Horizontally Opposed - Fall 2020 by First Settlers (PCA)

PRESIDENTIAL MUSINGS

Welcome First Settlers Region members to a new day for our club newsletter. To the best of our knowledge, Horizontally Opposed (HO) was first published shortly after the founding of our region 61 yearsago (!) in 1959.

I would ask you to remember that in those days, HO was every bit a newsletter informing members of upcoming events, past event results and membership lists as this was the best path to communicate with you, the membership. With the advent of the internet, the emergence of our website, Facebook page and my eNews Blasts, HO's role as a newsletter has been pushed aside as the source of FSR information. The Executive Team has decided it was time to allow HO to evolve into a full-fledged magazine, regional in focus, as another benefit of membership in the FSRregion of the PCA..

You hold in your hands the transitional product compiled by our new Editor, Bob Weber. Bob lives in Williamsburg and is a 20 year veteran in the automotive enthusiast magazine industry, having been on the staff of Road&Track, Automobile, and founding publisher of the 1st digital enthusiast magazine, WindingRoad with his friend and mentor, David E. Davis, Jr. Upon your review of this 1st issue, we absolutely welcome your comments at bobweber@cox.net.

Going forward, you will find Porsche tech and care articles, feature stories, and even a road test of a current Porsche offering. provided by contributing editor Larry Printz (who many will recall as the Virginian Pilot's automotive editor). We will highlight major regional events that you'll need to add to your calendar; we'll showcase FSR merchandise , and even feature a classified section where you might find that next Porsche or rare part to complete your restoration.

I hope you enjoy the re-imagined Horizontally Opposed, and I look forward to seeing you at an FSRevent!

HO Editor/Advertising

Bob Weber

113 WLandiing

Williamsburg,,Va 23185

757.880.3396

bobweber@cox.net

2020 Board Members

President

Melinda Cagle

757.272.9096

m.f.cagle@cox.net

Eastern Vice President

Phil Grandfield

757.635.0892

filthyf14@yahoo.com

Western Vice President

Mike Ball

804.240.9296

mjohnball@comcast.net

Contents

ActivitiesOfficer

Erik Apotheker

203.733.1470

eapotheker@comcast.net

Secretary & Archivist

John Greene

757.663.8249

greenie4720@yahoo.com

Treasurer

John Schwaebler

757.679.2626

fsrtreasurer@gmail.com

Horizontally Opposed (HO) is the official publication of First Settlers Region (FSR), Porsche Club of America (PCA). All opinions, views and information appearing in the HO are those of the author(s) and not necessarily those of the PCA, FSR, its Officers, or the Editor. The HO Editor reserves the right to edit all material submitted for publication. Permission is granted to reprint any material provided that full credit is given to the author and to Horizontally Opposed.

This publication, and all previous publications of Horizontally Opposed,isavailable to view on-line at www.fsrpca.org.

Advertising rates, schedules and commercial partner marketing support is available to all parties interested in engaging the members of the First Settlers Region of the Porsche Club of America. Please contact the Editor, Bob Weber at bobweber@cox.net or call 757.880.3396 for more information.

FSR members may place free classified advertising in HO. Classified advertising is subject to review by the Editor prior to placement.Contact the Editor for more information.

CLEARYOURCALENDAR!

PEOPLE'SCHOICE CAR SHOW - October 3

As matters slowly inch their way back to some sense of normalcy,who amongst uswouldn't want to attend a good old CARSHOW! Well,get out your microfiber towels and clay bars (see page 14!) and get your Porsche ready as FSR will be part of the People's Choice car show at the WilliamsburgJamesown Airport on Saturday, October 3rd. The club is also planning a Junior People'sChoice Award to stimulate interest and enthusiasm amongst our next generation of Porsche Pushers. Make it on your calendar and see you there!

NEW MEMBER FUN RUN - October 17

Western Sector members...are you ready for a Fun Run? Of course you are, and everyone else looking for a reason to exercise your Porsche is invited to come join the fun asour route will take us from our Dealer Partner, Euroclassics and carving our way to to the Middle Peninsula on some amazing roads. The series of Fun Runs in 2020 have proven to be a wonderful panacea for the 'Covid Blues' and we expect this run will not be the exception. Get yourself signed-up, and come spend time with fellow FSRmemberson Saturday,October 17th.

TECH SESSION - December 5

Dorn's Body and Paint in Mechanicsville will host our first (and only...) 2020 Tech Session at their shop on Saturday, December 5th. Dorn's is a Porsche factory certified collision repair center so as you can imagine, the discussion will be extremely informative as Barry Dorn and his team of specialistswill pull back the curtain on the latest body repair and paint tech....as strides in these areas have significantly changed the industry. Get on the inside and join fellow FSR members at Dorn's.

