I supplied an agreed insurance valuation for a nice 1982 Porsche 911 SC yesterday. It was a bittersweet moment for the owner: the valuation was for more than he was thinking, but our valuation discussion was a precursor to the impending sale of the car later this year.
The owner had spent a small fortune on the car in the last two years, including £8k with Historika on replacing the suspension and brakes, plating and powder coating the parts that would be re-used and fitting a lot of new parts. He spent over £2k plus materials on the usual rust repairs and then another £2k with Autofarm on a service plus underbody steam clean and waxoyl rust inhibitor treatment.
Add another £2200 on a gearbox rebuild, a bit more on SSIs and you’re getting up for £15k spent on the SC in recent years, so the car is now just about done and in better condition than the average SC of a similar age. Having done all that work, why sell now?
“Since I got it I’ve poured money into it, just short of full restoration, but I’m a new dad with another on the way and thought I could be one of the young IB crowd that could keep the car through kids. Turns out it’s harder than I thought.
“Recent new car seat rules are the killer: Rear facing to 15 months and then some sort of booster until they are quite old. I’m heading towards two kids under two: the SC is a third car and the Mrs wants something she can enjoy also.”
Kids and old Porsches go together like cheeseburgers
Having been through this whole thing when my kids were little, I did the same thing any 911 guy would do and told him to keep the SC and get a Polo or something to run the kids around in. I kept my 911s right through having little kids and wouldn’t dream of selling an air-cooled car just because kids came along, albeit I would be lying if I said it was always easy.
I’ve done the daily school run for at least one child over the last eighteen years and the 911 was always a popular choice when my kids were small. Many nursery pickups were done in the SC despite the mums’ cautioning that “the Porsche will have to go now you have three.” Err, no. I just bought a 5-door Polo and ran that when I didn’t want feet scratching the SC’s leather seatbacks. ‘Shoes off in dad’s car’ was the order of the day.
Child seats in the 20th Century
When I was a kid in the 1970s, there were six children in my family (Irish) and my aunt lived nearby, with three kids and no car. We had a Peugeot 504 Family estate: three rows of seats and not a belt to be seen. All thirteen of us would regularly pile into the Peugeot to head off to my grandmother’s.
Years later, I had my own kids and the child seat laws were a little more rigorous. I did my best to fit proper Porsche seats into the 911 SC Cabriolet I had at the time and the best option was the Porsche Prince seat: a drop-in insert that fitted coupe rear seat wells but struggled with the Cabriolet’s more upright seat backs. Eventually, I either took just one in the front in the Prince or on a Porsche booster, two in the back using the normal lap belts, three using a combination of both or they all stayed at home. My wife has never been one for old Porsches, so no need to take her along…
EU/UK Child Seat Laws 2019
Don’t take the following as full legal advice, as I am not an expert and I accept no liability for you not doing your own research! However, according to a quick look at RoSPA (The Royal Society for the Prevention of Accidents) and the RAC, the current child seat laws seem to break down like this:
Children must use a rear-facing seat until they’re 15 months old. Rear facing seats must not be used in front if there is an active airbag on the passenger side of the car.
Once your child gets to 15 months old, their neck is deemed strong enough to go in a front facing seat, which must be mounted using ISOFIX mounts or a diagonal seat belt. Kids aged 12 or older or those who are taller than 135cm do not need to use a child seat. Children under 12 years old or shorter than 135cm must use a child seat.
Kids over 12 years old or more than 135cm tall must wear a seat belt. Those weighing more than 22kg and taller than 125cm can use a backless booster seat. For smaller children, a high-backed booster seat (like the Porsche ‘Plus’ below) is recommended, as a booster cushion alone will not protect them in a side impact. A child aged three or older may use an adult seat belt if making an ‘unexpected but necessary journey’ over a short distance.
Child Seats versus older Porsches
There are EU requirements laws relating to seat approval which apply to seats made after March 1, 2017 and you should read up on these. Seats manufactured before this date can still be used based on the previous legislation, so let’s assume that your actual seat ticks all the legal boxes.
The only option if your child is fifteen months or younger is a rear facing seat. My experience says that there is no hope of safely fitting one of these into the back of a Ferry-era Porsche, therefore it has to go in the front and the car has to be fitted with no active airbag.
