TIPEC All Torque 141

L AL E U Q R TO /JULY 2020 E N U J 1 4 1 E ISSU

THE ROAD TO 928 HEAVEN Andrew Brierley’s enviable pair of 928s – a GT and a very rare right-hand drive manual GTS.

BOXSTER BUG Alan Aspden’s Beetle packs Boxster underpinnings and a turbocharged engine.

THE BARON Martin Broadribb investigates Huschke von Hanstein, whose luck placed him at the heart of Porsche.

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All Torque is published bi-monthly by TIPEC (The Independent Porsche Enthusiasts Club) Text & images are © their creators.

Front cover: Lawrence Baldwin of South West Autoworx demonstrating detailing during lockdown.

ALL TORQUE 141 JUN/JUL 2020 CHAIRMAN’S CHAT

All Torque is based entirely on submissions from TIPEC members. This is your magazine!

Submissions for issue 141 (July/August) must be in before Monday 1st June 2020.

We are still here for you. If you want to talk about cars to break the monotony, need technical advice or have a question about your Porsche, please get in touch with your Regional Organiser or any of us from the contact list on this page. We all enjoy a natter and can usually point you in the right direction. You can also connect via Facebook (www.facebook.com/tipec. net) We also have a club library/archive with most models covered – I am willing to loan out books for a deposit and the cost of postage.

Editor & designer: Tony Blow tony@typescape.com Flat 2, 2 Bowmont Terrace, Glasgow G12 9LP Printed by: The Lavenham Press Ltd, Suffolk (01787 247 436) Advertising in All Torque is managed by: Sean Smallman, Walnut Tree Farm, Grain Road, Lower Stoke, Rochester ME3 9RE (07500 332 790) Website: www.tipec.net Twitter: @Porsche_TIPEC Search for us on Facebook TIPEC Chairman: Sean Smallman (07500 332 790) sean.smallman@tipec.net Treasurer: Paul Bird (01922 428 409) paulpsb928@yahoo.co.uk Advertising & sponsorhip: Sean Smallman (07500 332 790) sean.smallman@tipec.net Media Director: Paul Ffelan (07391 510 054) paul.ffelan@tipec.net Membership Director: Sue Simmons (07530 312 700) sue.simmons@tipec.net TIPEC Membership: Lavenham Group (01787 249 295) membership@tipec.lpl-uk.com TIPEC Valuations: valuations@tipec.net

All Torque & TIPEC are entirely independent of Dr. Ing. H.c.F. Porsche AG, Porsche Cars GB Ltd and its dealers. All registered Trade Marks owned by Dr. Ing. H.c.F. Porsche AG, including the word ‘Porsche’, the Porsche Crest and Porsche Script are acknowledged as such and are their property. Whilst all due care is taken in the production of All Torque; neither TIPEC, its officers or the editor can accept responsibility for the advice, information or opinions expressed herein. Opinions contained in any article published herein are of the author or editor and do not reflect the official position of TIPEC, its management or membership, unless clearly stated by a club official.

I HOPE EVERYONE is healthy and has managed to stay well in these strangest of times. I do not believe anyone thought that the consequences and the measures needed to control this disease would be so severe.

I feel guilty for venting my frustrations at the start of the lockdown, it quickly became clear that not being able to enjoy our passion is totally irrelevant in the grand scheme of things. We take so much for granted, I have always considered myself lucky to own my cars and have so much fun with a fabulous bunch of people. I am going to enjoy everything I do that little bit more and make a concerted effort to do even more. This direct quote sums up the mood quite nicely: “Not sure what future life looks like currently … but it needs to be f***ing full on exciting until I drop.” Amen.

The restrictions are slowly being eased and hopefully we can get back to whatever the new normal looks like over the coming months. It has been great to see members connecting using the various online platforms. Several regions have held quizzes and virtual meetings using conferencing services by Zoom.

Our European Tour WhatsApp group has nicknamed me ‘Seannade’ after I foolishly posted a pic ture of my lockdown haircut.

As ever, we need your content for this magazine. For those of you who are good with a set of spanners, it would be great to read about your lockdown projects. Everyone has a story to tell: Why a Porsche? What lengths did you go to, in the quest for the perfect car? Why your particular model? A drunken evening on eBay? You get the idea. An article does not need to be a novel and we are happy to edit. Three hundred words and a couple of high res pictures fills a page and you get to see your car in print.

With the majority of this summer’s events being cancelled, we are still hopeful of hosting Simply Porsche in late September. We will update when we have something concrete to share. Silverstone are still trying to find a way to make the Classic work, by the time you read this a decision will have probably been made.

Fingers crossed that they can find a way to pare back the event and comply with current guidelines.

Stay safe, Sean

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CLASSIC CAR & RESTORATION SHOW NEW DATES: AUGUST 7–9th THE CLUB ALWAYS enjoys a presence at the Practical Classics Classic Car & Restoration Show.

SILVERSTONE CLASSIC JULY 31ST–AUGUST 2ND WE HAVE AN infield display at the largest classic motorsport festival in the world. Special Club discounted buy-one-getone-free tickets with an infield pass are available.

The Classic is celebrating 30 years, so the organisers are still hoping to proceed with a pared down event as the lockdown eases. Live music on Friday and Saturday night makes the classic a must do event.

The sooner you buy your tickets the more you will save with early bird discounts.

See the advert on the back cover for the exclusive club discount code and how to book.

CLUB SHOP NEW SUPPLIER

MEMBERSHIP MANAGEMENT CONTACTS

WE HAVE A new club regalia shop, run by Ewood Print Bar. After several conversations with UKCarclubs about the quality of both their products and service we made the decision to find a new supplier. Please do not order any more products from them.

Our new supplier is Ewood Print Bar. Our dedicated club store web page is www.yourclubmerch.co.uk/ product-category/clubs/tipec They offer all the usual regalia produc ts, including T-shir ts, hoodies, jackets and polo shirts.

These will be offered with your region and your choice of 911, front-engined, or Boxster logo.

If there is anything that you would like that you cannot see on the club page, please give them a call.

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THE CLUB HAS a professional membership management agent.

The contact details for any TIPEC membership renewals, changes of address, queries, etc. are detailed below. Please make sure you mention that you are contacting them about TIPEC, as they deal with multiple car clubs:

It’s usually one of the first big shows of the season, kicking things off at the end of March, but with the pandemic and subsequent lockdown, the event has been postponed and rescheduled for early August. Obviously these new dates too are dependent on the latest guidelines from our Government. Public safety is the organisers’ number one concern.

TIPEC Membership Arbons House, 47 Water Street, Lavenham CO10 9RN www.tipec.net Go to the membership renewals tab. Password: tipecmember

You can book show tickets online at www.necrestorationshow.com/ club-tickets and there is a members’ discount using code RSCC2818.

If you have any questions about existing bookings from the original dates, or about safety procedures at the show, visit www.necrestorationshow.com/faqs

ALL TORQUE SUBMISSIONS

CLUB WEBSITE WWW.TIPEC.NET

SUBMISSIONS FOR THE magazine are always very welcome – All Torque is your magazine and we rely on your articles, reports and photographs to keep it full of varied, interesting, Porscherelated stuff.

YOU CAN USE the club website to register or renew your TIPEC membership, advertise cars and parts for free, view old issues of All Torque, and keep up with local or national events.

Anyone can contribute – we only ask that it is all your own work (both writing and photography).

Email tony@typescape.com

01787 249 295 membership@tipec.lpl-uk.com

As usual, the show will feature autojumbles, car auctions, celebrity hosts, and practical workshops on restoration skills.

Sometimes there simply isn’t room for everything, so please bear with us if your piece hasn’t been printed in this issue – we’ll hold some over for the quieter months when less events are on.

We really do appreciate the effort made by our club members and contributors, and value ever y individual submission.

At the top-left of the homepage, you will find a link to TIPEC’s online discussion forum. This is the place to trade banter with fellow club members on a day-to-day basis, ask questions and share knowledge with your fellow club members, up and down the UK (and worldwide!)

THE NEW E10 BIOETHANOL FUEL IS COMING Will E10 be compatible with your Porsche?

Derek Flanagan investigates.

THE BIGGEST EVER change in petrol in the UK was made in 1988 when unleaded petrol was introduced. As many of us will recall lots of vintage and classic cars were not compatible.

Leaded petrol was finally banned on January 1st 2020 although it wasn’t widely published.

Unleaded petrol has been evolving since 1988, Super unleaded fuels have higher octane (RON) ratings of 97, 98, or 99 and are used by many people with sports cars and high performance cars, and our Porsches fall into this category.

In the 1990s Shell introduced more advanced fuels by adding cleaners (detergent additives) into their petrol. In more recent times there has the gradual introduction of bioethanol , known as E5, which contains up to 5% ethanol, but can be anything between 0–5%.

Plans are now afoot for E10 fuel to become the standard grade at forecourts across the country, replacing the current standard 95 RON grade (which is E5) available from all petrol stations. This brings the UK into line with much of Europe and the USA where E10 has been on sale for many years. But what exactly is E10 fuel and what do you need to know ahead of its launch in the UK next year?

WHAT IS E10 FUEL?

E10 is a biofuel made up of 90% regular unleaded petrol and up to 10% ethanol, hence the E10 name. Ethanol is alcohol and it’s produced from the fermentation of plants such as sugar cane, wheat, corn, or barley.

Standard unleaded fuel contains up to 5% ethanol and can be used in any petrolengined car without problems or the need for modification. With E10, things aren’t quite so simple, which is why its rollout in the UK has been delayed.

COMPATIBILITY WITH E10

Whilst the introduc tion of E10 will not necessitate the modification of any cars there are up to a million cars (3% of UK registered cars), of which half are vintage and classic cars, that will not be compatible with E10 fuel.

As of 2011, all new cars sold in the UK have had to be E10 compatible and this should be stated in your car’s handbook. But, as a general rule, drivers of cars registered prior to 2002 will be advised not to use E10 in their vehicle without checking with their car manufacturer whether their model of car is compatible.

MISFUELING

There are implications of using E10 fuel in an incompatible car. It will still run, but rubber seals, plastics and metals may be damaged over longer periods of use as a result of ethanol’s corrosive proper ties. In these situations simply top up with the correct fuel suitable for the vehicle as soon as possible once around a third to half of the tank is used.

AVAILABILITY FROM 2021

While it is welcome that E5 petrol is not being phased out altogether it is likely to only be available as super unleaded petrol and thus incur significantly higher fuel costs. I know that many of us with modern Porsches already use super unleaded fuels, but most earlier classic and vintage cars were designed to run on a lower octane rating, typically 92–94 RON. They will run on higher octane fuels perfectly well, though.

Some retailers will not be able to provide both E5 and E10 fuels on their forecourts, so the impact is likely to be most keenly felt by those with incompatible vehicles in rural areas.

E5 was introduced as a greener fuel to reduce CO 2 emissions. E10 will be even greener reducing CO 2 emissions by 750,000 tonnes per annum over that of E5 – the equivalent of taking up to 350,000 cars off the roads.

There is a common belief that many super unleaded fuels, such as Shell’s V-Power, are 0% ethanol, but this is not correct. Legislation states that E5 can have 0–5% ethanol and E10 can have 0–10% ethanol. Fuel suppliers will not state the ethanol percentage in their fuels as the exact percentage is variable.

When unleaded petrol was introduced in 1988, the elimination of lead reduced the lubricating properties of the fuel and many cars had to be modified to fit harder valve seats to overcome this issue, or use a non-lead fuel additive.

Ethanol is added at the final stages of fuel production in the refinery/depot the base stock comes from. This is why some Shell V-Power is 97 RON or 98 RON in some parts of the country and 99 RON in other parts.

THE IMPLICATIONS OF USING E10

There are claims that E10 is a less stable fuel and that this can make it more difficult to start a vehicle that has not been driven for an extended period. It may cause some predetonation (‘pinking’), and perhaps a little rough running and poor cold starting, but it shouldn’t be a disaster for the driver.

Ethanol’s energy density is about two thirds that of conventional petrol so fuel consumption will be a little higher and volatility is increased which can contribute to higher emissions. So E10 is slightly less efficient than the current E5 blend of fuel, with the problem exacerbated in smaller-engined cars. In general, fuel economy may decrease by about 3% when using E10.

E10 IN AN ‘INCOMPATIBLE’ CAR

Many of our Porsches are put into storage, especially in the winter months. In long term storage, fuel containing ethanol can become acidic and cause corrosion of aluminium, brass, copper, zinc and galvanised materials.

Ethanol’s high solvency can accelerate the deterioration of seal and gasket materials used in fuel systems as well as with glassfibre resins. Besides a risk of fuel leaks, rubber components and resins can partially dissolve, producing deposits that could foul carburettor jets. Replacement components made with ethanol-compatible materials are available.

Ethanol’s higher volatility can contribute to ‘vapour lock’ issues in older vehicles when operating temperatures are higher. Ethanol can also affect cold start performance.

E10 FUEL AND PORSCHES

Porsche GB’s website states that “E10 fuels are suitable for refuelling and running all Porsche vehicles as of construction year 1996. Specifically, the Boxster (model year 1997) and Carrera (model year 1998) models onwards.”

Porsche GB go on to state that regular E10 (91 RON) and unleaded E10 (95RON) are not suitable for use in the following Porsche models: 356, 911 (1965–1989), 912, 964, 993, 959, 914, 924, 944, 968, and 928. As an alternative, super unleaded (98 RON) can be used. With a maximum bioethanol content of 5% (E5 fuel), it is compatible with these vehicles.