YOU NEED TO MEET...

ERIC CRUZ

Eric was born in Guam, just months before Typhoon Karen devastated 90% of the island, sending his family to the United States and Williamsburg. After graduating high school, Eric began working as an Engineering Student Trainee at Langley. Graduating Virginia Tech with a Mechanical Engineeringdegree, he worked as a Civil Servant engineer for the Naval Mine Warfare Engineering Activity. He launched Pyrodyne in '95, and subsequently came into the family business, Cruz Associates in '96 where he now serves as President. A lifelong Porsche enthusiast, Eric also races in the Formula Enterprise class in the SCCA, calling VIR his home track where he and Jill own a condominium on the uphill esses. Their current Porsche isa2007 997 Turbo.

Pierre Hilaire

Pierre served our Nation for 27 years in the Navy, prior to coming aboard Booz Allen Hamilton as a consultant supporting DOD clients. The seeds of Porsche enthusiasm were sown duting his service tenure via a fellow sailor's 924 Turbo. Enthusiast magazines continued to fuel the flame for Pierre, and in 2011, a 2008 911 found itsway to hisgarage. Today, a 2006 Cayman Sand a 2016 Macan Sare stablemates in the garage. His Cayman has enabled Pierre to sample HPDDE events at VIR while still providing the kind of daily transportation that makes the morning drive something special. You might have seen Pierre and his Macan in the PCA Video: 'Learning CurvesHigh Performance Drivers Education,' or perhaps at the Porsche Parade in Boca Raton, or maybe one of our Fun Runs. Asmuch fun asall that might be, Pierre cites being with the people of the FSRas his greatest pleasure.

JOE FINKLE

Joe sits on the FSRBoard of Directors, where we ar privileged to have Joe serve as our Tech Chair. Joe's automotive journey began with an automotive technical program that landed him as a mechanic at the Skip Barber Racing School. A 6-year stint as a BMW Technician led to a Certified Porsche Technician within the Penske Auto Group in Fairfield, Connecticut before finding his way to Checkered Flag Porsche. Joe now serves as the dealership's Shop Foreman, is a Certified Porsche Technician Gold Meister, and importantly to many in the club, he is also a Porsche Classic Technician. Look forward to his tech features in upcomingissuesof Horizontally Opposed.

Cruz Motorsport

"If everything seems under control, you're not going fast enough..."

Mario Andretti

TECH

By Joe Finkle

Certified Porsche Technician Gold Meister

THEOILMANDATE!

HO Editor Bob Weber told me of his days in NYC, where his company had access to car service transportation around the city. Invariably, the vehicles were Lincoln Town Cars powered by venerable Ford pushrod 5.0 small blocks. Making conversation with the driver, he would always ask "how many miles do you have on this car?". Without fail, the answer was always in excess of 300,000 miles...prompting his next question; "is it the original engine?".

Without fail, the answer was always 'yes'! It proved the essential 'goodness' of the small block Ford, but when asked about the frequency of oil changes on vehicles that literally ran 24/7, the answer was "every 2 weeks". Let that sink-in for a moment among us Porsche owners who might effect an oil change annually, or perhaps every 6 months. Every two weeks...speaking to absolute critical importance of ensuring that your vehicle's

crankcase is always filled with the appropriate grade of fresh synthetic motor oil...the lifeblood of your engine

Equally interesting is that as automotive technology soldiers forward with ever more digital integration and control over systems in your Porsche, there remains one, critically important mechanical element that will never be supplanted in its role in the operation of your car: motor oil and filter systems.

So, whether you undertake your motor oil change yourself or have it serviced at one of FSR's tech partners, you are not making a mistake by exceeding the factory specifications on oil service frequency. As he lifeblood of your engine, especially so on those with an air-cooled engine it serves not only for lubrication of rotating/reciprocating masses, but cooling too. Oil change kits are readily available and will include the correct amount of motor oil (Mobil 1 is

the factory recommended product from Porshce) the correct oil filter or cartridge, O-rings and drain plug crush washers. When ordering, make sure that you have your vehicle's VIN readily available to ensure correct part numbers.

Porsche has historically recognized the importance of the role of motor oil in their operation, as whether your engine features a sump (oil pan) or a remote oil supply tank, there is copious amounts of oil in play....generally 8 to 10 quarts...to contend with acceleration/cornering forces Porsches can generate and in doing so, risk losing oil pressure.

