Article: And So It Began...356C Pt 2.

Steven Groh

Restoring a 356, Part 2 “Avoid throwing good money after bad” is a worthwhile restoration warning. The first and most important decision in undertaking a restoration is setting realistic goals at the outset. Is this car going to Pebble Beach? Or is the goal a reliable daily driver, perhaps a local show winner? Do you have the funding, patience, expertise, time, attitude, confidence, helpful assistance and subject matter experts in place? Even if you think all these are in place, it would be very wise not to commit to any goal until you determine the integrity of the chassis itself. Once that is known, the path to a successful and worthwhile restoration can be designed. This proved invaluable in the case of Porsche 356C #161933. When I first set eyes on my newly acquired 356, my heart sang. Then, approaching closer, I realized I was looking at a freshly and thickly painted lumpy body about as smooth as an Idaho potato. The interior was largely bare as the floor pans had recently been replaced. “This car would float in Lake Erie” the painter said, obviously proud of the pan replacement. But how exactly was the pan replaced? Although I learned that there was X-bracing welded to the front and rear top cowls to stabilize the chassis during the replacement, there was no indication that the chassis was “square” beforehand. And what demons might be lurking below the paint? A week after it arrived in Maryland, finding answers to those questions required that the body be stripped to bare metal - and it told a story that ultimately set the restoration path. Picture Below: May 19, 2014: The first step

356 (cont’d)

The bare metal chassis revealed an extensive lead repair behind the passenger’s front wheel, the result of an accident affecting the fender, inner wheel well structure, hinge post, door, floor pan and longitudinal. The remainder of the body appeared remarkably intact, free of rust and damage. A worthy restoration candidate, I surmised, but how straight was the chassis? As in most cases, one call led to another and I was eventually given contact information for Lowell Sivey, a well-known Porsche craftsman in Mount Vernon Ohio, who not only has sent a 356 to Pebble Beach, but had a Celette factory 356 jig in the shop! Lowell agreeing to take on the project was a stroke of good fortune. The chassis was stripped of all mechanicals and set on the jig. Voila. The chassis was off square, due to the accident, by almost ¾” and essentially locked into that condition via the new, welded-in and totally incorrect VW floor pans. With the chassis secured on the jig, in the succeeding 6 months, all compromised, badly repaired and incorrect metal was removed and replaced. With the exception of the heater tube assemblies and the nearly impossible-to-find transmission tunnel, virtually everything between the front and rear bulkheads was tossed in the recycling bin. When completed, the chassis was now well within factory tolerances, and although my initial budget for the entire project had just been surpassed, I was nonetheless excited. Picture Left: October 13th, 2014 356C secured on jig, floors and longitudinals removed, chassis alignment underway, bad metal being removed, repairs commencing.

Picture Right: October 13th, 2014: Longitudinals being replaced after setting chassis alignment. On a Cabriolet, Convertible D or Speedster, longitudinals are the primary structural elements connecting the front and rear of the chassis, and along with the floor pan form the structure that mitigates chassis flex and ensures the handling characteristics 356’s are valued for. For this reason, 18 gauge metal was used in lieu of the factory 20 gauge. (On coupes, the roof structure adds to chassis rigidity).

356 (cont’d)

Picture Left: October 13th, 2014: Chassis alignment set, floors removed. Finding the heater tubes in remarkable condition was a good surprise. Preparing metal for new longitudinals. The extent of this forensic process, intensive as it was, eliminated any chassis unknowns going forward. Considering that 161933 spent its first (and only) 11 years in Buffalo, New York, I consider the chassis was well preserved.

Pictures Below: October 13th, 2014: With alignment now set, preparing for new floor pans, with fender, door, longitudinal, hinge post and wheel arch repairs while on jig. During the chassis repair, the numbers matching 1600 cc Normal engine and transaxle, necessarily removed for chassis placement on the jig, were delivered to Maryland and Virginia, respectively, for rebuilding. Again, finding the right experts is critical, as is getting the work on their respective schedules! Patience and preplanning will reward you! As our classics get older so do the craftsmen who have the institutional knowledge and expertise to rebuild them – plus, there are significantly fewer experts as there are cars to restore! 1956: Bernie and Marni Groh, Watkins Glen; 1955 Porsche 356 1500 Super Speedster

356 (cont’d)

Photos Below: November 6th, 2014: Phase 1, chassis work, complete! Factory electric sunroof hardtop attached. Correct replacement pans and longitudinals; Chassis ready for the trip home and onto the next phase!

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