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THE LAST RUN? The way things have turned out, the Scotland Region’s first run of the season may also have been the last. It was a fabulous reminder of the great driving roads on their doorstep.

through the Sma’ Glen (A822) passing Amulree and over the hill (A826) to Aberfeldy along one of my favourite roads.

From there it was over the hill (B846) with the Schiehallion towering beside us to Tummel Bridge and then along the side of Loch Tummel (B8019) to meet up with the main road (B8079) into Pitlochr y before turning up to Moulin Hotel (A924) for lunch. We’ve stopped here before and I can recommend it for its welcome, good food and a roaring fire to warm you on a cold day.

AUTHOR DAVID CLELLAND PHOTOGRAPHY SUSAN DAVIDSON THE SCOTTISH REGION’S monthly run was planned for Sunday 15th March and was billed as the ‘Start of Season Run’. The terrible coronavirus was in the news, but how little did we all know just how much it would affect all our lives in the days and weeks to come. Within days it was announced that all non-essential shops and businesses should close to be followed shortly afterwards by a complete lockdown.

At the time of writing this, we are still instructed to stay at home and all the summer’s shows have been cancelled. Our meetings at Bo’Ness and even our weekend away to Inveraray have also had to be cancelled.

So this was to be our last run for the forseeable future. It was a great success. We met on the Sunday morning at Stirling Services all fuelled up and ready to leave at 10am. In total 12 cars turned up and these included a wide variety of models of different colours and ages. The first part of our trip took us along the A91, (I’ll include road numbers for anyone wanting to follow our route on a map) through the hillfoot villages of Menstrie, Alva, Tillicoultry and Dollar on the road to Muchart. This was probably the most built-up part of our journey, but even then, running along the foot of the Ochil Hills couldn’t help but remind us how lucky we are to be only a few minutes away from stunning scenery and brilliant driving roads which in the main are pretty quiet.

The first of these ‘fun’ roads was up through Glendevon (A823) to Gleneagles and from there through Muthill (A822) to Crieff. One or two cars took a wrong turn at Gleneagles, so with the help of modern technology (mobile phone) we waited for them to catch up at Caithness Glass Centre just outside Crieff. Now that everyone was together again we passed through the town (A85) to Gilmerton and up

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After lunch, the return route was to continue on the A924, past the Edradour Distiller y and climb again before dropping down into Strathardle on the way to Bridge of Calley and (A93) Blairgowrie. It’s amazing how the views change so quickly here, from the rugged hilly scenery of the Highlands to the fertile pain of Angus. From Blairgowrie we stayed on the A93 passing Meikleour (tallest beech hedge in the world) and Scone (where Scottish Kings were once crowned on the Stone of Destiny) before reaching Perth and hopping onto the motorway where we all took our separate ways home.

Those of you that don’t know these roads might think that because they have an ‘A’ classification they are wide and have long sweeping bends. Couldn’t be further from the truth – they are certainly wide enough for two vehicles to pass but they follow the contours of the ground making them ideal for testing both cars and drivers. In fact, those of you that have been further north will know that parts of the A836 on the North Coast 500 are still single track.

This might have been the one and only TIPEC Scotland run of 2020. It was a brilliant day out and everyone seemed to enjoy themselves. The company was good, the roads were brilliant, lunch was good and finally the weather, while a overcast, stayed dry.

The Porsche crest is a constant icon of the brand, but as with all recognisable marques it has undergone subtle changes through the years. Derek Flanagan talks us through some.

SPOT THE DIFFERENCE AUTHOR DEREK FLANAGAN PHOTOGRAPHY DEREK FLANAGAN It first appeared in late 1952 in the centre of the 356 Pre-A steering wheel. In late 1954, the badge was integrated into the front bonnet handle of the 356 Pre-A cars. From 1958 wheel hub caps with Porsche badge were optionally available for the 356 A.

WE ARE ALL familiar with the crest on the bonnet of our Porsche(s) and many of us are roughly aware of its origins.

The horse at the centre of the Porsche crest was taken from the official Stuttgart coat of arms along with the name of the city.

The red and black state colours and the stylised antlers came from the crest of WurttembergHohenzollem where Stuttgart is located.

Stuttgart is in southwest Germany and was built atop a stud farm, or horse-breeding farm. Hence, the name ‘Stuttgart’ comes from ‘stutt garten’, or ‘stud garden’.

Since the 14th Century, Stuttgart has used horses in its city seal, which explains the Porsche logo’s famous black horse.

If your crest has been changed are you certain that you have the correct version for your Porsche model and year? Some Porsche owners are purists and seek absolute originality.

1973-1974

1995-2011

There have been five versions of the crest since its inception, reputably drawn by Franz Xaver Reimspieb in 1953. Porsches prior to 1953 did not bear the crest.

The most notable changes were made in 1995 with the fourth version of the crest. The current, fif th, version on the 991/992 remains virtually identical to that.

Although Ferdinand Porsche founded the brand in 1931 it didn’t have a logo. During a meeting of Ferry Porsche and the then US importer Max Hoffman in 1952 in New York City, Max Hoffman mentioned to Dr. Ing. Ferry Porsche that all the major car brands in the world have their own crest. “Why not Porsche?”

From 1995 the Porsche name has been coloured in black, whereas on earlier crests it was only embossed, or ‘coined’.

So in 1952 Franz Xaver Reimspeib (also creator of the V W logo) designed the Porsche crest.

1953-1965

1974-1995 All versions of the Porsche crest are still available so do order the correc t code if/when you replace a crest. They are all still handmade in Germany (with their code on the reverse), hence their expensive price.

The Stuttgar t lettering in the centre of the crest is now engraved into a smooth section, where prior to 1995 it was raised lettering on a recessed section.

The shield sur rounding the horse is slimmer on post–1995 crests. The horse itself has been redrawn with a slimmer tail and less pronounced shoulder.

The red colour has grown brighter over the years, and on the earlier crests (from the first 911s, the F and G models) it was a lot more orange in tone.

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AUTHOR NEIL BAIRD PHOTOGRAPHY PAUL STOKES (AKA STOKED)

LIGHT MAGIC Neil Baird commissioned local photographer Paul Stokes to create something special based on his 718S.

THE DARK WINTER nights are always long, with many Porsche owners tucking their cars away safe from the bad weather and salty roads. It’s always a challenge to find things to do to get your ‘Porsche fix’ while we long for the return of the better weather and lighter nights.

I was having a conversation one night with a photographer friend, Paul Stokes, who has always been keen to combine his amazing photography talents with anything car related.

Many years ago, in my BMW days, we had used my Z4 for one of his photography projects, so I asked if he would be interested in doing a project with my new 718S. For this project we were going to use the dark nights to our advantage, so the next opportunity when the weather was favorable (dry and not too windy – not an easy combination in Scotland) we packed the camera, lenses, tripods and lights and headed to the Kinneil estate, home of the famous Bo’Ness Hill Climb.

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“We needed somewhere that was pitch black with no light pollution.”

We needed somewhere that was pitch black with no light pollution. The idea was for Paul to do a ‘light painting’ with my car. This involved setting up the car in position and then setting the camera on a tripod so it doesn’t move during shots (which is why wind is the enemy).

Paul then took a series of long exposure pictures, leaving the shutter open for anything between five and 25 seconds each shot.

On each shot he uses a bright LED light to illuminate different parts of the car, using a combination of the light, angles and shadows to reveal the lines of the car and start to ‘build’ a picture – at this stage the vision is in his head and I’m glad he has the imagination see how it will work. My duties are just to stop/start the camera using a shutter remote (so as not to move the camera by pressing the actual button) and at one point to hide in the foot well of the car to light up the seats and rollover hoops – not easy when you are six feet two inches tall.

Getting the required shots on the night is just half the battle though, it is at this point the magic starts to happen. Back home on his MacBook Paul uses various bits of editing software to pick through the dozens of shots to find the best ones. He then takes all the individual images and starts to ‘layer’ them all together, one on top of the next, looking for the optimum combination of shots to make up the perfect mix of light and shadow required to build the completed picture.

The final results are incredible, a picture that would not look out of place in a car advert or magazine. I was so pleased with the result I got one of the pictures framed as a memento.

Paul Stokes is an independent photographer based in Edinburgh. You can see more of his work on his Facebook page, including a cracking GT3 RS and GT4 I helped him shoot recently for local car care business Zoldani.

Paul can do photoshoots for TIPEC members at a special price (once we are out of lockdown).

Email thefotograffer@googlemail.com Facebook S T O K E D - photography by Paul Stokes 9

THE ROAD TO 928 HEAVEN Andrew Brierley owns two 928s that are probably amongst the best in the UK. This is the story of how he reached this point, with a 1991 Guards Red 928 GT and a 1994 Midnight Blue 928 GTS with manual gearbox.

AUTHOR ANDREW BRIERLEY PHOTOGRAPHY SUPPLIED BY ANDREW BRIERLEY AT 141

11

Once I had purchased the S4 I started to attend a number of 928 meetings and became interested in the manual models, in particular the GT. Speaking to GT owners their reports were much more favourable than the road tests I had read.

I first sat in a GT in 1998, this was the famous red 1990 GT belonging to Rob Burrell. Rob’s car was the best GT in the UK and that was still the case when he finally sold it in 2014 after 24 years of ownership. When I sat in Rob’s car I could not believe how light the clutch pedal was, not at all heavy as reported in the road tests. I then became determined to find a good GT for myself.

At a meeting in 1999 I met Graham Spencer who had a very nice 1991 Guards Red GT with a full leather dash, a very expensive option when new. I told Graham to let me know if he ever decided to sell the car which he did in May 2000 and I became the owner. I found the GT much more involving to drive than the auto S4 which I was still using at that time as my daily driver. Eventually the S4 also became a weekend car, and I now found I would always select the GT instead of the S4 to take out for a drive or to meetings. I decided to sell the S4 due to lack of use.

MY 928s MAY not have the lowest mileages, but the bodywork is original, they are mechanically maintained to perfection and everything works.

At the time of writing the GT has done 97,000 miles and the GTS 101,000 miles, but the service history is impeccable for both. The GT has 31 service stamps in the book and the GTS has 21, plus all the stamps for change of brake fluid, coolant and cam-belt – in total 29 stamps for the GT and 25 for the GTS. I also have invoices in binders for all the work carried out (apart from the first two years for both cars). It is often said the best cars never reach the open market and are sold by word of mouth, which is how I came by both my 928s.

I first took an interest in 928s at the launch in 1977. The car really did look space-age compared to most cars of the era, and light years ahead of its time. I have always liked the front engine, rear wheel drive coupé concept, so the scene was set! I remember reading in the early ’80s that Steve Davis the snooker player had bought a 928 because it would accommodate his snooker cues, something that would not fit in a 911. At the time I was only just out of university, so not in any position to consider buying my own.

Roll on to the 1990s. I was returning from holiday in the family estate car, which was designed well to accommodate four of us and two large dogs. We stopped for a break at services on the M5, and as I got out of my car I watched a midnight blue 928 GTS drive into the car park. At the time I thought it was about the best looking car I had ever seen, and I still hold that thought today. I would not say it was beautiful, that word is reserved maybe for the likes of Ferrari and Lamborghini. The 928 GTS was, and still is, good looking more in the handsome way, with its purposeful stance attributed to the flared rear wheel arches and wide rear track.

Despite family and business commitments maybe now I was in a position to consider 928 ownership. In 1995 I joined PCGB with a view to learning more before making a purchase, and David Hemmings was shortly to set up their 928 Register.

The best advice when purchasing a 928 is to look at and test drive as many cars as possible to find the best one. I purchased the first 928 I looked at early in 1996! It was a black 1990 auto S4 with genuine Cup One wheels, it looked great and fortunately it turned out to be an excellent car – I kept it until 2003. I had decided on the automatic gearbox for two reasons. Firstly, the car would be my daily driver and secondly, the road test reports at the time were not very complimentary about the manual cars. The reports said they were difficult to drive because the clutch was heavy, the pedals were spaced too far apart and the dog-leg gearbox was difficult to use. Just what you don’t need for a daily driver, but I was to discover later this was all complete and utter rubbish!

The GT is a great car to drive. Even in traffic it is fairly easy to drive with a clutch as light as any modern hatchback, and the flexibility and torque of the V8 means you can jump two or three gears if required. Third gear is a favourite for many GT owners; the car will pull in third from 10mph and redline at 100mph. In the early days of GT ownership I made a number of changes to make the car look a little more modern and to sharpen the handling further. Some of the modifications were a change to teardrop mirrors (which I believe suit the shape of the car much more than the flag mirrors), I changed from 16 to 18 inch wheels and had Bilstein shock absorbers fitted. Recently I had the shocks changed back to the slightly softer Boge Sport due to the appalling condition of the roads, and also because I am doing fewer trackdays. Although I am an enthusiastic polisher of my GT and have won many ‘owners choice’ concours, I also drove many trackdays in my first years of ownership.

In 1998 928UK (www.928.org.uk) was formed, and I was a founder member. We were a handful of people who had met on Rennlist (formerly Porschelist) and decided to set up a web page and mailing list that was UK based. 928UK is still going strong today and is a great resource for many 928 owners. In 1999 I started to help David Hemmings with PCGB’s 928 Register and became the Assistant 928 Register Secretary.