A few tips and reminders should you elect to do your own change begins with ensuring you have a large enough catch container to capture as much as 10-11 quarts of oil. Your drain plug should be firmly tightened, but not overly so as to avoid over tightening the alloy crush washer

When removing the oil filter, make sure you remove and replace the sealing o-ring. Wipe the mating surface on the filter mount to ensure there is no dirt to compromise the seal. When draining your oil, leave the fill cap opened to allow air in to displace the oil you are draining.

Again, do not over-tighten the drain plugs/washers. Seated, with another 'tug' to slightly crush the washer will do it. The same applies to the filter. Ensure that they O-ring seal is lubricated with fresh ooil, seat the filter and give it another 'tug' with the correcdt filter wrench to ensure it's fully seated. Over-tightening makes subsequent changes a bear as you contend with a drain plug or filter that will not come loose. Once filled, start your engine, check for oil pressure on your dash gauge and immediately check under the car for leaks. You're now good to go. This writer still adheres to the old 3,000 mile change frequency, with that being only a personal suggestion.

FIRST SETTLER'SSERVICE PARTNERS

Let's be honest with each other here; us Porsche enthusiasts are obsessive about our cars, right? The notion of having a veteran IMSA-series, class winning crew chief attending to our cars is intoxicating. Right again?

That level of service for your Porsche is, in fact, available to you at LMN Motorsports in Virginia Beach. Lutzo opened his shop in 2006 with a $200 (!!) personal investment and a hope that he could sevice 1 or 2 cars per week. He vastly underestimated the viral nature of satisfied Porsche owners, and the business blossomed.

With son Marc aboard running operations, LMN continues to expand, but importantly keeping the core business values firmly in place. A quick read through the reviews on PCARshops.com tells you all you need to know: honesty, integrity, and a desire to correct issues with customer vehicles only with the work that is needed.

During our visit to the shop, Lutzo was in the midst of a full rebuild of a an early 70's Metzger engine, and a 944 Scylinder head rebuild...the unfortunate outcome of valves and pistons coming together in this interference engine. You see, at LMN, they are fully and uniquely equipped to rebuild both engine and gearboxes, providing customers a considerable savings over buying a short or long block elsewhere. Couple that competency to electronic diagnosis with PST-2 and Autologic systems , and LMN is your one-stop shop in Tidewater.

The Porsche you've always wanted is waiting for you.

From salesto service to parts,discover what makesyour Porsche dealer a destination for everything Porsche.Shop our collection of hand-picked Porsche Approved Certified Pre-Owned carson our web site.

Test drive your favorite Porsche.

When you walk into RaceWerks and see a 572 ci big-block powered dragster sitting there, you just know that you are amongst some very serious car guys!with a wide-appreciation for things automotive!

John Kopp and Dan Tiedemann own this immaculate race-prep and automotive service facility in Virginia Beach, and their recipe for success is built around customer service. No customer leaves unhappy and they will go beyond all reasonable levels to ensure that is accomplished . Dan is Racewerks master technician, and during our visit to the shop, he was fully immersed in the diagnosis of a trackprepped E36 M3's ABSsystems woes. Making matters worse, an engine transplant relegated parts of the harness redundant and disconnected, not to mention a severe VIR excursion into the barriers found the car with major damage now all corrected...excpet for the reluctant ABS. Dan methodically was dissecting electrical harness in search of a fault.

This level of painstaking, precise work characterizes the shop and the result is a parade of satisfied customers who only have their cars serviced or built at Racewerks. John , a long-time FSR member, notes that as the business has grown, BMW's represent about 50% of the cars serviced and 25% are Porsches with both marques amply represented in shop during our visit. John and Dan shared that no task is beyond the technical scope of the Racewerks team...including, I suspect, your 7-second big-block dragster! Stop by and tell them that HO sent you!

DETAILING101

CLAYYOURPORSCHE

So maybeyou heard your friend talkingabout how he or she clayed their car this weekend. To those who aren?t familiar with claying, it may sound like some sort of art piece. In reality, of course, claying your car is a very useful (and specific) detailing procedure. Unlikewaxingor protectingyour finish,clay is used to ?fix? a contaminated surface. Often times you?ll feel tiny bumps in your paint or notice that the smoothness just isn?t there ? this is, for the most part, a sign that you may need to clay your car. When you do eventually clay, the embedded debris causing the small imperfections in your finish are picked up by the clay bar and removed forever.

