My good friend RB has decided to sell his modified 911 hot rod, based on a very late 1989/G-reg G50 3.2 Coupe. He’s owned the car for as long as I have owned Porsches, so it’s a big decision to part with the car, but as there’s a new mega-balls 964 Turbo in the garage (amongst other things), he’s not going to be left short of flat-six thrills.
I’ve driven the Guards Red 911 on road and track and it goes along nicely. I’ve lost count of the road trips I’ve followed this car through the UK and Europe on: my second-ever track day was a trip to Spa with this one, just the two of us. It’s a good, solid, fun 911 that can easily be further tweaked to suit a new owner’s tastes. Even better, the owner is not an idiot, so dealing with him will be easy on the brain.
Here is how RB explains it – (note: this car is now sold! Many thanks for reading)
Porsche 911 Hot Rod Explained
There’s much more to tell than I can fit in an advert. The history and development of this car is transparent – it’s all online. I truly hope someone like-minded can buy this special car and have as much fun as I have had. On the right road, on the right day, with the right people, there are not many better experiences.
Unlike many “recreations”, this is not a 1- or 2- year project produced with a view to resale. In contrast to that, I have owned this car for nearly 16 years, slowly evolving it to what it is now. Everything has been done on my watch, at my expense and by my design. If you fancy a walk down internet lane, you can trace much of the car’s history on impactbumpers.com where I have posted under my own name for many years. And what you can’t find there, I have documented in a comprehensive history file.
Based on a 1989 3.2 Carrera, I have taken everything I know about 911s and used that to develop what I think is a fantastic, sports purpose, lightweight 911 with much of the character of Porsche’s own RS cars. Initially built for fast road and track days, but more recently focussed on European road trips, this is one of the most developed G-series 911s you will find anywhere.
For disclosure, I need to start by pointing out that the car was Cat D recorded almost twenty years ago. Like many other 911s in that era, a small accident plus low values conspired to create an insurance write-off. I had the car stripped and jigged immediately after purchase, and then condition inspected. It’s now straight and has had a full body resto since then. Cutting to the chase:
Bodywork
A rust free car subject to a full body restoration when converted to wide body approx 7 years ago
The rear flares are steel 930 and most everything else is plastic for low weight
The sunroof was deleted and the fuel tank is centre fill under the bonnet
Bumpers are 3.0 RS/IROC pattern and the rear tail is IROC – being the most efficient “non-wing” tail you can get, front bumper just repainted
Headlights were new during the rebuild and the wiring is all through a modern blade fuse style board greatly enhancing reliability
Engine
Engine rebuilt by Steve Winter at JAZ (part of about 15 years of JAZ history) with standard 3.2 pistons and cylinders, 993 Supercup cams and a 964 plastic intake
Built for 7000+rpm but limited to 7000rpm making 283hp via Wayne Schofield tuning
Lots of other good bits in the engine build sheet
Turbo Thomas custom exhaust (just repacked)
Not a (normal) lazy 3.2, but an engine inspired by the MFI RS engines, one that loves to rev and has throttle response that non-MFI 911 engines dream of
With a kerb weight under 1050kg, the power-to-weight ratio is more early GT3 than 3.2 Carrera
Transmission
Being an ’89 car, the gearbox is G50 meaning a 240mm hydraulic clutch, modern shift feel and a largely fail safe shift action
The clutch is a spring-centred 930S clutch, the pressure plate is light aluminium and the diff is a Powerhaus II assymetric plate type LSD – like 993RS
Gearbox mounts are poly as are engine mounts. The shift action is precise and falls naturally to hand with a slightly extended shifter
Suspension/Wheels/Brakes
Carefully and thoughtfully upgraded suspension. Torsion bars are 22/29mm Sander Engineering hollow bars and the rear anti-roll bar is an adjustable 22mm bar
Dampers are custom valved Bilsteins to the JAZ Porsche recipe
Bushes are Neatrix rear and polybronze front
Offset monoball top mounts to remove stiction and add precision
Brakes are 964 front calipers over 944 Turbo discs and C12 rear calipers over 3.2 discs
Wheels are 8 & 9 x 16″ Fuchs with spacers/adapters and good Bridgestone tyres
Interior
A mix of light weight and just enough comfort
Recaro Pole Positions with custom leather covers and alcantara cushions provide the comfort and lightweight sound deadening, closed cell foam and OE carpets keep just enough noise at bay
The cage is an FIA spec OMP 6 point with welded in mounts
The steering wheel is a 996 Cup Car item and the doorcards are 964RS style with alcantara covers
Heat is 3-season with small heat exchangers providing enough to clear the screen and take the chill off
Six-point harnesses and a fire extinguisher complete the mix
The honest truth is that most of this car has been tested and replaced. The fuel pump quit in the Swiss Alps and is now a Bosch motorsport 044 pump. The steering rack was replaced at one point: the list goes on. But what this car is really about, is a platform developed and optimised for great road trips.