I was a teenager in the late ’60s/early ’70s and in that era many a manufacturer would add the term ‘GT’ to their more mundane models to make them appear more sporty. There was even a Vauxhall Viva GT along with the many Ford Capri and Cortina GT models – although to be fair the GT models often did stand out from their ‘Deluxe’ and ‘Super’ counterparts. So for me the term ‘GT’ still has a certain magic.

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I have driven my 928 GT at Castle Coombe, Silverstone, Oulton Park and Jurby (Isle of Man). With the car’s 50/50 weight distribution, Bilstein shocks and 18 inch wheels, the handling on track was phenomenal.

I couldn’t resist the temptation to push the car hard and often came back to the pits with molten beads of rubber on the tyres! I felt it my duty to show as many 911 drivers as possible a clean pair of heels. This was easier in the wet as they struggled with all that weight over the rear wheels!

Nowadays 911 drivers have the benefit of electronic gizmos to keep them on the road and it is difficult to keep up with them, especially with their improved power to weight ratio.

In 2017 I was at the Yorkshire Porsche Festival at Lotherton Hall and an owner of a 1994 928 GTS with manual gearbox asked me to value his car for a sale. I was not looking to buy another a 928, but the GTS manual is the holy grail of 928 ownership for many enthusiasts. Although I could see the car would require a lot of work, I could also see the car was basically sound and original, and it also had sport seats which I much prefer to the comfort seats. The ride height was low, the car would need new shock absorbers and I would also budget for a new clutch to make the pedal lighter – expensive items on a 928. There were only 45 928 GTS manual gearbox models imported into the UK (and only 51 RHD in total worldwide) so I figured I would not get many opportunities to buy such a car. After an inspection by Chris Sanderson at Loe Bank Motors I decided to buy the GTS.

I now feel that I have entered a new era of 928 ownership. When I first bought my GT in 2000 it was the fastest car I had owned. I currently own two wonderful modern BMWs which are both faster than my GT and GTS but only in straight line acceleration. I am now thinking of my GT as bit of an ‘old girl’, and less inclined to do trackdays as they can be too punishing.

Also as 928s are now entering the new era of classic status originality is everything, and I am considering reversing the changes I made to modernise the car in the early years of ownership. Fortunately I had the good sense to keep all the original parts when I made any changes, so it is easy to put my GT back to original. The GTS is completely original apart from a modern Bluetooth radio.

When I purchased my first 928 in 1996 I did not envisage that I would be here 24 years later still a 928 owner, and that 928s would have played such a massive part in my life. Over those 24 years owners have come and gone but are there are still many enthusiasts who I have known for over 20 years and they have become very good friends indeed. That time has truly represented life, with births, marriages and sadly deaths. 928 ownership has been a way of life for me and I do not see that changing in the near future.

I had not driven the car until after I had purchased it and I drove home to Bolton from York. The ride and drive was appalling, the shock absorbers doing virtually nothing. Fortunately I know how a well sorted 928 should drive and ride. On returning home I parked the car in the garage and could not bear to drive it until it had been to Loe Bank Motors for Chris to work his magic. This happened a few weeks later. Chris replaced the clutch, shock absorbers, fuel tank cradle, foam air intakes and rear wheel arch liners.

He gave it a full service including cam-belt change, brake fluid, coolant, etc. On picking the car up from Loe Bank it was indeed transformed and drove virtually as new and as it should do. Even Chris says it is a powerful car and puts a smile on his face – quite a compliment! The GTS engine characteristics are different to the GT; the GT 5.0 litre V8 engine produces 330bhp with 430Nm of torque and the GTS 5.4 litre V8 350bhp with 500Nm of torque. The GT engine is very flexible and it really takes off above 4,000 rpm; the increased torque of the GTS is noticeable, and there is a smooth power band all though the rev range until the limiter is hit.

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AUTHOR CHRIS GATELEY PHOTOGRAPHY CHRIS GATELEY

PASSION FOR PORSCHE

MY NAME IS Chris Gateley, owner of Jasmine Porschalink and an active North West Club Member. From a very early age I have loved the looks, smell and noise of Sports Cars. My first was an old MGB GT that I bought at Queens Hall in Leeds, a kind of Sunday car market in the early ’80s where dodgy traders sold their tatty cars. It cost me £1,200 and about six months later another £600 for a replacement engine. Then the paint bubbles started coming through and the problems kept on coming. I’m sure we’ve all been there! I was totally gutted and had to sell it as I had clearly bought a pup, my first but not my last!

That early bad experience never put me off and after many sensible cars over the years, I bought my first Porsche in 2003, a 1995 Midnight Blue 993 C2. I loved that car and spent a fortune having the paint stripped back and a complete respray, along with new lenses, rubbers and seals, clutch and brakes etc.

I kept that 993 until 2018 when I sold it to my brother-in-law, so it has remained in the family!

I love everything about the 911 in all its forms and am now fortunate enough to own several, including a rare 930LE, 993 Turbo S, 993RS and a wild 997.2 GT2RS. I have always tried AT 141

to use every one of my cars at some point each year, which meant I needed a good local Porsche garage to take proper care of them.

I had been using my local independent, Jasmine Porschalink UK, and main dealer Porsche Centre Bolton for many years. When I found out that Jasmine owner Brian Goff was going to retire in 2017, I decided to try and buy Jasmine Porschalink myself!

Jasmine was originally established as a used Porsche parts sales, service and maintenance business in 1998. Although my background was in automotive and commercial parts sales, I wanted to change Jasmine Porschalink to grow its service and maintenance business and begin selling quality used cars – not just Porsche but all makes of sporting classics.

I recruited a first-class General Manager in Jonny Higham and together we set about tr ying to change the business format. We want to grow the business whilst continuing to deliver the exceptional customer service that Jasmine Porschalink had built its brand on. As a customer, they always took tremendously good care of my vehicles and continuing that ethos was very important to me. Our passion for Porsche was then, and remains now, absolutely clear.

When I took over the reins at Jasmine it was ready for capital investment and a refresh.

I invested in modern equipment including a four-poster ramp, new valeting equipment, a 3D four wheel alignment geometry system and full up-to-date diagnostic kit. We refreshed the brand, changing our logo, completely revising the website and modernising our waiting room to give it a real Porsche feel. We also wanted to spend more time and share our passion with our customers so joined TIPEC North West. We have enjoyed our time as NW members and have supplied prizes for their functions and also membership landmark awards like the 175th and 200th member – both of which TIPEC NW has comfortably and rapidly exceeded!

At Jasmine we have the ex perience of specialising in the servicing and maintenance of classic to modern Porsches. Our experienced technicians work on the complete air-cooled range from customers early 356s to 993s.

We also cover the complete water cooled range from 986 Boxster to 991. With the ever increasing presence of the Macan, Cayenne and Panamera ranges on our roads we find them frequent visitors to our workshops too.

We can tackle classic restorations and are halfway through a beautiful Porsche 930 Turbo

Chris Gateley tells us how he moved from being a Porsche fan to becoming owner of an independent specialist garage –and his hopes and plans for the business.

restoration and for an interesting challenge we are adding a 911 engine and running gear to our own VW Combi to create our take on this VW icon. Our expertise includes engine and gearbox rebuilds and engine and exhaust upgrades with our partner Scuderia Car Parts Ltd providing specialist systems for all makes of sports cars.

I recruited Jonny because he is customer focused and I was keen to build on the garage’s reputation. We have customers who travel a long way to bring their cars to us, which is very satisfying. We value the trust people place in us.

We have a good relationship with both Porsche Clubs and in particular TIPEC. I love getting involved attending their social and driving events. We also used the Jasmine workshops to host the NW Concourse 2019 event. TIPEC NW members are staunch supporters of our Sunday open morning events. They take this opportunity to have a natter, a bacon butty and a cuppa before heading out on a drive.

Most of our customers are not TIPEC or PCGB members but we always tr y to encourage them to join the clubs so they can benefit from the many club offers including our own club members 10% discount.

Most Porsche owners know and love their cars, that’s why we think it’s important to take customers into the workshop so that they can be involved in what we are doing to their car.

That way we can show and advise them what must be done and what could be done at a later date, giving them a more involved experience that you maybe wouldn’t get from a dealership or normal non specialist garage.

We talk customers through the process and even encourage them to have a look around their car and the work that needs doing. They don’t usually have the chance to see their car up on the ramp but they do here! All of this increases customer confidence and trust in our integrity and our brand.

We have transformed our waiting room into a comfortable space fit for a Porsche independent. We often have customers from all over the UK drop their cars for service and wait while we do the work.

Customers also get more than they bargained for, such as little fixes or cleaning the areas of the car you can’t normally reach on a Sunday wash. It’s all part of the service we provide at no extra cost.

Whilst the business has always primarily focused on Porsche sports cars, the popularity of the wider Porsche 4x4 range, such as the Cayenne, Macan and the luxurious Panamera, has seen the business broaden its horizons.

Drivers of these family-friendly Porsche cars understand that their car is an expensive, high performance vehicle and it must be looked after, not only to maintain its performance but also its value. Proper servicing by Porschetrained technicians and independent service stamps help performance and valuations.

We don’t want people to think we only look after the classic sports cars. Our new equipment allows us to accommodate the larger cars in the Porsche range. Many sports cars get put away for the winter, however the larger range are on the road all year long, so we are keen to reach out to this new audience. Professional and expert servicing is key to this and that’s what we pride ourselves on. I know through experience as a long-time customer myself that the car physically feels better after being serviced. You really can feel the difference.

Contact Jasmine Porschalink UK on 01282 697171 or www.jasmine-porschalink.co.uk 15

THE BARON AUTHOR MARTIN BROADRIBB PHOTOGRAPHY THE TED WALKER ARCHIVE

A life of chance and good fortune, deeply intertwined with the early decades of the Porsche brand.

CHANCE PLAYS A much bigger part in our lives that we often acknowledge and it is quite likely that a series of circumstances took you down the route to Porsche ownership and led to your reading these words. Sometimes it can be small but significant things that have an influence on our lives, but for countless millions who lived during the 20th Century the two world wars twisted their destiny in so many ways.

Of course, being subject to the whims of chance can have its positive side too and one man whose life certainly developed in ways in which his parents never envisaged was Baron Fritz Sittig Enno Werner von Hanstein (1911–96), a man more commonly known as Huschke von Hanstein and someone who was to have a profound effect on the reputation that the fledgling Porsche company forged – particularly through motorsport – during the 1950s and ’60s.

Born in 1911 into a Prussian Junker family – what we might call the landed gentry – von Hanstein’s birthplace at Halle in Saxony was itself to turn out to have an unexpec ted influence on his life. With an army officer father (later to become a gentleman farmer) and a mother who was the daughter of a very successful businessman he spent his formative years at a succession of their country estates and enjoyed an idyllic and privileged existence.

At the end of his formal education he entered a business apprenticeship combined with university studies and although well versed in equestrian matters had begun riding a motorcycle in his teens.

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It was a motorcycle that took him to Britain, ostensibly for a year of study, but this period also saw the beginning of his participation in motorcycling competitions. He pursued this in parallel with completing his qualifications upon returning to Germany, where the National Socialists had just come to power and were extending their sinister influence into all parts of domestic life, even motorsport.

Von Hanstein was soon offered a works ride with the German Ardie company and scored many successes on two wheels, but for road transport he graduated to four in the shape of a BMW, from their early days as builders of Austin Sevens under license. A stroke of luck landed him a works Hanomag drive and this led to another for the small but advanced Adler team at Le Mans in 1937 and yet another for BMW (by now an impressive sports car maker) in the 1940 Mille Miglia, which he won.

Von Hanstein got to know Porsche, father and son, during the 1930s when he was one of the test drivers for the fearsome V16 rear-engined GP car that Dr Porsche had designed for Auto Union. Had it not been for a no-fault injury sustained in his Hanomag days he might even have become one of the team drivers, but this friendship was to stand him in good stead postwar. He met them again in 1939, when he was hill climbing the BMW 328 he had bought to replace his graduation present, a Fiat Balilla.

It is perhaps still not widely appreciated just how much the Nazi party was involved in motorsport through the National Socialist Driver Association and even the SS and by this time von Hanstein was being entered by the latter, as he was in the Mille Miglia.

Fortunately unfit for active service, he was nonetheless called up to an administrative position and fortune again smiled upon him when a fellow Prussian officer arranged a notional position that still allowed him to continue to run the seed business of his mother’s side of the family.

Unfortunately, on one of his trips to their subsidiar y in Budapest he was arrested by the Gestapo for fraternising with those considered enemies of Germany, although his ‘crime’ appears more to have been naïve partying rather than anything more sinister.

Imprisoned and interrogated in Berlin, there followed a succession of episodes which combined outrageous good luck with quickwitted thinking in the manner of a fictional hero and led to him returning to the family home at the war’s end.

H oweve r, a l th o ug h th e a re a w a s s o o n occupied by Allied troops it was set to come under Soviet control and so the family had no choice but to flee westward with whatever possessions could be easily transpor ted.

This proved to be a wise move and in a rare instance of fate turning against von Hanstein all of the family estates subsequently fell on the wrong side of what was to become the East German border, meaning that every one of their holdings – including their ancient but ruined castle – was lost without any form of compensation.