Unlike polishingor a simple car wash, the naked eyecan?t reallytell when acar needsto be clayed. When to clay is an often debated topic with no one specific answer, but there are plenty of things to consider. First off, if you?re goingto polish, you should always clay first.If clayis not

used before polishing, those embedded contaminants I mentioned can (and will) be dragged across the surface by a buffer or polishing pad ? leaving you with swirl marks and holograms. Secondly,if your paint looksdull,you can do a simple test to see if you need to clay, then polish, then wax. Note that though claying will make the surface more smooth by removing contaminants, the entire process is not done until you?vefinished with aprotectivesealant.

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The first thing you want to make sure is that you?ve washed your car. Then you?ll need the proper car care products: a medium grade clay bar, a lubricant so the clay doesn?t stick to the surface,and amicrofiber towel.

1. Knead your clay bar.

To make sure your clay ispliable,knead it in your handsfor agood fiveminutes. The heat and constant motion will soften the clay so you can manipulate it and fold it after one side is contaminated.

2. Spray clay lubricant.

Sure thismay sound abit funny at first, but it?s actually avery important step in theclay bar process. You see,the clayingprocessisactually somewhat abrasive ?after all,you?re rubbinga not-so-soft substance acrossyour car?sfinish. The clay lubricant makesit safeand helpsthe clay pick up contaminantswith ease. Without it,the processwould fall apart.

3. Glide clay bar on the paint in straight lines, avoiding heavy pressure.

For best results, I recommend stickingto one section at atime. Giveyourself about three square feet to play with (aquarter panel or something)to be sure you?ve removed all contaminantsfrom the area. You should clay in straight lineswithout too much pressure for best results.TIP:Asamatter of safety,it?s alwaysagood ideato flip and fold the clay as you go to keep it fresh. Also, if you drop the clay, throw it away.

4. Wipe up excess lubricant with a microfiber towel.

Thisone should be self explanatory. If you?re continuingon to polish or wax,which you should, you want to remove excesslubricant from the surface. If you do thissection by section asyou clay around thecar, you?ll find it?smuch easier.

Again, you?ll want to repeat that process for each section of the car until there?s nothing left to cover. Once you?re done you must remember,no clay procedure is done on its own.There should always be a polish and/or wax involved to make sure the surface isn?t nakedly exposed to the very contaminants thatwereremovedwiththeclaybar.

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Reflections... Where Details Matter

Whether your needs call for a thorough refresh of your daily driver,or a full-on cosmetic restoration, REFLECTIONS

Detailing is your choice for professional management of your vehicle.

Owned by active FSR member,Eric Jackel, REFLECTIONShas been the go-to shop in Hampton Roads for:

- full paint correction

- Xpel protective film application

- ceramic sealant application

- factory protective film removal

FORGET THEFIGURES

The manual 911 proves numbers aren't everything.

WORDS: TRAVISOKULSKI - EDITOR-IN-CHIEF - ROAD & TRACK

PHOTOS: PCNA

LOVINGPORSCHE'S911 is cliche. For nearly 60 years it has been the most identifiable sportscar. It's won countless magazine comparison tests and is consistently lauded for how it drives. In fact, the 911 has been featured on R&T pages nearly every month since is debut. It enjoys Camry levels of prevalence in certain cities.Somehow,the 911 has become the de facto choice, creating a cult of people who know and want the bestdriving vehicle around, as well as those who merely want a status symbol. xt

The latest 992-generation 911 illustrates the appeal. The interior feels superb, Braun's Seventies razor aesthetic brought into the 21st century. Textured buttons click firmly. An artful analog tach sits between large LCD screens with clean graphics. The exterior continues its slow evolution, the headlights, hood, and overall silhouette nearly the same as before the Beatles broke up. But as a package, and in the right colors, the 911 is painfully pretty. It earns instant admission into a member'sonly club.

This new Carrera S, like the previous generation, is turbocharged. A 3.0-liter flat-six with two snails working together put out 443 hp and 390 lb-ft of torque, getting it to 60 in 3.0 seconds in our testing with the eight-speed PDK transmission, a truly brilliant gearbox. But if you're buying a 911, you want the seven-speed manual. An option that, according to Porsche, slows the time to 60 by nearly a second. That is one second you'll never miss.

Longtime R&T readers will remember that the McLaren F1 dominated our testing in nearly every metric in the Nineties, its entry in our Road Test Summary a monument in boldface type. And for good reason: The McLaren was a supercar without compromise., a clean-sheet design using on the best materials, cost be damned. It became the world's fastest road car almost incidentally,an inevit- able byproduct of transcendent engineering. It stood atop R&T's ranking until the mid-2000's, finally dethroned by the Bugatti Veyron.