If you have an air-cooled 911 (964 or 993) with a non-switchable airbag, then you need to take the bag out (good luck with that) or you are using another car. Anyone in pre-airbag models is sitting pretty: none of my three Porsches have airbags. 996 and later 911s have a bit more space to play with so most solutions should be OK in there, but you may still struggle with rear legroom/footroom.
Over fifteen months, you can get them in forward facing seats. If you have an older 911 coupe, then there are a few options for forward-facing seats in the back. The Maxi-Cosi Rodi XP has worked well for some and the Porsche Prince is one I recommend. The Prince was made by Britax Römer for Porsche (I had both Römer- and Porsche-badged examples) and works with a seat back and detachable “table”, pressed into the seat back using the seat belt.
Now for a cautionary note. You will love the Prince as it opens up a whole world of car fun with the kids and seems to look cool in situ: it has a very Porsche-like appearance. The table top is also a great place for their head to lie on when they want to have a sleep. However, I had two kids in Prince seats and I can’t say either of them were overly enamoured with them.
Orla G in a Porsche Prince child seat (911 SC Cabriolet)
The Porsche Prince seat is a bit claustrophobic – especially in the back of a Cabriolet – and a right faff to fit with anything other than diagonal inertia-reel seat belts, which my Cab did not have. Be prepared for your kids to hate these seats and keep your cool if that is the case. You don’t have to sit in them and mum’s/dad’s “other car” is quieter with better seats and probably decent air con too. Don’t expect miracles straight away.
A tired Ciara G about to have a snooze in the SC at the Stamford Hall VW Show
I occasionally used these seats without the table when my kids were bigger and they were happier like this but, while the Prince variants worked quite well, they were not perfect. A hardback Audi front-facing seat (pic above) that also had a lap table, which I used in the front of the SC, had height-adjustable clips on either side of the backrest to take the shoulder belt at a nice angle and all three daughters were happiest in this. I was perhaps happier with the risks of using a less than optimal seat than you might be – I never went flat out anywhere with the kids in the car – but it will be up to you to decide whether it fits your comfort zone.
Child Seat Summary
The upshot is that, if you only have one child to move, then anything is possible and it should not be too much of a problem. If you have two to move, then it gets interesting: especially if the Mrs wants to come too. That said, if your old Porsche is a third car and either of the other two work for moving kids, then I don’t see why the Porsche has to go. Kids don’t stay kids forever. Note also that whatever cash you get for your Porsche car will disappear in a heartbeat and getting back into one will be a lot more expensive down the road. “Don’t sell your dream,” as my friend Leonard very wisely told me.
I understand why the SC owner is putting his car up for sale, but I still think it’s a mistake to sell due to kids. Macan and Cayenne took off because they are great for moving kids if you simply must have a Porsche badge, but they are no substitute for the old ones. I did 50k miles including countless school runs in my Cayenne S. I eventually sold it, but still have the classics.
What about you: how are you moving your brood? Let me know in the comments – happy to add any appropriate pics to the piece.
Featured photo courtesy of Greig M – many thanks!
Ferdinand blogs my freelance adventure with Porsche at the centre. To support the blog or engage with me in other ways, you can:
Following a retreat from the peak prices of 2015/16, the classic Porsche market worked hard to regain some momentum and settle back into a groove through 2017/18. Auction results for the last twelve months show how few really rare Porsches came to market through 2018, as many sat on their collections awaiting a more optimistic picture.
The truth was that things were not all bad and the lack of product may have helped what was offered for sale to do well: surprisingly well, in some cases. Here are the top five results from auction sales in 2018.
1: Porsche 959 Dakar – sold for $5,945,000
It’s hard to believe that the ex-1985 Dakar Porsche 959 was the headline auction result for the entire Porsche marque in 2018. This car was one of the first factory Porsche race cars I truly got close to, as it lived at Tuthills when I bought my first 911 and began spending time there. I enjoyed many hours in and around this factory rally car back in the day.
The car was offered at RM Sotheby’s groundbreaking Porsche-only sale at the Porsche Experience Centre in Atlanta. Truly selling to the converted, the Dakar 959 blew pre-auction predictions to pieces and sold for almost twice the low estimate, coming in just under $6 million including premium. A superb result for a factory rally car that failed to finish the Dakar.