Over the last few years, I have been as far as Slovenia, though the Alps twice, the Route Napolean and through the Pyrenees. Track days at Spa, Le Mans and the Ring plus the usual UK tracks are all notches in the belt. I have tested most everything you can test and the car stands ready for it’s next big trip. Ready to create new memories with someone else.
At times, it has felt like I have poured my heart and soul into this car and when the roads and the company are just right, the highs I have experienced are about as much as anyone can hope for in a car. I cannot emphasise just what an amazing package this car is. The handling balance is just perfect, the diff gives amazing drive and the engine sings its little heart out time and again as it reaches for the rev limiter.
I am not selling a concours car or a replica of anything, but I am selling a car that you will build memories with. If you want a car that lets you joins Euro R-Gruppe events, the Bergmeister or my own “Porsche Peleton” trips then this is it.
I have rambled on in my description, but I have 16+ years of story to tell. I know I have left out a load of stuff, but if my 3.2 sounds like you, then let’s talk. Far be it for me to suggest what a new owner may use this car for, but if they want to join me (and my fellow road trippers) in new Euro adventures, then I sincerely hope that is something that I can look forward to.
Boring stuff – the car will come with a new MOT in May and a service from JAZ. I am happy to deliver the car to JAZ Porsche in St Albans for Inspections. See contact details in the for sale ad here.
Three Tuthill Porsche 911 rally cars are taking part in the Baltic Classic Rally at the end of this month. All three are special 911s but, as I had this one to hand last week for a few pics and it was the cleanest it’s been for several years, I thought it would be cool to share a few details.
It used to be that when a 911 got too tired or scruffy for road use, it was broken for parts or sold to a motorsport firm and converted into some sort of race or rally car. These days, the story is different. Few people turn up to rallies in air-cooled Porsche 911s nowadays, as the cars are just so expensive. When someone does decide to compete in a Porsche 911, the cars have generally been built pretty carefully.
Tuthill Safari cars are a good example of this. Built to a tried-and-tested recipe, the first step with a bare metal shell is to fix any rust and add all of the strengthening carefully detailed in Tuthill’s in-house manual. This used to be a closely guarded secret, and some details are still kept under wraps, but the team is often happy to share information and help with other engineering, as it did with Jeff Gamroth’s Rothsport Racing 964s which recently took part in the Baja 1000 event.
Rally Car Shell Preparation
The bodyshell preparation is perhaps the most important part of the process. Having seen many cars built elsewhere eventually turning up at Tuthills to be sorted, the big problem is usually rust. So many 911 competition cars are not stripped properly or rustproofed to a very high level after restoration, so they have started (or continued) to rust before they are even finished being built. By the time they turn up for fettling, the rot has really taken hold and the major expense of rust repair is inevitable. This renders all other work done on top of the rusty shell as useless. So sorting the rust is the most important thing to start with.
The car seen here has been around Tuthills since I started going there in 2003. As with most Tuthill rally builds, it was originally imported from the west coast of America, so there was little or no rust to worry about. I’ve driven it a few times over the years and it has clocked up thousands of miles of rallying since being built, including wins on the Costa Brava and Isle of Man historic events. It has also taken part in both Morocco Historic and Safari Classic rallies, as well as a few runs on Below Zero Ice Driving.
Porsche legend, Björn Waldegård, drove this car on the first Colin McRae Memorial Rally and I think Colin’s dad (and former British rally champion), Jimmy, used it on the same event the following year. Now the car has passed to new owner and experienced competitor, David Danglard, a fresh book begins in its history. The first chapter of that is the Baltic Classic Rally, which starts on May 28th and runs all around Northern Europe, loosely following the Baltic Sea coastline.
FIA HTP Homologation Requirements
FIA rally homologations set out most of the specs for a competition rally car carrying an Historic Technical Passport (HTP): essential to rally on international events. If it wasn’t on the original homologation back in the day, then you can’t use it now. Some exceptions include fuel tanks and modern damper systems, which are often exempt from regulations or waivered on the grounds of reliability. But it all starts with the original FIA paperwork.