That moment was notable not just because the McLaren had finally been beaten. It marked the arrival of

been beaten. It marked the arrival of a new era of performance cars, one in which software would play an ever larger role. The McLaren requires its driver to conquer a challenge. The Veyron is as much computer as car,incorporating a dual-clutch gearbox, all-wheel- drive, and launch control. This phenomenon cascaded. Supercars became quicker and easier to thrash. More accessible cars became faster than they had any right to be. When 5-second 0-60 runs became leisurely, and times under 3-seconds grew common, stats became less impressive. After all, smaller numbers are harder for humans to perceive and are there- fore less intuitive. And as cars rely more on computers to hit baffling figures, involvement and engagement are sacrificed. Instead of managing the car,drivers manage laws: the laws of society on the road and the laws of physics on the track.

That's not to say numbers are useless; they remain the only objective measure of a vehicle. People who have never driven a particular car can still get some idea of what it's like. The trading-card element- comparing stats, creating

rivalries- will never get old. But it tells less than half the story.

Instrumented road testing can't decide if a car is special. It's far simpler than that. We have totally unscien- tific metric that lacks any defined rules but tells us more about a car than you might think. Just 50 feet will immediately show the tactility of a car that spends its time around town. In that distance, you can discover how a machine works, how it's intended to cooperate with you, how much of a role you play in the driving process. The rule doesn't dis- criminate: Metrics like price, test numbers, cylinder count, body style, even the type of transmission are not factors. It's teh way the whole package works. CArs with straightsixes and manal gearboxes can look great on paper but let you down behind the wheel. There are hatchbacks with average-at-best specs that, once driven, worm into your brain and never leave.

That's why the Hyundai Veloster N, R&T's2020 Performance Car of the Year,earns near-universal acclaim. Meanwhile, the high-dollar BMW M2 Competition didn't make the final round of PCOTY. And it's why we adore the manual Porsche 911.

The PDK-equipped 911 is brilliant. But how often will you hit 60 in three seconds? Two dozen times the week your buy it; after that, approximately never. The seven-speed manual is the wise option. The 991.1 generation's manual gearbox was a frustrating, rubbery disaster of missed shifts. But Porsche has always responded to its rare catastrophes with phenomenal performances.

A nearly perfect gearbox, a six-speed manual made solely with driver experience in mind, went into the 911 Rand 991.2 GT3. The learnings from that box were transferred to the 992 and its reworked seven-speed manual. It's only available on the Carrera Sand Targa S models, and it's a revelation. GT3 levels of good.

That immediacy,that mechanical connecdtion, changes everything. It got me with the first release of the clutch, a firm pedal that feels attached to history. It inspires the ultimate in driver appreciation. The lever's snick-snick into each gear was so direct and satisfying that I shifted

far more than I had to, snagging random downshifts around town just to rev-match, relishing even imperfect shifts.

Remember errors? So many modern gearboxes, even manuals with auto rev-matching and anti-stall tech (features also present on this 911), mask clumsy footwork or make it irrelevant altogether. Lurching and stuttering reminds you that you aren't perfect. Adding increased involvement changes the rest of the car. And it changes you.

The steering jitters and moves with the road, talkative and alive, a 911 trademark. The engine is obviously out back, the rear tires planting s the car pivots around it. Bakes immediately bite with a firm pedal that's easy to modulate. But this is all perception. A manual 911 is not different in tuning than the PDK model. he difference is that the car needs a little bit more out of the driver. You pay close attention. You learn a little bit more.

That's how the chanse of numbers can get in the way. Manufacturers

want to brag; having a quicker acceleration time or a higher top speed is far easier than telling a buyer how involved they'll be. Numbers are easy,satisfying, immediate gratification that don't have to be qualified. We've been taught number don't lie, and we've confused that with numbers being the whole truth. The number have always been a big part of the spotlight, and they're not going anywhere.

Nor should they. We need them, if only as a starting point. But we should question what part they play in our experience. Do you need to get to 60 in three-seconds? Will you ever go 250 mph? Remember,bragging is reserved for something you've done, not something the spec sheet says you could do. You'll find that there's more enjoyment to be had in a car that involves you at any speed. One that feels as special pulling up to the coffee shop as it does around Road America. That's this 911, manual and all. YOu might lose a second getting to 60, but just look at what you'll gain.