As might be expec ted given the events leading up to this point, the resourceful von Hanstein simply chose to move on with barely a backward glance, even leaving the seed business when he felt that it had become topheavy with family management.

He initially found another career promoting the new and novel Vespa scooters in Germany while still indulging in some competition driving with these and some interesting specials with those keen to re-establish car racing in the country.

In 1950 a contact at Volkswagen (where he had begun working in the press department) recommended that he apply to Porsche, who were looking for a sort of general assistant as they moved from pre-production at Gmund to full manufacture in Stuttgart, someone who could publicise the new make and liaise with potential customers or those with cars requiring attention.

He soon found that working at the new but rapidly evolving company ideally suited his abilities and he exhibited his faith in the product by actually purchasing an exdevelopment 356. Within a couple of years his role expanded beyond basic press and PR func tions into cultivating high profile owners, originating factory visits and helping to establish Porsche clubs. He had continued to race various makes but soon realised the value of exposing Porsches on the track and so also began directing a racing programme for the company.

The fact that von Hanstein had a long history of success in competition naturally led him to participate in many events for the firm bet wee n 1952 and ’67, the re by adding works driver to his somewhat flexible job description. He represented the company in many competitive events worldwide, often partnering top class drivers such as Barth, Hill, Linge, Mitter and Pucci and this led to a number of notable victories. Class wins at events like the Targa Florio and tracks such as Silverstone, Nassau, Sebring, Zeltweg, Monza and Montlher y were obtained as a solo or co-driver along with some notable positions and outright wins, including at the notorious banked Avus circuit.

Always aware of the value of publicity to such a small and new company as Porsche, he relentlessly under took a competition programme wherever it was financially possible, either by direc t entries or by supporting private individuals or independent teams. This paid off handsomely due to the outstanding capabilities of the cars and few car makers so recently established can claim a class win as Le Mans so early in their lives, as Porsche did at the 1951 race.

Von Hanstein’s charming and outgoing nature was also the perfect complement to Ferr y Porsche’s natural reserve and allowed Ferry to concentrate on running the company while Fritz became its highly-regarded public face and cultivated many useful contacts.

Throughout the 1950s and ’60s, as well as co-ordinating publicity and competition matters from Stuttgart with the aid of his two secretaries (one of whom became Dan Gurney’s wife after Fritz introduced them), von Hanstein could be found throughout the world, if not racing Porsches then representing them in some other fashion. He was almost never without his still or movie cameras to capture some publicity-worthy event and expertly negotiated sponsorship for the company racing efforts, beginning as early as 1953 for the Carrera Panamericana. He was instrumental in persuading Porsche to enter the new field of single seaters, first in Formula 2 and then graduating to Formula 1 and he later brought Formula Vee from America to Europe. He soon became such a well-known figure in his own right that he was to be found on magazine covers or endorsing car-related products in advertisements.

However, the ever-changing world was to have yet another effect on von Hanstein when in 1968 circumstances caused him to leave his wide-ranging position to concentrate on specific projects for Ferry Porsche. The company had inevitably begun to develop into a more formal entity after the young and ambitious Ferdinand Piëch, a grandson of Porsche senior, had joined it in the mid-1960s and the ‘old school’ methods of von Hanstein brought the two men into conflict. For 1969 the racing director became Rico Steinemann, a motoring journalist and editor as well as a very capable Porsche racer and another motoring correspondent, Manfred Jantke, became responsible for communications.

In his post-Porsche years he continued to maintain cordial relations with many figures from his days with the company and could often be seen on Porsche stands at motor shows and at special events. He remained a Porsche driver to the end of his life with his last car being a 928GTS, a long way from his first experience with a powered vehicle that had helped form his destiny some 70 years before. We should perhaps close by noting that it took two men to replace him at Porsche, although for the Baron this was just another episode in an incredibly full life of chance and good fortune.

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ONE PETROLHEAD’S PROGRESS AUTHOR GRAHAM PEAKE PHOTOGRAPHY SUPPLIED BY GRAEME PEAKE

Graham Peake’s road to Porsche ownership and club membership has taken some spectacular turns via drag racing, rallying and classic runs.

I FIRST BECAME interested in mechanical things at the age of about 10. My Dad had an autocycle – a bicycle with an engine in the rear wheel. He used to ride it to and from work along the canal towpath. It decided to stop working and he went on to own our first car, a 1948 Morris Minor side valve. He gave me the autocycle and I somehow managed to get it going. That was it – my career in cars and mechanics began.

The Morris minor was a very temperamental car and I soon got into cleaning plugs and resetting points. We had that car for a long time and I actually learned to drive in it.

Upon leaving school at 15 I started an apprenticeship in our local garage, not just mechanical engineering but a five-trade one: blacksmithing, welding, fabrication, bench fitting, learning to use lathes and generally making replacement parts. I finished my apprenticeship in 1970 and continued working at that time welding and fabricating the framework for tipping lorry bodies.

In 1972 I saw an advert in the local gazette for a trainee car salesman at Frank James Limited in Wotton-under-Edge.

I applied and was amazed when they offered me the job.

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I am still at the garage nearly 50 years later, having owned it since 1982. There has been a lot of water under this bridge, many changes in my life, and today the business is run by my son and daughter.

In the early ’70s I belonged to the Severn Valley Drag and Custom Club, meeting in Gloucester. My first venture into drag racing was with three other members of the club: Chick, Barry and Roger. Between us we built a competition altered car running a 289 American Ford engine and a three-speed manual gearbox. We had a lot of fun but the logistics of us all living some way apart made it difficult to continue.

After a couple of years we split the group up and the car was sold on. I then bought a junior front engine rail with a turbocharged Morris 1000 engine.

It was at this time that I met Pete and Wendy Mack, still the closest of friends to this day. Pete started helping me out and we continued to build and run dragsters together until 1985 when we won the NDRC championship.

It was time then for a new challenge. I bought a Mark One Escort rally car from non other than Ted Walker. It had no engine in it so we took the 1,840 BDA out of the dragster and put it in the Escort. It was a great car and we used it successfully for a couple of years – me driving and Pete navigating. We then went on to a full group four Mark Two Escort with a brand new 1,598 Nelson engine in it. We had a lot of success with this car. Never an overall win but lots of top five places, class wins and trophies.

We stopped rallying at the end of 1992. It had become very expensive to continue and I had just completed a knock down rebuild of Bear Street Garage so needed the money to complete the build. The rally car, service barge and trailer were all sold off.

We continued to play with cheaper classic cars, starting with a Triumph Herald convertible and moving on to other things like a Mercedes Sl Pagoda bought cheap in need of lots of work, and a 1965 Mustang convertible which Pete came with me up to Leicester to collect. That was an eventful journey back home – the car kept cutting out and we had to keep clearing the fuel lines with a foot pump. We got to within 20 miles of home when it gave up altogether and we ended up towing it home. The look on Chris’s face when we arrived back still stays with me! Anyway, we got it sorted and running well but Chris never liked it so I sold it on.

Boxster S which I some how ended up buying. We then joined our local TIPEC club run by Sue and Mick Simmons and started attending monthly meetings at the Plough at Pilning. We started to join in with social events,drives out as a club and holidays away together with other Porsche owners. We have been to North Wales, Ireland, the Isle of Man and the Isle of Wight. All great fun. Everything has stopped due to the coronavirus but plans are afoot for another Isle of Man trip next year and we look forward to the usual great weekend at Porsches on the Prom in Weymouth.

My current Porsche is a 996 convertible which we have owned for five years. It’s a 2002 model which we both like very much.

It’s currently on SORN and trickle charge in the garage along with the Cortina. I look forward to them both seeing the light of day again soon.

Through all these years I have owned my 1966 Ford Cortina GT. It’s a great car and we get lots of fun out of taking part in local (and not so local) classic car runs. There are a group of us, including Pete and Wendy, who enjoy these events – great days out with like minded people and some fantastic vehicles to see and owners to talk to.

On to my life with a Porsche. Pete has owned a 911 for many years and had great fun with it. About 10 years ago a customer of mine at the garage wanted to sell his 2000 19

BOXSTER BUG

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“I decided that the engine needed to go in the middle of the car. Knowing that the wheelbase was the same as a 986 Boxster, that seemed a good place to start.”

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WHAT’S A BEETLE DOING IN A PORSCHE MAGAZINE? Well, Alan Aspden’s track focused Beetle isn’t quite what you might expect.

There’s most of a Boxster under the shell, on a custom built chassis with a Subaru engine.

So how did he do it?

AUTHOR ALAN ASPDEN PHOTOGRAPHY ALAN ASPDEN WHEN AN OLDER guy buys a first Porsche, it’s likely he will hear some comments about a midlife crisis. But I have an alternative explanation which might feel familiar to some members. There can come a point where the mortgage is paid off, the children have left home and maybe a policy or something has matured. Suddenly you seem to have money available to spend on that Porsche you have always wanted.

For me it was an ’80s 911 Targa, which five years later was changed in favour of a 356 cabriolet … but there was another bug to sort out as well.

I have been a keen fan of the humble VW Beetle for many years and still own a 1303 cabriolet in addition to a few other older VWs. Over the years I had modified a Beetle or two but had always wanted to build a fast one to my own specification. So a plan was hatched which involved a 1303 Beetle and a Subaru engine. The idea was to mount the engine three inches forward to improve weight distribution, similar to what Porsche did when they changed the 911 from the original short wheelbase version. It’s something I have never seen done elsewhere. However, talking to my friendly Subaru conversion specialist talked me into going the turbo route. A low mileage 2.5 turbo motor was duly acquired through eBay but on collection I realised it was going to be far too heavy to achieve good handling mounted in the rear of a Beetle.

After much head scratching I decided that the engine needed to go in the middle of the car instead. Knowing that the wheelbase was the same as a 986 Boxster, that seemed a good place to start. A high mileage, mildly crashed write off was bought from which I used mainly the subframes, steering, suspension and brakes. It was an S version with the Big Red brakes. To get to a chassis design, the layout of the VW floorpan was drawn onto some chipboard on the floor.

Superimposed on this were the Boxster subframe mounting points and from that I made up a chassis using 80 x 40mm steel box section. The flat surfaces of the box section gave me good mounting points for the Boxster subframes which fortunately worked in well with things like the Beetle bumper mountings. Careful consideration was given to the running of the cooling pipes at this stage and also the Tilton pedal AT 141

box whilst I could get at that area. To complete the chassis I added the strut mounts plus the gearbox and seat mounting rails. I just spot welded everything together and then took it to a professional to weld properly, just to be safe. The whole lot weighed just over 100kg, with which I was very pleased.

Once the Beetle body was off its original chassis it was lowered over my new rolling chassis using an engine hoist and the inner wings were cut away for the suspension struts.

Quite a lot of the lower bodywork was rotten so new inner wings were then used and cut to an exact match to the struts to give a rigid shell once it was all welded together.

For a gearbox I used the original Subaru unit with some specialist parts from Australia to remove the four-wheel drive part. It was mounted in the car using the Boxster gearbox mounts, but set further back. There was quite a bit of work involved in getting it all in place with problems such as the special length drive shafts to overcome but it seems to work now. The gear linkage caused a lot of trouble.

I have a system starting with an old 911 gear lever working a rod to the front of the engine, then cables from there to the rear of the car where the relevant shaft exits the gearbox.

I’m not entirely happy with the result and may yet switch to a rod system similar to that used on a 914.

The inside features a full roll cage and a modified VW dashboard which will eventually have a set of 914 instruments. They don’t work for the IVA test with the rev counter in the middle so might get swapped over later. The seats are tombstones from a 944.

The bodywork just fitted over the suspension without cutting anything which can be seen, so the only noticeable modification is the wings. The fronts are three inches wider than stock and the rears are five inches wider so as you can imagine, it looks a bit of a beast on the big Boxster wheels. I also then had to make special bumpers to gain the required width and special running boards. I managed to find a ’70s-style ducktail which I have yet to fit and into which will go the third brake light.

There have been a number of people fit Beetle or other bodies onto a Boxster chassis and some have asked me why I didn’t just do that – it would certainly have been easier. Put simply I didn’t want all the complication that comes with a Boxster. ABS, all that wiring, no thank you. I have tried to choose the simplest method, which was often the lightest, every time. In part so that I can maintain it going forward but also to keep some of the character of the Beetle. Of course, the above is a vast oversimplification of the work involved but gives you an idea.

The colour is original ’70s VW, the shell is from 1973, the year of the Carrera RS. Add in the ducktail and the end product just had to be an RS. So I’ve called it a 1303RS and had a local graphic designer make me a logo strip for the sides.

It’s based on the old Jeans Beetle idea but using the letter style of the new GT3RS. Not to everyone’s taste but I like it.

So the car is currently drivable. I have done a couple of trackdays to try and sort out any issues. The first at Blyton Park where an adjuster came loose on one of the suspension arms. No harm was done but the result was poor handling for the day. It also ran a little hot so a larger radiator and a chin spoiler were fitted, the suspension readjusted and the second track day was then attempted at Oulton Park. This was much more successful and I spent a lot of time holding my own against some fairly decent machinery. Having driven my old 911 and a 968 around Oulton Park previously I think it now compares quite favourably – the lap times were almost identical. The rear was a little more twitchy though.

The suspension has yet to be laser aligned and I know I can’t quite get the negative camber I would like at the back yet. The Bilstein coilovers haven’t been played with and the brake balance needs some tinkering. But I am very pleased with the result so far, especially considering that I am not a mechanic and have never attempted anything like this before. The only significant clash of space I had was that the rear anti-roll bar cuts across the catalyst, something which is yet to be sorted.