This car was built for FIA and later upgraded to run on Safari, but the process of creation is basically the same. With the shell mods and a full roll cage in place, the chassis was fitted with a mix of homologated parts and other equipment developed for rally use. Dampers are key to performance, and historic compliant EXE-TC dampers without remote reservoirs are used on most Tuthill Porsche 911s. For a proper Safari effort, the team brings damper technicians to the event to strip and rebuild dampers in accordance with service plans, but these high-end dampers can take a number of historic endurance events like the Baltic before needing rebuild.
Brake calipers may be free on some events, but FIA cars use standard Porsche brakes, which are good enough for historic endurance when running proper pads and discs. Tuthill’s dash-controlled twin-master cylinder pedal box is fitted to all 911 rally builds. Some events do not permit adjustable brake bias, so the system is disabled for those. Small details include a spare throttle cable run from engine to pedal, so if a throttle cable breaks on event, you simply clip in the new one front and rear.
Oil lines are usually run in the car for obvious reasons, wrapped in tight-fitting heat wrap. A central oil tank is fitted to the rear firewall, with a level check tube easily viewed and keeping things simple. The oil system on a proper 911 rally car is a joy to behold, as is the fuel setup with twin Messerschmitt fuel pumps up front on proper Safari cars: again double-headed for reliability. Some rally cars use twin tanks in case of poor fuel, but the Tuthill spec is usually one large – 100l or more – foam-filled fuel tank, sited high up between the front towers and a reworked floor in the front compartment, which then allows two spare wheels to be carried (de-rigeur on historic endurance).
Electrics are kept to a minimum, though many competitors ask for additional spurs to power cameras, GPS systems and so on. The entire wiring system is replaced with a modern competition loom, designed to run fire extinguisher systems, bonnet lamps, Halda rally timers and the like. Bull bars front and rear are there to help recovery and allow towing as much as prevent damage from wildlife or other contact and they are very handy things! They do not add a great deal of weight to the chassis and also allow the bumpers to be lightweight GRP.
Substantial body guards are fitted under the car, to help the 911 survive high-speed running on rough terrain and also survive impacts from hard landings. These are aluminium, but still weigh a fair bit. The good thing about the guards is that all the weight is carried low down. Even with Safari-spec ground clearance, the cars handle beautifully on road (with road tyres).
My last solo drive of a Tuthill Safari car was a return loop from HQ in Wardington to Derry in Northern Ireland using Gilberto Sandretto’s Safari 911 (above). The car was supremely comfortable to drive and that 3-litre engine did not miss a beat. I am sure the new owners of this storied 911 rally car will enjoy their debut event with it and hope to share some road trip photos upon their return.
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This Porsche 911 HLS Design Study was one of the more memorable encounters on our recent visit to Techno Classica Essen. These days, it seems any Fred-in-a-shed can stick big wheels, tartan seats and throttle bodies on an old Porsche and market it as reimagined, but, if one really wants to get ‘reimaginative’ with an old 911, then this quirky machine laid down the entry requirements, half a century ago.
Occupying pride of place on the Early 911S stand, amongst the meticulously curated 911 collectables brought to Essen every year by the Dutch specialists, the HLS Designstudie seemed rather ungainly compared to the car its designer destroyed to create it. That said, judging a fifty year-old bespoke GT with hindsight and a modern aesthetic is never going to go well. Car culture has an ingrained affection for better known prototypes of a similar vintage, many of which are nowadays accepted as the most beautiful cars ever made.
Even forgetting that Gandini’s 1965 Miura and early LP400 Countach or the 250 GT Lusso ever existed, this car’s looks are a challenge. While the styling curves of the great GTs flow serenely from one to the next, the awkward shapes of the HLS trip over one another like lumpy shopping. It is vaguely reminiscent of one of those Matchbox fantasy cars which I never wanted to receive as a kid and, in some ways, that’s just what it is.
Taking styling models created by the University of Aachen’s automotive design programme, coachbuilder Hans-Leo Senden (hence HLS) built full-size versions. The work explored the organic and commutable nature of sports cars and created something unique from what, at the time, was regarded as a rather plain-jane production machine. It is not sweet and sexy like a Lambo GT or a Jaguar E-Type, but we can probably all get with the motives behind its creation.
