho Mirage Desert Classic Concours • Class Winner - 1959 356A Carrera 1600GS Coupe - Dana Point 356 Club Concours

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www.europeancollectibles.com 10/16/12 8:28:51 AM

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Over 80 years combined restoration and collision repair experience Numerous 1st in class concours awards | Experts with all 4 Cam Porsches Experts with Porsche 356 & 911’s | Experts with Porsche Spyders: 550A through RS 60 Collision repair & unibody straightening | 911ST Clones Computerized (and old school – tint by eye) color matching Fabrication for aluminum & steel as well as lead work | Detailing & concours preparation Towing & hauling | Early 911S Registry member and PCA member Please join us on the 2nd Saturday of each month, between 8:30 AM and 1:00 PM. Bench racing and old racing videos will be shown.

3958 S. Kalamath Street, Englewood, CO 80110 | SHOP: 303-459-4626 | EMAIL: VintageCarWorks@gmail.com

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Perfect reproduction of the factory optional roof rack. All correct pieces and fully chromed.

’68 to ’73 headrests, correct for both Sport Seats and Standard Seats, correct finish on the posts, and the internals under the foam is identical to the originals as well.

For early 911, ’65 to ’73, “Square” end muffler tip, manufactured like the original out of brass and with four layer chrome

’65 to ’69 912 muffler tip, correct “Square” end, made from brass like the original and then 4 layer chrome.

For 1967S, inside door trigger caps, chrome over stainless steel, just like the originals.

New production of the original headlight trim ring for all ’65 to ’67 headlights, and also correct for the H4 lights as well. Ours is correctly made from brass and then triple chrome plated.

Includes all the hardware shown to get your lights back in shape!

Houndstooth! All the colors the factory originally offered, and woven in 100% Australian Merino Wool. Original fabrics were used to make a perfect reproduction of the pattern. Offered in Tan/Black/White, Red/Black/White, Brown/Black/White, Burgundy/Black/White, Green/Black/White, and Black/White.

Horn grills for fog lights! Our exact reproductions for both SWB 65-68, and LWB 69-73. (SWB pictured) Exactly manufactured as original in zinc but with better four-layer chrome.

New item! Exact new re-production of the original SWF wipers for 1965 to 1967, painted in correct silver finish. Wiper blades and arms available as a package or separately. Black SWF style wiper blades for 68 to 73 also newly available.

’65 to ’68 rear bumper end caps, correct for both 912 and 911, correctly finished stainless steel, includes rivets and molding.

Correct SWB chrome window winders, flawless reproduction.

Window winder caps available separately as well!

SWB standard horn grills for the 1965 to 1968 cars.

Cast from Zinc alloy, quad chrome plated, and perfect fit. Absolutely exactly like the original.

Auto-Foreign Services

Tel: +1-206-321-2960 E: autoforeign@gmail.com www.autoforeignservices.com

Eric Linden, 25 year PCA member, 25 year 356 Registry member, also writing in the Early S Registry as "Soterik". All parts manufactured exclusively for us from NOS originals, and guaranteed to fit. Many more items to come!

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ADVERTISING INDEX Aase Sales.................................................................. 48

North Hollywood Speedometer ................................... 46

Automotive Innovations and Restoration ..................... 45

Palo Alto Speedometer ............................................... 44

Auto-Foreign Services ................................................ 53

Partsklassik .............................................................. 49

Autos International ..................................................... 45

Pelican Parts ............................................................. 55

Cabell Restoration .......................................................47

Pete’s Custom Coachbuilding...................................... 44

Classic Tribute............................................................. 46

Porsche Market Letter ................................................ 44

Coco Mats .................................................................. 45

Randy Wells Photography............................................ 45

Competition Engineering ............................................ 44

Rennwerks ................................................................. 45

EBS Racing ..................................................................51

Restoration Design...................................................... 56

Eckler’s Automotion ................................................... 54

Schnell Autosports...................................................... 46

European Auto Salvage Yard ....................................... 45

Sierra Madre Collection .............................................. 50

European Collectibles ................................................. 50

Stoddard Imported Cars ......................Inside Back Cover

GTS Classics ...............................................................47

TLG Auto .................................................................... 52

Hagerty Insurance ...................................................... 45

TRE Motorsports ........................................................ 44

Karmann Konnection....................................................47

Vintage Car Works ...................................................... 52

King of Trim .................................................................47

Vintage Werks ............................................................ 46

Klub Sport Racing........................................................ 48

Zuffenhaus Products .......................... Inside Front Cover

Advertising in “The Esses” The Esses is the official magazine of the Early 911S Registry. Published quarterly, it contains technical articles, editorials, questions and answers, columns by our Board of Advisors, personal stories from our members and lots of other information.

If you have a Porsche product or service and you’d like to reach your target audience, please consider our publication to reach that audience. If you’re interested in advertising, please contact Michael Hammond at hammondms@earthlink.net for additional information and submission details.

56 M ARCH 2013 SPRING

… the sum total of its Parts

Stoddard­

is the same as it ever was.

54 years and counting since 1957

Stoddard NLA-LLC EAST COAST: Highland Heights, Ohio 44143 USA Local: 440.869.9890/ Toll Free: 800.342.1414 WEST COAST: Sparks, Nevada 89431 USA Local: 775.626.7800/ Toll Free: 800.438.8119

w w w. s to d da r d.c o m

If you find a message stamped to the right of your mailing address, it’s time to renew your membership! Please, mail a check for $40 US ($55 foreign), made payable to Early S Registry to the address above.

Checks must be drawn on a US bank in US funds! Or go to www.early911sregistry. org, click on the membership button and follow the directions to join online and pay

by PayPal.

Bottom of the 911R at Callas Rennsport’s open house. Photo by Tom Loeser, Motorsports Photography (www.tomthephotoguy.com)

EARLY 911S REGISTRY 433 MARYL AND STREET EL SEGUNDO, CA 90245-3814

DATED MATERIAL

PRESORTED FIRST-CLASS MAIL U.S. POSTAGE PAID SAN DIMAS, CA PERMIT NO. 410