Porsche 550As dominated the big-money Porsche sales through 2018. With Le Mans competition history including fifth overall and second in class and a class win at the 1958 Nurburgring 1000kms, chassis number 550A-0145 was one of the most desirable examples ever to come up for sale.
Offered by Bonhams at its 2018 Scottsdale sale, the car sold to an American collector for a world record price of $5.17 million including premium.
pic courtesy of Bonhams
3: 1957 Porsche 550A – sold for $4,900,000
Number three on our list of top five Porsche auction sales in 2018 is another 550A, this time from 1957. Chassis number 550A-0116 was offered by RM Sotheby’s at the 2018 Monterey sale and a substantial Californian heritage did it no harm at all.
Leaving the Hollywood heart throbs to one side, Jack McAfee may be the number one name in vintage California Porsche history. McAfee’s Burbank dealership was home to an SCCA-winning 550A and this car was sold through the hallowed doors in February 1957. It was subsequently owned by several big names until a Freisinger restoration in the mid-1990s. The seller is hopefully delighted with a sale result of just under $5 million: within reach of the world record price set by chassis 0145.
4: Unraced 2007 Porsche RS Spyder – sold for $4,510,000
A fine Porsche RS Spyder race car sold by Goodings at its Pebble Beach sale took full advantage of the model’s exceptional profile in American racing history. RS Spyder 9R6.706 was the last of six carbon-bodied Porsche LMP2 prototypes manufactured for racing in 2007. Supplied new to a race team on the US east coast, the car was subsequently not raced by its Floridian buyers. Instead, it made its way into private hands.
The unraced prototype was one of three RS Spyders owned by the seller and was the first RS Spyder ever to be offered at auction. Few true Porsche rarities have emerged in the 21st century, but there can be no doubt that this is one of them. It sold for $4.51 million including premium.
pic courtesy of Gooding and Company
5: 1955 Porsche 550A – sold for $4,455,000
Last but not least in our run down of top five Porsche auction sales results for 2018 is this 1955 Porsche 550A, sold by Gooding and Company at its 2018 Pebble Beach event.
This 550A had been with its owner for more than twenty years and was offered as part of an impressive collection of highly original sports cars. Chassis 550-0053 was a matching numbers example with plenty of history including a recent visit to four-cam guru, Jeff Adams. Presented in beautifully sympathetic condition, it sold for $4.455 million including premium.
pic courtesy of Gooding and Company
The best of the rest – and what’s to come in 2019
Only a handful of Porsche cars broke the $3 million barrier in 2018 and there was a sizeable gap from the headline sales to the best of the rest. It’s clear that storied race cars pre-1970 remain of interest, including 550s and 718s, and there is also a market for low mileage rare 911s.
What will tickle the market’s fancy in the twelve months to come? There are some trends at work right now that should continue through 2019. The lowest mileage air-cooled road cars – rare ones, mind – are likely set for a safe run this year. Front-engined cars have softened a touch in recent months, but the nicer models are probably also good news.
The lion’s share of what does well this year will hinge on what collectors decide to send to market. It will be interesting to see what happens at this year’s early sales: roll on Amelia Island.
Offered for sale (now sold) is this original RHD 1972 Porsche 911, bought new by a PCGB founder and former president and recently reworked by one of the most famous names in air-cooled 911s to create a superb modified Porsche 911.
This turn-key 911 is offered ready to be driven and enjoyed. Registered as an historic vehicle, it is both tax and MOT exempt. Most recent work includes two new rear tyres and a new twin-plug rotor and distributor cap. A substantial sum has been spent in building and maintaining this 911. The sale includes the cherished registration that has been on the car since new.
In stark contrast to run-of-the-mill RSR builds based on tired American imports, this original RHD 911 could not have better provenance. Bought new in March 1972 from John Aldington of AFN Porsche by then-President of Porsche Club Great Britain, Bill Goodman, the car enjoyed a long and successful hillclimb career with Bill until his passing in 2004. It was subsequently owned by a family friend, before landing at the famous Tuthill Porsche workshop in Oxfordshire, where it was transformed into a beautifully modified RSR-style 911 with a rebuilt 911/83 2.7 Carrera RS engine on high butterfly throttles with twin plug ignition.