The Beetle weights 1,100kg and currently has the standard Subaru 220-ish bhp, with more to come later, so plenty of potential.

I did of course get significant professional help and thanks go particularly to Fellows Speed Shop who do Subaru into VW conversions. They did the clever bits of the engine installation for me and were very free with advice.

I had hoped to do a good number of trackdays in the car this year, had it not been for the coronavirus. As you tell from comments above, the longer term aim is to have it on the road but that is subject to the whims of the IVA test.

Let’s just say, I do not expect to pass first time. Wish me luck!

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SAFE WASH AUTHOR LAWRENCE BALDWIN PHOTOGRAPHY LAWRENCE BALDWIN A SAFE WASH or ‘maintenance wash’ is a term used in the detailing world. If performed correctly, you can significantly reduce risk of damaging or adding swirls and light scratches to your pride and joy. If you are not working panel by panel, I recommened cleaning in a shady spot to ensure no damage is done to paintwork or wheels.

If possible, try to wear gloves.

WHEELS

Although wheels can be cleaned at various stages of a safe wash, we prefer to get them done right at the beginning.

Various products exist for wheel cleaning but we generally use two: A non-acidic wheel cleaner a n d a r e a c ti ve i ro n f a l l o ut remover, if required.

Wheel cleaner: Spray on to the wheels and allow it to work for a minute or two. Work in with a soft detailing brush and rinse with water.

Iron off: This can be used if the wheel cleaner has not removed baked on brake dust and other dirt. Spray on to the wheel and allow to work for a minute or two.

Again, work in with a detailing brush if required.

This is also a good time to clean the tyres. Spray an APC onto the tyres, wash round the tyre using a detailing brush, and rinse.

It helps to have a seper ate bucket for wheel cleaning. Also, investing in a decent wheel brush like a Wheel Woolie or EZ Detail brush will be very helpful.

To really clean them properly, complete remov al f rom the vehicle is best.

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PREWASH

This, for me, is the most important step of the whole process. This step, if done correctly, should remove the vast majority of dirt from the vehicle prior to any contact washing, thus reducing risk of swirls and scratches.

Citrus prewash: This can be bought in various quantities.

I apply using a pump sprayer, with a concentration of 5:1. Make sure you check your prewash for the correct dilution to avoid stripping coatings. Spray on and leave to dwell for a short period of time before rinsing off with plenty of water.

Snow foam: This is a r ather satisfying stage. If you get your mixtures right you want a thick foam, but one that does run off.

Leave to dwell for up to 10 minutes, depending on weather. Apply via a snowfoam lance or foaming pump sprayer, and again rinse off with plenty of water.

TFR: TFR is stronger and can be more effective than a citrus prewash but also can do more damage if not used correctly. Use correct concentrations and keep away from bare metal finishes.

This is a good opportunity to clean and rinse door shuts, badges and trim. Using a citrus cleaner is great for this.

SH WASH

For this stage, you will need two buckets, grit guards and a standard toggle wash mitt. One bucket for wash and one for rinse.

Shampoo in the first bucket, just water in the second.

The process is simple . From top to bottom of the vehicle, one panel at a time, make sure you follow these simple steps: Wash panel, rinse wash mitt off in the rinsing bucket and wring dry (making sure not to rinse the excess water into either bucket). Then repeat for the next panel.

This process will reduce risk of contaminating the wash bucket with dirt pulled off the vehicle.

Once the vehicle has been washed, rinse off with plenty of water.

Use a pH neutral shampoo for vehicles with ceramic or wax coatings.

Some members cars may be missing their usual ‘professionally detailed’ finish during the ongoing lockdown.

So how do you go about doing the best possible DIY job? We asked Lawrence Baldwin of South West Autoworx for advice.

DRYING

We will start this stage with the products we use to assist in safely drying a vehicle, starting with a vehicle dryer.

Vehicle dryers are essentially large hair dryers for your car, or you can use a pet hair dryer from Amazon.

For best results, we recommend having a look at ‘Blo Car Dryer’ or ‘Flex Cordless Dryer’.

These blowers are fantastic for clearing water of f the whole vehicle, but are incredibly useful for getting water out of the hardto-reach areas that just keep dripping on your clean car, door mirros and handles being a few.

Next up is a plush drying towel, we suggest anything of 1,000gsm or higher. A personal favourite is a Korean twist drying towel, Klin, the best/most common brand.

On the main parts of the vehicle simply lay the towel on the paint and pull across, applying no pressure on the paint. This will simply soak up any leftover water.

It can be worth making the towel a little damp prior to drying the car.

Next, ensure door shuts and boot shuts are dry. You can use the car dryer to help with this.

DECONTAMINATION

COATINGS

Chemical decontamination: If you look around the vehicle (especially the lower parts of the vehicle or contact areas) you will likely find little black tar spots. Using a ‘tar off’ product will remove these.

Quick Detailer: This is essentially a spray wax, generally lasting two to four weeks on your vehicle.

Spray on and wipe off. Probably the easiest and quickest product to apply.

Spray and leave to dwell, wiping off with a soft microfibre to finish.

Repeat if required.

Hybrid Quick Detailer: Same as above, but formulated using nanotechnology. Therefore it lasts a little longer, adding further gloss and incredible beading when water is applied. The best I have used is IGL Enhancer.

At this stage your vehicle is clean and free from general dirt. The next stage is decontamination.

Physical decontamination or clay bars should only really be used if you are machine polishing the vehicle afterwards.

FINISHING TOUCHES

Glass Cleaning: My method is to use a Klin Green Monster towel and Spotless from Infinity Wax. If you want to apply a glass sealant, I would use something like AngelWax H2Go. Tyre Coating: My go to product everytime is Infinity Wax Tyre Coat.

Ensure the tyre wall is completely dry, apply a couple of squirts to an applicator pad, wipe round the whole tyre and allow to dry. Once dried it will produce a satin and hydrophobic finish.

Following your clean there are a number of options to choose from which can be done at home.

Hand applied wax: There is still a place for a good old traditional car wax, although technology has advanced somewhat. There are some great options available on the market. My two personal favourites are IGL Ecocoat Wax and Infinity Wax Synergy Ceramic Wax, both of which add incredible gloss and water shedding capabilities.

Once applied, finish with something like IGL Enhancer for further gloss and longevity.

If you have any questions, you can contact Lawrence directly on info@swautoworx.co.uk Use code TIPEC10 for 10% off at www.swautoworx.co.uk/shop 25

There’s a bright side to everything, and the lockdown has been an opportunity for Keith Jackson to finally get around to all those little jobs on his 911 that he somehow never found time for before.

BANISHING AUTHOR KEITH JACKSON PHOTOGRAPHY KEITH JACKSON I AM THE proud owner of a 1982 911 SC Targa in Grand Prix White.

I bought it in March 2015 from a man in Leicester who used to be a bodywork technician for Porsche. Having retired, he enjoyed rebuilding Porsches as opposed to driving them.

He had purchased this particular car from a former colleague who was a mechanic at Porsche, who had already rebuilt the engine and gearbox before parting with it for him to update the bodywork.

I was also informed that the paintwork had been completed

by Porsche apprentices. The exb o d y wo r k te c h n ic i a n w a s a teacher at the college, and this car had been prepared and resprayed a few times by them in their lessons to achieve a highlevel finish.

I was pretty lucky in buying a car that had been renovated by two skilled ‘old boys’ that knew their way around an air-cooled Porsche and lucky that the paintwork too had been done properly by the apprentices.

AT 141

So, in a way, most things had been done and there were just a few little jobs I wanted to do myself.

But they were the ‘there’s always tomorrow’ jobs, as there was usually something more pressing or important to do. Then along came the lockdown. Suddenly an opportunity to have a go at some of the jobs on my list.

The engine bay needed a bit of sprucing up with the heating pipes dented and bashed and the cooling fan was looking a little grubby and slightly corroded, so I tackled this area first. The heating pipes were just a straight swap, (note the heating pipes for a VW camper van are identical and about a third of the price) and I replaced the jubilee clips too.

This is the bay with the new pipes but still with the grubby fan.

The fan and cowling were removed, which was quite a simple job. I had to undo the large retaining clamp and a couple of bolts on the shroud, plus there is a plastic ‘air deflector’ on the

rear of the cowling which needs unbolting to get at the alternator wires. I took some photos so that I would know which way to put the wires back again afterwards.

I could not get the fan assembly away from the alternator and cowl so decided that the easiest way to do it was to rub it down and clean it up as one unit, deciding to paint the whole thing with satin black spray paint. The fan and cowling were prepared using 80 grit, 120 and finally 240 oxide paper. The edge of the fins are quite sharp!

I then etch primed and gave it two coats of satin black.

Unfortunately after two days I went to pick up the unit and left fingerprints in the paint; it was still sof t and could easily be scratched with your fingernail. So it was out with the Nitromors and I stripped it back to bare metal again. This time I prepped with just the 80 grit wet and dry, used wet, and I managed to get the fan off the centre spindle by gently tapping with a rubber mallet on the rear. I had some silver alloy wheel paint and, as it said it was

suitable for aluminium, I decided that the fan will be silver and the cowl will be satin black.

I lightly coated the fan with the alloy paint, rubbed down lightly with 240 grit then added another coat but just enough to cover the fan with an even colour. I then added a clear lacquer coat to it.

The cowl was just lightly sprayed with the satin black to give that an even coat.

I put the fan back onto the centre spindle to make sure that it did not foul the cowl, as I’ve read that there is not much clearance between the fins and the cowl, and all was ok. However when I had fitted it back into the engine bay and put the clamp back on, the fan was grating on the inside of the cowl. It was because I had tightened the clamp too much, so I eased it off until the grating stopped.

Next thing to look at was the interior seats and steering wheel.

The car has blue leather seats and a black leather steering wheel

BOREDOM that have both become a little worn through nearly 40 years of use. So I had bought some navy blue leather revival cream from the Classic Car Show at the NEC. I wiped down the surfaces with methylated spirits to remove any grease and grime and then gently massaged the leather cream into them (even though the steering wheel is black, the navy cream did the job).

Top of the wheel is before and bottom is after.

“There were just a few little jobs I wanted to do myself. But they were the ‘there’s always tomorrow’ jobs. Then along came the lockdown.”

The rubber fin on the rear whale tail was bumpy and uneven where the fin meets the painted surround, so I decided to take it off and have a look at the cause.

I had read that the likely culprit was a steel strap inside the rubber that the fixing bolts are attached to, as it is known to corrode and ‘blows out’ causing the unevenness.

The rubber fin is held on by small bolts inside the surround which I removed. When I pulled away the rubber fin I found brown rusty dust inside the channel, which was the remains of the steel strip that the heads of the bolts (that keep the fin fixed to the surround) were welded to.

The side mounts of the rubber fin appeared to be okay and not corroded so I left them in situ.

I put the rubber fin back on to the surround and it held it in place as there were now no fixing points to hold it in position (due to three bolts missing).

I clamped and glued all the split bits of rubber where the strip had burst through and I then decided that the easiest way of keeping the centre section in place was to glue it to the surround using strong industrial strength glue.

I decided on CT1 as it comes in a variety of colours and white would be ideal. A little masking tape helped me to create a neat edge on the glue.

The picture shows how I glued and held the fin in place with gaffa tape pulled really tight. This is the top of the fin and surround (spoiler).

And there you see the fin finished and looking good.

I hope this inspires you to have a go and do any little jobs that you have been putting off too.

The driver’s seat side bolster had a lot of fine cracks and fading.

This photo is after one application of the cream. I may add another in a day or two after this one has been absorbed, but overall I’m impressed with the finish.

27

LOCKDOWN LABOURS Adam Jiggins’ unexpected free time has not been wasted. In fact, his Boxster S has been spoilt rotten.

AUTHOR ADAM JIGGINS PHOTOGRAPHY ADAM JIGGINS I STARTED WITH the interior of the car. I have never liked the factory stereo, mainly because there is no Bluetooth connection for my phone, and I have always liked the idea of being able to mirror the phone screen to a touch screen in the car for navigation.

I bit the bullet, and ordered a double DIN kit from eBay, along with a heater control relocation plate and cable harness adapter thingy and then went shopping!

Halfords had a good selection of the type of touchscreen unit I was looking for, and after some advice from the sales lady (who actually seemed to know what she was talking about) I settled on a discounted Sony DAB with Carplay and Android Auto compatibility.

I set about relocating the heater control p a ne l. T his is de ad s tr a i g h t f o r w a r d a s Po r s c h e generously allow plenty of cable and the fixings are there for you to use the existing screws to secure.

Removal of the factory head unit was also straightforward, just a case of using the correct removal keys and out she comes!

I then measured up the double DIN cage against the hole in my dashboard and made the necessary alterations. This is a bit of a squeaky bum moment, as it is only too easy to make an error and ruin your stereo surround.

I took comfort from the fact there are plenty of used surrounds for sale on eBay. The third party wiring harness made connection simple. A DAB antenna was stuck to the inside of the windscreen and I installed the microphone into one of the switch

AT 141

blanking plates. Then it was just a little jiggery pokery to thread the cables through. My existing amplifier works with the new unit, and I had previously uprated the dashboard speakers, so all in all it sounds pretty good. The Android Auto function works brilliantly and both Waze and Google Maps work a treat. Finishing off the install was a simple matter of clicking the surround in place around the unit and the small trim around the heater controls.