This feature was shared with Horizontally Opposed by Travis Okulski,Editor-InChief of R&T. You can subscribe at www.roadandtrack.com

-QuoteAuthor

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A Coupleof Tidewater Enthusiasts & Their Porsche911 in theInaugural 'Cannonball Baker SeatoShiningSeaTrophy Run'

HO Feature Story By LARRYPRINTZ

CANNONBALL RUN!

Cannonball Run.

For most, it?s just a classic 1981 movie starring Burt Reynolds and Farrah Fawcett.

In fact, it was a real road race, held four timesin the '70s.

Created 40 years ago by Car and Driver magazine columnist Brock Yates, "The Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash" was honored at the 2011 Amelia Island Concoursd'Elegance.

Named in honor of Erwin G. "Cannon Ball"

Baker, who set point-to-point speed records in the early part of the 20th century, Yates created the event to prove that good cars and good driverscould cruise America'sinterstates in total safety.

The premise of the race wassimple.

Participants would start at the Red Ball Garage at 31st Street and Lexington Avenue in Manhattan and drive to the Portofino Inn in Redondo Beach,Calif. Cars had to be driven the entire distance, over any route. First car to reach the Portofino wins. There were no prizes, no trophies.

Virginia Beach's Jim Atwell and Chick Stton at Checkered Flag Porsche

Oh, and one more thing: It's illegal.

But once the first one was run, enthusiasts wanted in. That included a retired U.S. Army colonel, Jim Atwell, and Checkered Flag Porsche salesman Chick Stanton,both of Virginia Beach.

In 1973, Yates had put the race on hold ? first due to the Arab Oil Embargo, and then because of the enactment of the 55 mph speed limit.

Atwell and Stanton ran it anyway, taking Jim's 1973 Porsche 911E. The pair made it in 36 hours and 6 minutes,12 minutesshort of the record.

That earned the two a spot in the next race. Planned for 1975, the pair would pilot a new Porsche, a red 1975 911 Carrera. They recorded their adventure on a Craig cassette tape recorder, and we recently got a listen.

After spending the night at his parents' home on Long Island, Atwell and Stanton drive to Captree State Park before heading into the City.

"We thought it would be symbolic to come down here and look at the Atlantic Ocean," Atwell says on the tape. "Chick, if everything goes well, we'll be standing on the balcony at the Portofino Inn looking at the Pacific."

As daylight fades, Atwell and Stanton join their fellow drivers at theRed Ball Garage.

"Chick, if everything goes well, we'll be standing on the balcony at the Portofino Inn looking at the Pacific."

-JimAtwell

Astheywait for their start time, Atwell ponders what lies ahead. "We're gonna catch Yates between hereandColumbus,"hesays.

Stanton agrees, sounding unconvinced.

Yates is gone, having left at 7:30. It is now 3 minutes until 8. The Porsche's engine is revving. Their pulses racing. Seconds passing.

"Alright, the stamp is being affixed," Stanton says from the passenger seat as an attendant puts a Cannonball sticker to the windshield.

"Thereit isJim,let'sgo."

Theymadethefirst trafficlight.

Getting accepted to run the Cannonball wasnot easy.

Terry Baker, who ran the last Cannonball in 1979, and worked with Stanton and Atwell, knows what it took.

"This was Brock's thing," Baker said. "People tried to buy their way in and they couldn't do it. It was up to his sole discretion who got in."

Baker wasn't looking to run it. "It's not something I always wanted to do, but it was something where the opportunity came up."

As the deadline to be considered drew closer, he told his friend, Chris Romine of Los Angeles, about the race. Romine agreed to enter. He also agreed to use his car: a new Ferrari 308 GTS.

Baker put together a package, telling Yates about their driving

experience and the car. "If I told him I had a Camaro Z-28, we wouldn't have gotten in," Baker said, adding he didn't think they would get accepted, due to their lack of racing experience.

"The problem was we did get accepted. It was like, now what do you do?"

What they did was map out their route and hone their driving skills.

"We heard storiesof what had to be done, and I mean, it's a shocker. You have to go out and practice, if you want to call it practice. We knew that we had to do mostly over 100 mph driving, which is just total insanity." Baker said.

"And when it rains, you just have to go."

Rain had slowed Atwell and Stanton's progress in Pennsylvania during the 1975 Cannonball; It persistedthroughtheMidwest.

"The weather's been rough as hell," Atwell says. "A lot of rain, scud, ground fog;and thefieldsare flooded on both sides of the highway."

The slower pace added tension to the trip, as they tried everything tomatchthespeed of their practice run.

"Although the CB radio is a great warning device, it's a pain in the ass to have to listen to it constantly," Atwell states. "We're both going to be deaf by the time weget toLosAngeles."