It would be impossible to list every upgrade and improvement brought to this desirable 1972 911 with sought-after side oil flap since its most recent change of owner. Wonderful history dates back to the purchase invoice and includes bills for more than £150,000 spent with Tuthill Porsche since October 2014. Note that this does not include the purchase price! This car was created by the owner as a money-no-object vision of his ultimate road-going RHD 911. The headline spec list looks like this:
Bodywork: Full body restoration including inner and outer sills, A and B-posts, kidney bowls, parcel shelf repairs, scuttle and windscreen aperture repairs, front slam panel replacement and more. Complete steel-arch conversion to RSR spec. Full repaint in original Tangerine.
Interior: All new trim including Recaro Pole Position seats trimmed in leather with black Alcantara centres, new headlining in black, RS carpets and rear seat pads, new sound deadening, custom dash with 10k tacho, bolt-in roll cage, new inertia reel seat belts and Tuthill harnesses.
Engine: A genuine 2.7 Carrera RS 911/83 twin plug engine with mechanical fuel injection, rebuilt by Tuthills with usual attention to porting and blueprinting. Kevlar engine shrouds, twin Classic Retrofit mappable ignition spark boxes, custom SSI exhaust (including cabin heat) with bespoke silencer and fitted rear bumper.
Transmission: Custom Tuthill gearbox with WEVO shifter, limited slip differential, 930 clutch fork and more.
Suspension: Full Tuthill Porsche EXE-TC adjustable suspension, all suspension components replaced or rebuilt.
Brakes: Full Tuthill Porsche braking system including adjustable twin master cylinder Tuthill pedal box and billet aluminium 6-pot front/4-pot rear calipers.
Wheels and Tyres: 9-inch and 11-inch BZ Classic rims in RSR finish, wrapped in Pirelli Corsa Classic 235/45 and 305/30 R15 tyres (rear tyres are new).
Option to purchase: Optional additions include a car set of super-rare genuine 9-inch and 11-inch Fuchs wheels, a set of Cibie Pallas light units in body colour and smaller round ‘Durant’ mirrors.
The current owner is a private individual, so has asked me to help market the car on his behalf. I will be attending to all viewings and facilitating any inspections. The final payment will be a bank transfer direct to the owner.
This is a straight sale: no part exchanges, thank you. I am happy to work with overseas buyers keen to take advantage of the current exchange rates.
The asking price of £134,995 is substantially less than the cost to build and an attractive price in this market given the history, provenance and high-end nature of all modifications. Any inspection is welcome.
Porsche 911 CD 6299 History
In March 1972, Porsche enthusiast Bill Goodman bought a brand new RHD Porsche 911T in Tangerine from the late, great John Aldington at AFN/Porsche Cars Great Britain Limited for the all-in sum of £4167. This event in itself was not greatly significant, save for the fact that, in March 1972, Bill Goodman was the President of Porsche Club Great Britain: a position he occupied from 1968 to 1974.
Bill was one of the original group of Porsche owners who met at the Grand Hotel in Birmingham in 1961, to discuss the foundation of a British Porsche club. The club was duly established and Bill was made Chairman in 1964. He worked tirelessly in that role to set out the foundations of what is now one of the world’s most respected Porsche groups, becoming President in 1968. Holding the presidency for six years, Bill remains fondly remembered by all who knew him.
Registered as CD 6299, the car was Bill’s first 911, following six 356 models in succession over fourteen years. As Bill himself would later say: “I have never been one to keep the same car – even a Porsche – for very long, and it took a 911 to interrupt that habit.”
Painted in sought-after Tangerine (also known as Blood Orange), Bill’s 911 was a simple original specification. The car was chosen for its notable torque at low revs and low weight as standard: two qualities which bode well for competition.
Bill was a keen driver and motorsport competitor and his 911T was soon spotted on the hillclimb circuit. The first major modification came in the form of an engine swap, the flat six from his wife’s 2.4S Targa finding its way into the back of the T. His best times came down a bit, but it was not a long-term solution.
The big change came following a conversation with Josh Sadler of Autofarm fame, who suggested building a high performance 3.0 Turbo engine that would offer the same power to weight as some of the single-seater race cars of the time. A change to later 3.0 RSR style accompanied the new engine, with AP brakes and a long list of associated modifications.