Another little job that I have been meaning to do since last summer was to check the bolts on my BBS GT3 style split rim alloys. Whilst away in Sardinia with the club last year my car developed a strange noise from the rear wheel area. After a lot of time head scratching and changing wheels, we discovered the culprit was a handful of split rim bolts.

I have owned my 2001 Boxster S for a little over two years, and the wheels had been refurbished just prior to my purchase. My suspicion was that the split rim bolts hadn’t been treated to any thread lock before reassembly.

The sensible thing to do would be to investigate a little further and correct any shortfalls in the original refurb. If I was going to go to the trouble of splitting the rims, I decided that I may as well paint the centres black as well.

So with time on my hands, I set about removing all of my wheels and leaving the car sat on a pair of space savers on one side, and a pair of axle stands on the other.

The GT3 style wheels are two piece split rims, so it was not necessary to remove the tyres.

I did let the air out of them to take the pressure off the outer rims.

Having been apart fairly recently, they split quite easily, all the bolts undid without issue and with a couple of taps with a hide mallet from the back, the centre part of the rim popped out.

My suspicions weren’t entirely cor rec t. The r ims had been reassembled with some kind of thread lock, but the bolts weren’t par ticularly dif ficult to undo.

Maybe they hadn’t been torqued up correctly. What I do know is that you don’t want them coming undone at motorway speeds, or worse still, trackday speeds!

In normal times I would have phoned around for quotes and had the centres powder coated black, but these times are far from normal and I am inherently impatient. So, gloss black wheel paint and heavy duty lacquer was ordered with the thought that if they didn’t come out great I could always get them done properly over the winter. I also ordered extra strength thread lock.

Pre p a r ation w a s re a son abl y easy. The wheels were in great condition, so it was simply a case of a light key of the surface with some 1,000 grit wet and dry paper and a thorough degrease. I gave the outer rims a deep clean and a good polish and wax to try and keep the dreaded brake dust at bay, or at least make it easier to wash off!

First I sprayed the rim centres, building up three or four good coats on each. I masked off the crest on my original plastic centre caps, and they had a couple of coats of black too. After a couple of days curing time, I gave the rims a light going over with some 1,400 grit wet and dry, washed and dried them and proceeded with the lacquer.

Again, one by one I layered about three coats on each of them and left them to dry. In the meantime, I took a small copper wire brush and WD40 to each of the 80 stainless steel bolts that hold the wheel rims together, ensuring all traces of old thread lock was removed before washing them in degreaser and drying them. As you can imagine, this took a while and my fingers were numb once I had finished.

Having researched the correct torque setting for the bolts, I dry assembled them all initially,

ensuring that the two parts of the wheel were correctly back together. I then removed each bolt, one by one, and applied the thread lock, each time torqueing them back up. I reinstalled the newly painted centre caps and finally refitted my now sparkling wheels to my pride and joy.

One thing on my car that always really stood out as in need of attention was the exhaust tips.

I have tried to polish them with various products, but I think they are just too far gone. A lifetime of neglect from the car’s previous owners perhaps?

It was also pointed out by my MOT tester that there was virtually nothing left of the clamps holding the rear silencer to the rest of the exhaust system! Another lockdown project then.

I found the replacement clamps online easily enough, although expensive for what they are.

Porsche tax I guess! The exhaust tip was really pricey, Porsche tax again no doubt, and my existing one is welded on. I could cut and grind through the welds without trouble, but could I really suffer that expense for a bit of stainless steel? Instead, prompted by Ian Jones’ article in April/May’s edition of All Torque, I decided it wouldn’t hurt if the little Boxster made a bit more noise.

I don’t really have the funds at the moment (thanks Covid-19) to go for a full system and all that goes with it, remapping etc, but I could justify a new rear box. I took to eBay again, and came across an unbranded stainless steel unit that promised to be a direc t replacement with a pleasant sporty sound and no drone at speed. The biggest selling point for me was that it actually worked out cheaper than buying two clamps and a tip from Porsche!

My new exhaust arrived within a couple of days, complete with new clamps, in a branded Top Gear box.

We cleaned up the original ‘U’ pipes and the connection to the cats on either side. Offering up the new muffler to the back of the car, it seemed to line up perfectly with the hanger on the back of the gearbox. We had to fabricate an additional hanger to bring the exhaust low enough to miss the heat shields, but otherwise all looked good. I fitted everything together and tightened it all up, repaired a loose heat shield that had been rattling and driving me nuts for as long as I can remember, and replaced the rear bumper … well, that’s what should have happened!

The first thing I did was to remove the rear bumper. You could get away without doing this, but I would cer tainly recommend it. With the bumper and heat shields removed the access is excellent, and the rotten clamps were quickly removed. With a few taps of a rubber mallet, the ‘U’ pipes were off on both sides.

There are mounts top and bottom on the factory muffler, and I was glad of my son Luke’s help with the top ones as his smaller hands managed to loosen the bolts with a lot less cursing than when I attempted it. With the old item removed I was really surprised to see how well it had faired with the British weather. It is a stainless steel unit, but even so, no splits or damage whatsoever.

On attempting to replace the PU cover of the rear bumper I realised that the tail pipes still weren’t sitting low enough, and were fouling the bumper. After a bit of cussing, we removed it all again, made a hanger 10mm longer and reassembled. It now all fits perfectly and sounds great.

Not exactly a ‘direct’ replacement as advertised but, if you have some very basic metalwork skills, it comes pretty close.

My little car has managed to keep me sane for a good deal of this unprecedented period, and for that I am extremely grateful.

Stay safe everybody. Apparently, I have gardening to do now the Boxster is finished!

29

REGIONAL ROUND UP R2

Scotland

R20

South Central

R4

Yorkshire

R8

Anglia & North Essex

R5

North West

R11

North London, Herts & South Essex

R3

North East

R12

Kent & South East London

R18

Cheshire & Staffs

R13

Thames Valley

R26

Shropshire & Mid Wales

R9

Surrey & Sussex

R6

South Yorkshire & North Notts

R21

Hampshire

R24

Peterborough

R23

Southern

R19

East Midlands

R22

Bristol, South West & South Wales

R7

Central

R2

R3 R4 R5

R18

R26 R7

R22 R23

R6 R24

R19

R8

R20 R13

R11

R21

R9

R12

SCOTLAND

scotland@tipec.net RO David Clelland • 07794 600 808 ARO (West) Neil Baird ARO (East) Tim Price Facebook: TIPEC Scotland

All monthly meetings have had to be cancelled and all of the classic car shows that we normally attend have also been cancelled. At the time of writing, no end is in sight for the lockdown, but hopefully once it’s lifted we can get out and about again and some runs will be organised, even if it means that we still have to observe social distancing and have a picnic lunch.

Meetings are held first Wednesday of every month 7:30pm for an 8pm start in the 007 bar, upstairs at Bo’Ness Motor Museum, Bridgeness Road, Bo’Ness EH51 9JR. www.motor-museum.bo-ness.org.uk (Meetings currently suspended.)

Regional sponsors: McLean and Stewart, Solicitors & ClipperTrek Motorhome Hire

I’d like to give some idea of events that have been planned for later in the year but without knowing what restrictions will be in place and whether there will limits on numbers gathering, it’s difficult to say. I’m not sure when our monthly meetings at Bo’Ness will start again or if a belated BBQ will be possible. Let’s hope that by the end of the summer matters will be much improved.

R2

At the March meeting we agreed that the Christmas dinner and party night would again be at the Selkirk Arms at the beginning of December and with a bit of luck that won’t be affected.

Sadly I report the passing of a long standing member of TIPEC Scotland – Peter Weston (76) of Loanhead.

RIP Peter Weston 1944–2020

First of all, I hope that everyone is well and that it won’t be too long before we can all get together as a club again. As you know we had some social get-togethers in the first couple of months of the year and everybody was looking forward to a busy summer attending shows with the odd weekend away planned. In reality, we managed to squeeze in a run to Moulin in the middle of March and then we were hit with the coronavirus lockdown.

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Peter was well known at home, and further afield, for his red 200,000+ mile Porsche 944 with which he won many a trophy for its general condition and highly polished engine.

A quiet spoken Yorkshireman, who was always willing to lend a hand, Peter carried out all his own maintenance and wasn’t averse to spraying his 944 with the odd rattle can or two. Engine changes or larger jobs were completed singled handed – all this despite a disability caused by a road accident in his youth. Peter would rather do the job himself than pay for someone else to do it – self-taught I think you call it!

As well as trophies, Peter was the recipient of a Member of the Year Award for his support and attendance at club events and car shows. An ARO in his time, until recently he would haul the club gazebo and regalia to shows in his trusty 944 and later his blue S2 Cabriolet.

Peter and his wife Alison were regular attendees at club weekends and parties, bringing a sense of fun and laughter – especially if a quiz night was included. A dedicated club member and good friend to many – Peter is sadly missed by all.

As soon as there is any news on any future events I’ll email everybody. In the meantime stay safe and don’t polish all the paint off your car.

R4

YORKSHIRE

yorkshire@tipec.net RO Laurence Parkin ARO Tony Hartley • 07714 822 808 Facebook: The Independent Porsche Enthusiasts Club Yorkshire Meetings are held third Monday of every month 7:30pm at The Red Lion, Main St, Burley in Wharfedale, Ilkley LS29 7BT. (Meetings currently suspended.)

R3

NORTH EAST

RO Derek Ellison • 07862 794 149 derekdse123@aol.com ARO John Tomlinson • 07595 166 187 Meetings are held on the first Tuesday of the month from 7pm at The Old Farmhouse, Darlington DL2 1JZ.

R5

NORTH WEST

RO Colin Hammerton • 07500 908 091 col.hamm@hotmail.co.uk ARO Richard Sholl • 07970 147 779 n22rks@googlemail.com ARO Dave Gort • 07800 825 241 davegort@icloud.com ARO Joe Turner • 07599 100 151 joe@joesshineshop.uk ARO Cumbria Dean Mason • 07599 015 694 deanthediver@gmail.com Meetings are held on the second Monday of the month from 7pm (with club business dealt with at 8pm) at The Bowling Green, Preston Road, Charnock Richard PR7 5LA. (Meetings currently suspended.)

Roll on the drier, lighter nights after lockdown when we can get out and kick a few tyres.

Just before lockdown was enforced, a quick Facebook post saw 15 NW Porsches arrive at McDonalds on the A59 for a drive-through breakfast. We ate our breakfasts separately, observing the 2m social distancing rule.

From here we had a spirited drive to Ribblehead Viaduct for the obligatory photoshoot. From here we carried on to Hawes, Sedburgh finally stopping at Kirby Lonsdale to stretch our legs.

Once again the 2m rule was observed.

We had a fabulous day out and were very lucky to get this run in.

R18

CHESHIRE & STAFFS

RO Chris Hulme • 07775 794 291 chris@claytonhulme.co.uk ARO Stefanie Mahan • 07776 132 389 ARO Gareth Aldridge • 07881 228 944 gj.aldridge@yahoo.co.uk ARO Ian Highfield ianhighfield@talktalk.net facebook.com/groups/TIPEC.CS Meetings are held on the third Tuesday of every month at 8pm at The Kilton Inn, Warrington Rd, Knutsford, WA16 0PZ. (Meetings currently suspended.)

As you will all know via my emails, Facebook page and our NW web page, all other events have been cancelled or postponed until further notice.

Please keep your eyes peeled for updates as and when restrictions start to be eased. We are planning a big North West get together and BBQ to celebrate once the time is right.

For now stay home, stay safe and I look forward to seeing you all soon.

NW members on their last run before lockdown

All the following dates are on hold or cancelled until further notice.

I start my report sat at home on furlough in these very strange times. I’m sure you’re all champing at the bit, wanting to get out and drive!

June 7th (Sunday) Beaulieu Simply Porsche, TIPEC Annual show (Cancelled)

All we can do in the meantime is polish our Porsches and do those little jobs we’ve never got round to. I hope everyone is keeping safe and staying sane.

June 8th (Monday) Club Night at The Bowling Green

In March we enjoyed the annual RS Day at Oulton Park. The weather gods smiled on us, unlike last year! We had a very large Porsche turnout at Lymm services for breakfast, before convoying down to Oulton Park. We were met at Oulton by some other NW members and a few members from C&S Region.

The Unique Porsche Specialists ‘catering team’ did us proud and kept us fed and watered all day with bacon/sausage butties and brews. Big thanks from us all to Darren, Darren, Rob & John.

There was a fabulous array of Porsches in attendance from early 356 to brand new 991.2 GT3RS. Unusually there was also a good number of transaxles on track, a sign maybe that their popularity is growing. Amongst all the Porsche splendour in the paddock there was also a beautiful Carrera GT. The weather was absolutely atrocious for our March club night at The Bowling Green, but we still had 40+ people in attendance. You guys and gals never cease to amaze me. We also had a couple of new members, Paul & Mo, come along for their first time.