"The rule was the car would never drop below 80 mph," Baker recalled in an interview this

month, of his 1979 run. "Never, never, under any circumstances. If we had to scoot by somebody, if they were blocked, and it was clear, we'd go on the shoulder. We'd get by. Those are rules of engagement with us."

Baker and Romine carried $3,000 in a cigar box under the seat to pay tickets along the way. "We had multiple drivers licenses. We knew who took your license and who gave it back to you."

In the 1979 race, speeding tickets averaged three per car.

"If you saw someone pulled over, you might slow down. We can't do that," he said. "As soon as you know you're out of the zone,you're on it."

Baker and Romine were one of two teams that year that never got pulled over.

Dan Gurney , Brock Yates and their Ferrari Daytona in 1975

Dan Gurney,Brock Yates and the Ferrari

"Twenty-two hours and 30 minutes into the ballgame and we're coming up on the Oklahoma-Texas border, and we've been freighting along here at about 90,"Atwellsaysexcitedly.

"Out of the corner of myeye, I caught a dome light on a PD. I yelled at Chickjust in timefor him to back off enough so that we slid on by him."Two other racers had beennabbed.

detectors ? one in front, one in back ? and a CB radio. Add the constant drone of engine and road noise, and you have some idea of its ambience.

"Things were getting bad," Baker recalled. "We had scheduled where the gas stops were to be and I blew by it at 12 o'clock when nothing else is open, only because a state trooper is on me."

"And now, we're tiptoeing like hell out of Oklahoma," Stanton grumbles, slowing down to 75 mph.

"We're trying to behave ourselves long enough to get out thisstate,"Atwellsays.

The cockpit of the Ferrari 308 is far from spacious, less so when equipped with two radar

Fatigue was setting in.

"I had been driving already for 10, 11 hours. The problem is you forget to eat, you forget to drink water; all of a sudden it hits you. We really didn't get any sleep; the noise level is so loud."

"We knew that the worst was to come, the most difficult, the most treacherous stretch: the

Ash Fork turnoff. It's all 25 mph switchbacks;1,000-foot dropoffs. It's pretty scary stuff and we were running it at 70,80 mph."

"We've come across all the states without a bit of difficulty," Atwell tells the tape recorder with pride.

"Wehaven't had tostep on the brakes sharply, or slow the car sharply, or swerve to avoid anyone; we haven't even had a near misswith any kind. It'sbeen a very smooth and uneventful trip."

Stanton had little to say; he was tired. The constant concentration, looking out for speed traps, worrying about the route, theweather and thedelays; it had gotten to him. "Still," Stantonconcedes,"it wasfun."

Stanton and Atwell had made it to California. They would head to the Portofino, finishing 7th out of 18, in 38 hours and 58 minutes, averaging 74.5 mph.

Atwell and Stanton raced the same 911 agin in 1979, placing 29th out of 42 participants. That year would be the final Cannonball, the race replaced by an endurance rally dubbed One Lap of America. Atwell, with a different co-driver, went on to win the One Lap in 1988.

Atwell and Stanton's place in the Cannonball Run , and that of our own Hampton Roads, is immortalized in the August 1975 cover of Car & Driver, as they posed atop the Red Ball Garage with fellow racers.

Ferrari Daytona they drove in the '75 Cannonball

A MATTER OF COLOR!

Kevin Pirkle's 1973 911T Restoration: 4th Installment

Regrettably, I still have a day job, though I?m hardly complaining. Because the company I work for is fortunate enough to be considered essential to US Navy Shipbuilding, work has been much like an all you can eat buffet through the entire 2020 COVID-19 pandemic. While some of my friends have complained of cabin fever, learning how to work from home for the first time ever, I?ve been traveling non-stop throughout the entire course of this historic event. As for the 911, it ended up slowing down just after my last article, so although I have plenty to share, the car is still in progress. I would estimate that I?m about 150 hours or so to completion, but that may take me well into October. Regardless, it will be finished in 2020, my 50th year on earth! In the meantime, I?ll share a bit more about what goes into a restoration.

In my last segment, I shared my decision to paint this car Gold Metallic while I was attending Rennsport Reunion V in 2015. As it turned out, this was just a little more difficult than expected. While Rick Boucher at Excellence was feverishly working on the metalwork, and I was consistently sending out the outsourced work (MFI pump, transmission, brakes & transmission, brakes & wheels) for restoration, Rick advised me it was nearing time to finalize the color. Since I?d recently learned there were two colors of Gold Metallic used in the early 1970s, I?d need to determine the correct one for my 1973 (built November, 1972).