When Bill passed away in 2004, the car was handed down to his son, who kept it until 2009. Thereafter, it lived in and around the UK midlands until 2014, when it popped up for sale Tuthill Porsche in Wardington, Oxfordshire.
Tuthills had a raft of customers interested in the rare RHD 1972 911: an original non-sunroof car in factory Tangerine with the distinctive side oil flap. Some wanted to restore it to original specification, but that was not in tune with its original owner. Run as a modified 911 since its earliest days, the ideal custodian would continue that trend and do justice to its legacy.
A candidate soon emerged, a price was agreed and a project was drawn up that would see a significant sum invested to create the car you see today. Featuring all of Tuthill’s expertise in building modified 911s for the ultimate driving experience, this 911 has covered just a few thousand miles since the build was completed. It is now for sale as the owner is streamlining his collection.
Update 11/2/19: these units are now available to order. There are many happy new owners! Scroll to the end.
I spotted some teaser pics of the updated Blaupunkt Bremen from Evo-Sales in Hamburg on Instagram last week. Details and images are thin on the ground right now, but I thought it was worth a share all the same.
Finding a period radio for a classic car has become an expensive business in recent years, with original Blaupunkt head units particularly pricey to source. I had a nice Blaupunkt Toronto SQR46 on the shelf for my 1981 Porsche 924 Turbo, but it turned out to have no sound. I sold it on eBay and bought a fairly plain Sony unit with DAB and iPhone hookup instead.
I rarely if ever listen to music in the car these days, so what’s in the dash is not a big issue for me most of the time. When I do want to listen to something, my main priorities would be to have DAB radio for BBC 6Music and the ability to stream from the Worldwide FM app on my iPhone. Currently, I run a double-DIN Kenwood DMX-7017DABS with Apple Car Play in the CR-V to handle that or the factory Subaru (Kenwood) integrated audio in my BP5 Outback streams iPhone apps through a mini-jack hookup.
Both sound well through a custom amplifier/speaker setup, but neither is single DIN size or suitable for an old 944 or 911. The new Bremen seems to have my simple needs covered in single DIN size straight out of the box and with a retro look that will suit anyone running a late ’80s or ’90s Porsche.
Matthias Wagner at EVO-Sales tells me that there are no actual pics of the unit installed in a dashboard as yet, but the unit is so reminiscent of Blaupunkts of old that anyone my sort of age will have no problem imagining what it might look like in situ. The styling is super period and all used within the rights to Blaupunkt production, sales and marketing for car, marine and caravan applications held by Evo-Sales since February 2016.
To make it even more attractive for Porsche folks, the head unit is expected to retail at just €449/£400 when it launches later this year. This makes the updated Blaupunkt Bremen SQR46 a much nicer price than the Porsche Classic radio with sat nav, which current retails at £1,000 or so here in the UK. I prefer to use a separate GPS or Google Maps on my iPhone and that should be easily doable with this unit. All things considered, the Bremen is well placed to be a strong contender in the ‘classic retrofit’ market.
Specs are below: headline items include Bluetooth, DAB, USB in and 4 pre-outs with 4×50 native power for those who do not run external amplification.
Radio
• CODEM IV High-End Tuner
• Integrierter DAB/DAB+ Tuner
• DAB Band III/L-Band
• Service Link (DAB-DAB, DAB-FM, DAB-DAB-FM)
• Diensteauswahl nach Ensembles
• RDS (AF, CT, EON, PS, PTY, REG, TA, TP)
• Travelstore
• Comfort Browsing
Bluetooth
• Bluetooth 2.0 mit EDR für Freisprechen und Audiostreaming
• Profile: HFP, PBAP, A2DP, AVRCP, SPP
• Integriertes Mikrofon und Anschluss für externes Mikrofon
Media Player
• Wiedergabeformat: MP3, WMA
• Wählbare Anzeige Modi (ID3-Tags, Ordner, Datei)
Datenträger
• USB 2.0
• SDHC (bis zu 32 GB), SD, MMC
Eingänge
• Front USB (Standard A-Typ)
• SDHC/SD-Kartenslot
• Front Aux-In
• Eingang Steuerung-Lenkradfernbedienung
I received an email from Matthias at Blaupunkt advising me that these units were now available to pre-order. He has sent no other information other than this so do not shoot the messenger!