June 12th (Friday) Chippy tea run and Friday feast June 21st (Sunday) Annual longest day run July 3rd (Friday) Blyton Park trackday July 5th (Sunday) Cumbria Auto Show July 12th (Sunday) Jasmine Porschalink open morning and run July 13th (Bank holiday Monday) Club Night at The Bowling Green July 18th (Saturday) Italian night TBC July 31st–August 2nd (Friday–Sunday) Silverstone Classic August 2nd (Sunday) Breakfast meet, destination TBC August 10th (Monday) Club Night at The Bowling Green

The Easter egg hunt, from a past year

What can I say we have been up to in our region recently? Well, other than key workers we have all being staying safe at home and as far away from potential covid-19 exposure as possible … and for that we thank you all.

Lockdown has given many of us chance to get our much loved beauties ready for when we are ‘allowed’ back out. For those on our Facebook page you will have seen how region members have being tinkering. It is nice to see members ‘projects’ coming along nicely. There has also been some (much) cleaning occurring over the region and we have many gleaming porkers waiting patiently to hit the open roads. I am sure we will be mile munching soon enough and welcoming the open roads before we know it.

All fixtures and fittings (show displays exempt) will be rescheduled as we are able, and our younger members will be pleased to know that the Easter Bunny is on standby for a rescheduled egg hunt too. Your regional organisers are working hard planning new events too. Barry has liaised with those who were going to Le Mans Classic 2020 – if you haven’t heard from him, do get in touch as I am pleased to report that the classic is rescheduled for July 2021. I am still just as excited about this epic road trip.

We didn’t let lockdown stop us holding our monthly club night – we saw many members join our virtual meet from their living rooms – or from a 944 Turbo cabin in the case of Gareth and I! It was lovely to see everyone safe and well.

Gareth and I were only 10 minutes late, which is not bad for us! With the chat continuing late into the evening and Stef nodding off on the sofa (yes we had gone inside by then) it was a success. See you all next club night – please see emails from Chris for the meeting link.

33

Unlike our last few months reports, where I have too much too write about, this one feels very limited. The one thing I ask is that you all please carry on staying safe and following Government guidelines. We will soon be on the other side and enjoying our Porsches again before we know it.

As I am writing this some region members are preparing for the ‘stay at home’ Classics for Carers show instead of Donnington Historic.

If you can’t go to a show and you have lovely polished Porsches, what better way to support our NHS and carers?

Finally I would personally like to say a massive THANK YOU to the region members who have kindly donated car seat covers for myself and colleagues within the Palliative Care Community Team to protect our personal vehicles during this pandemic, they are gratefully received by all.

R26

S HROPSHIRE & MID WALES

RO Richard Simmons • 07972 811 221 richardjjs@yahoo.co.uk ARO Mick Duckworth • 01952 411 697 mickduckworth156@hotmail.com ARO North Wales Vinny Jones vinnyckjones@hotmail.com Meetings are held first Tuesday of every month from 8pm at the Fox and Hounds, Wytheford Road, Shawbury, Shrewsbury SY4 4JG. (Meetings currently suspended.)

R8

A NGLIA & NORTH ESSEX

RO Ian Jones • izzy.spyder@sky.com ARO Adam Jiggins • adamjiggins69@gmail.com Treasurer Yvonne King • yvonneking@hotmail.com facebook.com/groups/618348854957396 Meetings are held fourth Tuesday of each month from 7pm at The Woolpack, Fornham St Martin, Bury St Edmunds IP31 1SW. www.thewoolpackfornham.co.uk 01284 753 380. Secondary meeting second Tuesday of each month from 7pm at The Alma, School Road, Copford, Colchester.

CO6 1BZ. www.thealma.org.uk (Meetings currently suspended.)

Yes, the events list has been decimated for much of the summer but they’re only postponed not cancelled so we have detailed below some of the events that we’ll be putting dates to as soon as we are able.

Third Tuesday of each month Club night at the Kilton Inn from 8:00pm Second Sunday of each month Sunday Service Breakfast meet and drive out Regional events organised by the club • WeissachUK (Byley, Middlewich) for breakfast and workshop tour & chat • Anglesey Transport Museum (Tacla Taid)

Looking forward to revisiting the dams when we can

Well, we’ve all obeyed the rules and not gone out.

Hopefully the region will recover and we will all soon be able to meet at the Fox and Hounds again on the 1st Tuesday of the month. This was written at the beginning of May when things where still pretty bad. As a very small region July 7th at Fox and Hounds looks good – bookings only.

• Caffeine & Machine, Stratford upon Avon • Burgers & Spanners – a chance to fettle the cars together!

• Autobrite (Stoke on Trent) for a general meet and presentation on cleaning and detailing • Cosford Air Museum – where we are usually able to arrange a photoshoot with all the cars lined up under the wings of the planes • Frost Restoration (Glazebury, Warrington) for a meet up and presentation on all those other restoration jobs you can do yourself!

• Portmeirion – a little Italian village in Wales to be part of an overnight trip • Sleap Airfield (Nr Shrewesbury) to enjoy a very hearty breakfast on a Sunday morning ahead of the days drive Events organised by third parties • Anglesey open pitlane trackday – details TBC, please contact Chris if you wish to attend • Curborough Sprint Course – trackday for beginners and those that enjoy driving fast in a safe environment • Tatton Park Classic Car Show – we are aiming for 45 cars each day over the weekend AT 141

Looking forward to another run down the dams when they are full and hopefully the weather as good as it was in April. This is the hottest April on records and we are all locked down with our beautiful cars stranded outside.

Angelsea is another destination for later this year with that great view from the Menai Straits.

The North Wales area has come to nothing but hopefully we can look at having a area meeting up there next year.

Porsches on the Prom would have been a nono – luckily we didnt spend too much time on the proposed replacement at Rhyl – maybe next year when we can spend a bit more time making sure the council dont make it impossible for a safe meeting.

The Midland-ish Meeting at Weston Park is still on but may need to be moved on a week to the 4th of October as Simply Porsche looks as though it might be the earlier weekend. Its all up in the air but maybe a meeting could go ahead.

So dates are impossible – but life goes on. Keep safe and hopefully we will be able to go on a run sometime. Fish and Chips could be the first meeting for our region, at the A41 at Tern Hill, even if social distancing is still in force.

Virtual club meetings on Zoom!

With lockdown in full force and several of our members confined to home, it has been an ideal opportunity to do those jobs that had been put on the back burner. I know of several members with too much time on their hands who are putting this towards work on there porkers.

Dashboards, exhausts, oil separators, rattles, wheels and lots and lots of detailing going on.

The Beagle, in Sproughton near Ipswich, is the proposed replacement for both the Alma and The Woolpack. This is closest point to the epicentre of the area for our attending members, with easy access, parking and good food. Of course this is subject to its own survival after lockdown!

We had our first virtual club meeting which went off well. A little chaotic to start with, but overall it worked well and we had a great turnout.

With events both national and regional affected by postponements and cancellations it is very difficult to plan ahead this year. Once restrictions are lifted we will get the ball rolling with some drives out, as I’m sure it will be a gradual lifting and amongst the last will be social gatherings.

Pre-booking of events has certainly been affected. With the uncertainty of cancellation and how you stand with refunds, it appears that a lot of people are refraining from committing at the moment.

A few of us have had our bookings for Le Mans Classic pushed back to 2021 as its classed as a postponement not a cancellation. I’m sure everyone has been affected on the shows and trips front.

I know Bicester Scramble are stacking bookings until they reopen, so even if this happens by the end of the year you will not be able to get in as the tickets are already sold! Fingers crossed everything will come out in the wash.

Our Wales trip is looking doubtful and will need to be rearranged either later this year or for 2021.

We will be holding a virtual meeting on the second and fourth Tuesday of every month until further notice at 8pm via Zoom. Members will be emailed, and our Facebook members are welcome to join in with the mayhem. The one great knock-on effect of the lockdown is that our Facebook membership has exploded! Best wishes and stay safe

R24

PETERBOROUGH

peterborough@tipec.net RO Stuart Wand • 07725 328 183 ARO Sunny Hoyle • 07976 931 621 ARO Neil Kenefec • 07709 932 627 facebook.com/groups/PeterboroughTipec Monthly meetings are held second Wednesday of every month from 7pm at The Haycock Hotel, London Road, Wansford PE6 8JA. (Meetings currently suspended.)

As we experience this weird world of social isolation with no foreseeable end, we turn to other means to communicate – namely Zoom.

Virtual meetings have been mooted for a while but with Jason Gibson’s encouragement we finally set up our first. After some inevitable technical issues we all managed to hook up.

These meets allow some club ‘wallflowers’ to really bloom. We learn interesting things about club members which may normally remain hidden. Learning about after dinner speaking, guitar collections, home-cooked cuisine, wine collections and the status of home improvements to name but a few. It also allows people to partake in their tipple of choice with having to worry about drink driving! Let’s just say that these meets have been quite unruly events but anything to lift the spirits is good for everyone. Thanks Lighty!

The only European trip remotely likely to happen this year will be a trip to the Circuit des Remparts d’Angoulême in September. Hopefully covid-19 will have calmed down by then. This is an annual classic car race which see classic cars hurtling around the ancient, twisting roads of the pretty hilltop town of Angoulême. The Circuit des Remparts is a highlight in any historic racing enthusiast’s diary. Fingers crossed this will be able to run. If the event is cancelled or postponed, but travelling in France is available, we will look to do a road trip. Routes to be decided nearer the date, but ideas appreciated.

As everyone will be aware, all club meets have either been cancelled or postponed until further notice.

R19

EAST MIDLANDS

east.mids@tipec.net RO Jim Stevens • 07879 885 260 ARO Mark Frearson Meetings are held first Wednesday of every month 7pm at The Packe Arms, Rempstone Road, Hoton, Loughborough LE12 5SJ. (Meetings currently suspended.)

R7

CENTRAL

tipeccentral@outlook.com RO Lindsay Brown • 07768 442 050 ARO Steve Jones • 07775 581 044 ARO Neil Smith • 07899 961 429 Meetings are held second Monday of every month 7:30pm onwards at The Bull’s Head, Birmingham Road, Shenstone WS14 0JR. www.vintageinn.co.uk/thebullsheadshenstone (Meetings currently suspended.)

As you have read on Facebook or in the emails that have been sent out, all our events have been cancelled until further notice. In fact I have nothing to report on since the last issue of All Torque as lockdown began just as it came through your letterboxes. At the moment I’m not even sure if there will be another club night this year, but I’m hoping there will be.

Le Mans classic and the Resto Show, along with many other events, have either been cancelled or postponed. For those that have been postponed we will publish the new dates as soon as we are informed of them. Even the Olympics have been postponed until next year.

I know from corresponding over social media that many of you have SORNed your cars. If they are not being used for a long period of time just make sure they are connected to some form of battery conditioner as there’s nothing worse than a flat battery when you finally come to use your car. Also make sure you move your car every now and then just to stop you getting flat spots on your tyres.

With many of us at home on furlough we will have had plenty of time to fettle and clean our Porsches, so when they do reappear they should all be absolutely spotless and polished to within an inch of their life with all those ‘I haven’t had time to do’ jobs all done. I myself have been doing a few little jobs on mine that I had been putting off.

All we can hope for at the moment is that 2021 will be a better year and we can get back to our regular club nights and out to attend events. If any events catch your eye please let us know and we can look into getting information to attend.

I won’t list any events below, but as soon as we are released from lockdown I will share dates on Facebook and get emails sent out. I wish you all the best and look forward to seeing you all at the eventual end of the lockdown. Please keep safe.

R11

N ORTH LONDON, HERTS & SOUTH ESSEX

NLHSE@tipec.net RO Vince Dallimore • 07798 630 649 ARO Peter Musk • 07734 769 953 facebook.com/groups/1217447545000223 Three informal monthly meetings: First Sunday 10:30am (open marque) at The Goat Inn, Vicarage Causeway, Hertford Heath, SG13 7RT. Second Saturday 7:45am at South Mimms services car park (near the exit to fuel), for a drive to White Elm Garden Centre for breakfast and an optional country drive out. Please confirm attendance in advance, we will leave sharp at 8am. Last Monday 6pm (Porsches only) at The Ace Café, Ace Corner, off the A406, Stonebridge, London NW10 7UD. As everyone is aware, the covid-19 crisis has curtailed our meeting activity until further notice. Our North London Facebook group provides an easy way to keep in touch in the meantime.

One from The Ace Café this time last year

Surprisingly, we have had a number of new members join our region since the lockdown began. I surmise that with time on hands, people are looking for ways to stay in touch. We could convene a club night chat using Zoom, I’d be interested to hear members thoughts?

Our North London Herts, South Essex Facebook group now has 60 members registered; events are posted there for your convenience, as well as being noted in All Torque. Find and ask to join the Facebook group for our region at www.facebook.com/groups/1217447545000223 Peter and I can be contacted via our club email address, NLHSE@tipec.net but due to the lack of feedback from members over the years, email is no longer used by us for general communication.

I have contact with Laura at The Goat and I’m sure she will let us know when she is able to offer catering and beverage services as the lockdown is gradually eased. Venues like The Goat will be in desperate need of support to aid recovery from the business interruption.

The Facebook group ‘Classics at the Goat’ remains active, and some interesting videos and reminiscences have been posted recently.

I will maintain contact with Pistonheads Essex for any changes to the current lockdown rules and updates on their regular breakfast meets.

The Ace Café are keeping in touch with customers via their Facebook group as well, take a look if you’ve any time on your hands.

Our regional events diary is suspended until further notice.

R6

S OUTH YORKSHIRE & NORTH NOTTS.