Until I?d learned there were two different gold color codes used by Porsche, 133 and 140, I?d simply assumed that I wanted Code 133, as it was listed in a number of color charts online. There was no indication of a code change?everything simply referred to Gold Metallic or Code 133. I?d even been saying as much for over 2 years. Furthermore, there didn?t seem to be much information available about these codes, and it was surprisingly far back in some really old forum threads before I was able to locate a discussion that contained enough pictures of paint code plates from the inside jambs of driver doors. I then searched countless photos of gold cars and even called some owners to confirm their paint codes using contact information provided to me by one of the online registries.As it turned out, the change-over from Code 133 to Code 140 occurred on September 2nd, 1971 for 1972 model year cars. Armed with this newly confirmed information, I advised Rick that I just needed to confirm which brand of paint.

Most everyone I know assumes that Glasurit paint was used on the majority of early 911s. While it?s a fantastic bet if one had to guess, stamped Paint Code plates tell the truth of the matter. Most of the Code 140 Cars had a plate in the driver door jamb that was stamped 140-9-3. The 140 code designated the color, Gold Metallic.

The 9 designated the maker, Porsche. The 3 part of the paint code was the key,

however, as it designated the brand of paint. Since 2 was the designation for Glasurit, I had to determine what the 3 denoted...Again, more digging revealed a paint company called Herberts. Continued reearch, however, also told me that Herbert's was eventually absorbed by Dupont and then again by Axalta (neither

have the tints needed to create the formula. So, I turned to CPRin California for advice, since as a reputable restorer, I knew they would be able to provide this color. They immediately stated they could spray out on my old fenders that would not be re-used due to rust in the headlight buckets. Rick quickly called the same

of which seemed to have preserved any such formula for Porsche paint code 140). At this point, I was far more confident that the original 140 code would still be preserved by Glasurit. So, I was thrilled to learn that Glasurit did, in fact, still have the formula in the original solvent-based formulation.

It was then that Rick advised me that the Virginia Glasurit distributors did not

afternoon that the CPRsamples were received and advised that CPRhad sent water-based paint?that his adding reducer turned the samples into gelatin. I probably should have expected this, since the state of California bans the solvent based version I needed. Thus, the search began for a Glasurit dealer who could supply the needed solvent based samples. Once again our club was just awesome!

Chris Kimmelshue put us in touch with Jesse Greening at Greening Auto Company, now located in Alabama, and we were finally in business!

All of this just for paint!?! You bet.It?s the color for me, and I couldn?t be happier. The reason I shared the paint story is because it?s familiar. It repeats?over and over.

There are so many things that have to be overcome in a complete rotisserie restoration of an early 911 that I could tell story after story about NLA (no longer available) parts and hours of research on how to repair, refurbish or replace them. Something as simple as having to locate a beaing for the steering rack pinion where it goes through the rack housing can take hours.

Why not simply replace the rack? That?s actually the Porsche answer these days, since the bearings aren?t listed, only the complete steering rack assembly (Pelican Parts has it for $1764.25). This may make sense for a service facility, since disassembling and rebuilding the steering rack takes approximately 8 hours. For me, however, some disassembly and cleaning will reveal the original FY-1712

bearing inside, a part number which is NLA.

But, other than not having loose rollers like the original, SKF sells a equivalent, caged needle, direct match bearing designated as part number HK1712. In addition, the SKFversion has crazy loading limits, far greater than the original, which was already overkill for the application of pinion ?place-keeping? in the housing.

- Basic dynamic load rating = 7.65 kN = 1,719 pounds

- Basic static load rating = 10.6 kN = 2,382 pounds

Best of all, I was able to locate this on Amazon for $8.19 with free shipping.

After replacing the worn bearing with the new SKF replacement, the steering rack is like new!

These and countless other stories could be told of my learnings in restoring this car.And I wouldn?t take anything for the experience.But I promise the next time someone tells me that $150,000 is too much to pay for a painstakingly restored, early 911, I?ll simply have to respectfully agree to disagree!

Over the next few weeks, I?ll be attempting to wrap up the interior, bolt on the bumpers, hood and engine lid, re-verify gaps and install the glass & seals. With my projects at work finally coming somewhat under control, I hope to have the car on the road again before

the leaves fall.Next time I write, I?ll share a few more experiences from the reassembly process.

Next time I write, I?ll share a few more experiences from the reassembly process. I keep telling myself that I can?t rush the last 150 hours of reassembly?whatever it takes to keep myself from going mad that I?m not driving it yet!

Thanks for reading along!

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