Dear Ferdinand,
The BREMEN SQR 46 DAB has passed the long-term test very well. The devices are now being produced and will be delivered in March / April 2019. If interested persons want to pre-reserve then here: info@car-akustik.de best regards,
Matthias Wagner / Blaupunkt Car-MULTIMEDIA
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Ferdinand blogs my freelance adventure with Porsche at the centre. To support the blog or engage with me in other ways, you can:
My most recent visit to EB Motorsport in Barnsley revealed a slightly sorry looking ’74 RS-style 911 sitting in a corner of the workshop. Brought in on 17″ wheels and with a weird exhaust setup which was neither one thing nor the other, the new owner wanted a set of EB’s 15″ RSR wheels and a 2.8 RSR bumper painted and fitted. Mark’s just sent me some pics of the finished project, which showed quite a transformation!
EB RS project begins
Offering the bumper up to the car, the exhaust was an issue. The tail pipes spaced at an odd distance from the centre obviously did not fit in the moulded bumper cut outs but, more importantly, the rolled exit tips were of quite a small internal diameter which was probably hurting performance.
After some consultation with the customer, the decision was taken to remake the exhaust silencer and mould a custom 3.0 RS-style rear bumper to suit. The fabricators centred larger diameter stainless tail pipes on the original muffler with some internal mods, also repairing some damage to the rear panel while the exhaust was on the bench.
With the new exhaust fitted, the bumper mould was mocked up and vents added to the underside. A plain reflector panel was also prepared and the panels were moulded in composite. The completed parts were then finished in body colour of Grand Prix White in EB’s own paint shop.
The RSR wheels were fitted with Pirelli Corsa Classic tyres and a geometry setup was carried out, based on the team’s proven 3.0 RS race settings with a bit less camber for the road. The engine was serviced, including new plugs, a rebuild and re-jet for the Weber carbs and new set of plug leads reviving the 3-litre’s view of the world. The finished item looks a lot better than the unloved 911 I first saw a few weeks ago!
RM Sotheby’s has announced that the only works Paris-Dakar Porsche 959 rally car in private hands will be offered for sale in its Porsche 70th Anniversary Sale at the Porsche Experience Centre Atlanta on October 27th. Driven by René Metge in the 1985 Paris-Dakar Rally, the car failed to finish, but that’s another story.
I have spent a little bit of time with this car over the years, as it was previously maintained by Tuthill Porsche and supported by the team on appearances including the Goodwood Festival of Speed.
I first met the 959 on an early visit to the Wardington workshops in 2004. My 911 SC Cabriolet had been in with Francis for a service and I had a nose around the barns when I came back to collect it that evening with two year-old (now 16 year-old) Ciara in tow. As a Porsche rally freak, it blew my mind to see the Dakar 959 sitting in a corner under the cover. How crazy to think my humble SC was being worked on under the same roof: that was a pretty cool thing.
Paris-Dakar Porsche 959 up close
The Paris-Dakar Porsche 959 was a constant presence through my early years of working with Tuthills. I never used it in a magazine feature, but Chris Harris drove this car back-to-back with a roadgoing 959 for GT Porsche magazine in September 2006. The original Paris-Dakar car featured a lightweight 3.2-litre engine with a close ratio gearbox versus the road car’s 2.85-litre twin-turbo flat six, but the 959 as tested by Harris was running a magnesium-cased 3.5-litre engine producing 350bhp, to safeguard the 959’s original engine. Despite this, Chris was effusive in his praise for the 959 Dakar’s high drama.
“The car is brutally noisy. In fact, it sounds so intense that the sensation of speed is heightened because you can’t believe that such a racket could ever be produced unless the sound barrier was imminent. It chomps through the close ratios faster than I dare use the uprated 915 gearbox and like any rally car on the road, it feels completely detached because so much of its suspension performance isn’t being used.
“It rides quite beautifully – better than the road car – steers like you’d expect given that it isn’t hampered by hydraulic assistance and the brake pedal takes a decent prod to have any effect. Driving through rural Oxfordshire, its remarkable to think that this car was capable of 140mph over boulder-strewn African tracks.”
No doubt this is a wonderful 911: a real piece of history that would certainly spice up any serious air-cooled Porsche collection. I’m intrigued to see where the bidding ends up and who it passes to.
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