RO & ARO wanted urgently Meetings are held first Sunday of every month at 7pm for 7:30pm start at Ye Olde Bell Hotel, Barnby Moor, Retford, Notts, DN22 8QS Keep up to date at www.synn.org.uk or look for us on Facebook as ‘Porsche Enthusiasts Club - South Yorkshire & North Notts (TIPEC)’ R12

K ENT & SOUTH EAST LONDON

kent.sel@tipec.net RO Paul Greer • 07799 412 870 ARO Stuart Watson Meetings are held first Monday of the month from 7:30pm at The Moody Mare, 501 Seven Mile Lane, Maidstone, Kent ME18 5QY (On the B2016 road near Mereworth) (Meetings currently suspended.)

Regarding events that we are going to miss or have missed, we are hoping to reschedule as many as we can throughout the year as time will permit. As soon as we are able to, there will be several drives out which I guess most, if not all, would welcome.

Stay safe and well. We are very much looking forward to seeing you when we return to the new normal!

ALL BELOW DATES TBC. June 1st (Monday) Club night at The Moody Mare, ME18 5QY June 27th (Saturday) Summer car health check at Porsche Tonbridge, TN11 0QN July 6th (Monday) Club night at The Moody Mare, ME18 5QY July 19th (Sunday) Drive out and breakfast club August 3rd (Monday) Club night at The Moody Mare, ME18 5QY August 16th (Sunday) Drive out and breakfast club

R20

SOUTH CENTRAL

south.central@tipec.net RO Nick Papé • 07801 881 170 ARO Gary Howard • 07856 723 196 Instagram: @tipecsouthcentral Facebook.com/groups/southcentraltipec Meetings are held first Thursday of the month from 7:30pm at The Green Man, Lavendon MK46 4HA. (Meetings currently suspended.)

R13

Our November visit to Paragon

On our last club night on Monday 2nd March we were joined by Jamie & Jason from Porsche specialist Paragon. They kindly gave a great presentation on the services that they are able to offer from their site in Five Ashes, East Sussex and the level of work that is undertaken before a car is allowed to be offered for sale and carry the Paragon name.

THAMES VALLEY

thames.valley@tipec.net RO Andrew Harris • 07812 146 999 ARO Graham Driver • 07799 625 279 ARO Jason Gibson • 07958 459 725 Meetings are held second Tuesday of every month 7:00pm at The Bell & Bottle, Bath Rd, Littlewick Green, Maidenhead, SL6 3RX. (Meetings currently suspended.)

AT 141

We had eight cars and 13 people leaving Sutton Scotney and a total of 22 cars and too many people to count at for breakfast at Goodwood.

A fantastic morning out. A big thank you to Steve and the Hampshire region for organising the event and booking the tables, hopefully this event will be back on the menu later in the year!

We decided, due to the ever changing situation with Coronavirus, that we would postpone our drive out and breakfast meeting with South Central region at the Akeman Inn, planned for Sunday 29th March. We are just not meant to enjoy a ‘posh’ breakfast at the Akeman!

Thames Valley and South Central will look to put this on the calendar at some point during the year so please keep an eye out for our emails, this is always a good morning out and the eggs benedict? Hmmm … yummy!

The Club’s Annual General Meeting, planned for Sunday 5th April, will go ahead later in the year with a provisional month of October in mind. We will keep you advised accordingly.

Our March meeting at the Bell & Bottle was another busy one, possibly the last one at the Bell & Bottle for a little while. However, this didn’t stop us from having a gathering in April.

Jason organised a quiz night via Zoom from the comfort of our living rooms. A very good evening with many of you coming online and joining in including one of our friends, Andrew Cremona, joining us from Estepona in Spain!

June 7th (Sunday) Simply Porsche at Beaulieu – postponed June 9th (Tuesday) Club night at the Bell & Bottle TBC June 21st (Sunday) Summer Picnic and drive out to the Vyne – TBC June 21st (Sunday) Bicester Heritage Sunday Scramble – postponed until October 4th July 14th (Tuesday) Club night at the Bell & Bottle – TBC July 19th (Sunday) Sunday morning breakfast and drive out – TBC July 31st–August 2nd (Friday–Sunday) Silverstone Classic – not, as yet, postponed

We had a great turn out at The Moody Mare for this event. We are looking at arranging more guest speakers for the darker months of the year.

As for our April and May club nights, these were cancelled due to the current situation we all find ourselves in.

March started with a breakfast gathering at the Motor Circuit Café, Goodwood. This was a joint gathering with our friends from the Hampshire region along with a few members from Surrey & Sussex. The Thames Valley members met at Sutton Scotney services for 8am in readiness for a prompt departure followed by a ‘safe but spirited’ run, arriving at Goodwood for 9:45am.

August 11th (Tuesday) Club night at the Bell & Bottle Car park gathering at The Motor Circuit Café

August 22nd–23rd (Saturday–Sunday) Boxengasse www.boxengasse.com/oilcooled20

Please keep an eye on our diary page of the website at: www.tipec.net/regions/thames-valley We have lots of events coming up and it would be great to see you. Don’t forget about our Facebook page too – Thames Valley Region – Porsche Enthusiasts Club.

R23

SOUTHERN

RO urgently wanted ARO Jim Tarrant • 0120 260 1886 jim.tarrant@consequia.com Meetings are held first Tuesday of every month from 7:30pm at The Old Thatch, Wimborne, Dorset BH21 7NW. (Meetings currently suspended.)

What strange times we find ourselves in. I hope you are all safe and well and managing to get at least some enjoyment out of your cars – even if that is just a very thorough cleaning. Obviously meetings and events for the foreseeable future are canceled or postponed but hopefully things will improve soon.

July 19th (Sunday) – cancelled Sherborne Castle Classic and Supercars www.classicsatthecastle.co.uk

If anyone has any words and/or pictures of what what they've been up to with their cars, please do email them to me for publication.

July 31st–August 2nd (Friday–Sunday) Silverstone Classic www.silverstoneclassic.com – discount available to members

June 2nd (Tuesday) – cancelled Club night at The Old Thatch, Wimborne June 7th (Sunday) – postponed Simply Porsche at Beaulieu www.beaulieu.co.uk/events/simply-porsche June 13–14th (Saturday–Sunday) Postponed to September 19–20th Le Mans 24 Hours July 7th (Tuesday) – cancelled Club night at The Old Thatch, Wimborne July 9–12th (Thursday–Sunday) – postponed Goodwood Festival of Speed

Random photo from times past, circa 2007

July 17th (Friday) – cancelled Weymouth Porsches on the Prom

July 28th (Sunday) Family Sports Car Day, Castle Combe http://bristolmc.org.uk/fsd-profile

August 8–9th (Saturday–Sunday) Beaulieu Supercar Weekend www.beaulieu.co.uk/events /beaulieu-supercar-weekend August 4th (Tuesday) Club Night at The Old Thatch, Wimborne August 16th (Sunday) Hampshire Classic Motor Show, Breamore House www.classicmotorshows.co.uk/breamore-house August 23rd (Sunday) – TBC Southern Region BBQ, Anderwood, New Forest August 28–30th (Friday–Sunday) Chris Evans’ CarFest South www.carfest.org/welcome/welcome-to-carfest-south

JOIN THE CLUB at www.tipec.net TIPEC membership is £40 for one year or £60 for two years * £45 per year in Europe and £50 per year Rest of World

37

August 29th (Saturday) Canford Classics Porsche Pull-In Please visit our region’s part of the website at www.tipec.net/regions/southern as we are always updating our events page. Members will also receive email notifications of upcoming items.

R9

SURREY & SUSSEX

adjusting bolts were seized and a locating clip was broken. The bolts were eased with copious amounts of WD40 and the £5 clip purchased through eBay. Good to see a few comments on Facebook as members find ways to entertain themselves, please keep the clips coming.

June 10th (Wednesday) Club night at The Bolney Stage

surrey.sussex@tipec.net RO urgently wanted ARO Michael Bowden • 07724 016 592 ARO Chris Cook • 07840 984 196 facebook.com/groups/ tipecsurreyandsussex

June 20th–21st (Saturday–Sunday) Bristol Classic Car Show

B RISTOL, SOUTH WEST & SOUTH WALES

RO Sue Simmons • 07530 312 700 sue.simmons1@gmail.com ARO Debs Bradshaw • 07423 436 503 debbradshaw@sytner.co.uk ARO Sarah Hughes (South Wales) ARO Ian Marsh (new meeting area) Meetings are held first Tuesday of every month from 6:30pm at The Plough, Pilning, Nr Bristol BS35 4JJ. www.theploughpilning.co.uk And second Wednesday of every month from 6:30pm at The Keepers Cottage Inn, Cullompton EX15 2EB. (Meetings currently suspended.)

June 21st (Sunday) The Deer Hut, Charity Classic Car Day June 21st (Sunday) Bromley Pageant of Motoring

Meetings are held second Wednesday of every month from 7:00pm at The Bolney Stage, London Road, Bolney RH17 5RL, 10 miles south of Crawley off the A23.

(Meetings currently suspended.)

R22

July 2nd–5th (Thursday–Sunday) Le Mans Classic (deferred to 2021) July 5th (Sunday) Three clubs breakfast meeting Porsche/Mercedes/BMW (under review) July 8th (Wednesday) Club night at The Bolney Stage (under review) July 9–12th (Thursday–Sunday) Goodwood Festival of Speed (postponed) July 19th (Sunday) Classics at Sherborne Castle (deferred to 2021)

Fettling the Cayman rear suspension

Along with all other regions we have been respecting the current lockdown and all events listed below are subject to change or cancellation.

Hope to see everyone out and about as soon as it is safe to do so.

This year’s tour of Mid-Wales for our Weekend of the Year has been cancelled and deposits refunded, we hope to re-book the same event for next year.

Our newly acquired 944 needed a little fettling of the rear brakes, including correcting the lack of Gmund qs 30/6/08 16:49 Page 1S has had an effective handbrake.

Chris’ Cayman a problem with misaligned rear suspension, the

July TBC Deutsche Fest (deferred to 2021), Brands Hatch August 9th (Sunday) Cranleigh Classic Car, Bike Show and Autojumble (under review) August 12th (Wednesday) Club night at The Bolney Stage (under review) August 15th (Saturday) Capel Classic and Auto Jumble (under review) August 31st (Sunday) Bexhill 100 Classic & Custom Car Show

Our nominated charity, Great Western Air Ambulance

As I write this update at the end of April we are in our sixth week of lockdown from this horrid COVID-19 pandemic that has affected every part of our lives and every part of the world.

I hope that by the time you actually read this we may know a little more about how life can start to return to a point where we can at least visit our loved ones and start to do some of our normal activities – but I expect it to be a gradual and longer wait before we are able to hold big meetings and large social events.

I truly hope that those of you that have been poorly or have had family members affected, or worse than that have lost loved ones, are managing to cope.

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It has been sad to see the number of events and the associated fundraising that has been lost during this time so I hope that when events are reinstated we can all support them in even greater ways than before.

It has been a good time to plan ahead though and we now have a great trip planned to the new Isle of Man Festival of Motoring event in September 2021. There are around 26 people already booked and anyone that had trips planned with Scenic during this crisis has been able to transfer money to the new booking. If you are interested in joining this trip please get in touch with me.

I was delighted that when Sherborne Castle refunded the booking fees for July several of you asked me to pass it on to The Great Western Air Ambulance – this region’s nominated charity – thank you!

I am hoping we can still look forward to the planned pre-Christmas break at The Metropole – fingers crossed.

Anyway, to quote Vera Lynn: “We’ll Meet Again some sunny day” – ’til then stay safe and well and I can’t wait to see lots of you soon.

R21

HAMPSHIRE

hampshire@tipec.net RO Members collective ARO Andrew Morle • 07450 435 347 Facebook.com/groups/361024217594761 Meetings are held first Wednesday of every month from 7pm at The Hinton Arms, Petersfield Road, Hinton Ampner, Alresford, Hampshire SO24 0NH. (Meetings currently suspended.)

A couple of you rose to my challenge to write an article for this magazine and I hope more might follow as journeys start to be possible again. Or perhaps articles on what jobs were able to get done on your cars during the lockdown?

Whilst it may be a while before even our monthly meetings can resume I would welcome any alternative ideas about how smaller groups of members may be able to do a drive out once restrictions allow. Send me any suggestions that still allow some social distancing – polite ones please!

NEW S

DATE

TION STORA NECRE

There was a great turnout at our March club night at The Hinton Arms. We were joined by some new members, Michael and Karen Cowen and possibly our youngest member, Morgan.

We had a break in the rain for our Sunday Breakfast meet at The Goodwood Motor Racing Café. We arrived to find the main car park full of dismantled marquees. This resulted in everybody parking separately.

Safely parked up we all went for breakfast and we had the top floor of the Café which is situated in the old control tower to ourselves. We were joined by members of the Thames Valley Region.

There were over 30 members who came along and 20 Porsches in total!

After our breakfasts and coffees we got together and moved our cars to a large empty car park.

Here we were able to get some group photos and the opportunity of looking at the large variety of Porsches and talking to their owners.

Unfortunately this was the last event that we held before the restrictions due to the Coronavirus. All future events have been postponed for the time being. We hope to reschedule them when the lockdown is lifted, whenever that may be, and look forward to meeting up again.

March’s club night at The Hinton Arms

Further updates can be viewed online through our region’s page on the club website at www.tipec.net/regions/Hampshire

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