As a Porsche valuations person, I can’t look at any old Porsche without thinking of price, so what is the value of this? Well, it’s rare, built on 1965 Porsche 911 underpinnings and is a proper period piece. Only a handful of these things were ever created. There are better-looking ones on Google images, but what really matters for valuation purposes is whether it was commissioned by Stuttgart or not – and I do not know the answer. Either way it has value, but, if the wheels were set in motion by Stuttgart, then the desirability is greatly increased.
Assuming it was not a Porsche-commissioned creation (and perhaps it was not, as surely it would have gone back to Stuttgart by now), then I guess if you were serious, already had a good 911 collection and were keen to pick up one or two curve balls for interest, one might pay more for this HLS Studie than the price of a nice ’65 911, assuming there was some competition to own it, but that depends on lots of factors including what the rest of it looks like underneath and how much history it has. Or maybe I am greatly underestimating its desirability.
Perhaps what matters is that this spyder-style study on an early 911 still exists, to offer a window into how design students and coachbuilders approached their work fifty years ago. It would make an interesting talking point in an already substantial Porsche 911 collection, but, as a strictly small-scale collector and someone who drives their cars, I’d rather own a standard 911 of the era. Or an LP400.
The 2017 Morocco Historic Rally has been a true rallying roller coaster so far, with an epic battle for the lead overshadowed by the sad loss of a great competitor in his Porsche 911.
RIP Gérard Brianti
Gérard Brianti was a passionate rallyiste and described by many as one of life’s gentlemen. Well known in historic rallying circles, Gérard’s greatest success was victory at the Monte Carlo Historic rally in 2013, driving his Group 4 Alpine A110. A popular member of the Automobile Club of Monaco, he also held the vice-presidency of ASM, the football club of the Principality. Gérard was 64 years old and his premature departure leaves many good memories with the rallying community. We extend sincere condolences to Gérard’s family and friends. Photo courtesy of Jérôme Didier.
The loss of Gérard and concern for the injuries suffered by his co-driver, Freddy Delorme, led to the Bernard Munster Automotive team’s retirement from the rally, as a mark of respect for their team mates. The retirees included Gregoire de Mevius and co-drive Alain Guehennec, who had been enjoying a close battle in their Porsche 911 RS against Philippe Gache and Stéphane Prevot, in the Mazda RX7. When Gregoire’s car lost a wheel on one stage, Gache and Prevot seized their chance.
Morocco Historic Rally standings
At the end of SS23 and heading into the last day, Gache continues to lead, more than three minutes up on the Sunbeam Lotus of Barrile/Chiappe. Gache is one of the favourites on this year’s East African Safari Classic Rally in Kenya and Tanzania – which I should be travelling out for again – and the third-placed car is another confirmed Safari Classic Rally crew: Jorge Perez-Companc and Jose Volta in the Ford Escort RS 1800, prepared by Phil Mills at Viking Motorsport.
In fourth place, just two minutes behind Jorge, is the hard-charging Porsche 911 RS of Belgium’s Joost van Cauwenberge and Steven Vyncke. Joost’s car hails from the Tuthill Porsche stable and my good friend Francis is out with Joost in support. The 911 took overall victory on last year’s Rally of the Incas and is certainly challenging for a podium finish.
Accompanying the sadness of losing a competitor on an event, there is often a sense that the competitors fight on in memory of their comrade. No doubt all those who live and breathe rallying are fiercely determined to give passionate rally competitors a memorable send-off. With crews now doubly motivated and racing in honour of Gérard, it will be thrilling to follow the rally’s last day.
It’s great to see a mix of machinery at the front of the field and so many other interesting cars down the order, including the Citroen SM Bandama which is confirmed to rally in Kenya this year and a wonderful Lancia Stratos which may also be seen on the Safari Classic: one of the last proper marathon-stage historic events remaining.
RIP Steve Troman
I must also pay tribute to another popular Porsche rallyist and 911 collector, as Steve Troman sadly left us recently. Always ready to talk Porsche at the drop of a hat, Steve had a beautiful collection of cars and was a great help to me personally at one stage, when he shipped my 912E home from the west coast with some of his own cars a few years ago.
When I say Steve’s collection included some of the very best 911s ever made, I mean exactly that, without exaggeration. He was a connoisseur of modified 911s and had exceptional taste in the machines. He will be deeply missed by a great many people. RIP Steve.
Steve’s brothers have set up a Just Giving page here. Please take a look, as it is supporting a very important charity. Main photo is of Steve in action on Safari Classic 2013 – credit McKlein.
It seems hard to believe, but Porsche has just built its millionth 911. You read that right: one million Porsche 911 models have been built since the model’s introduction in 1963. Funny to think that Porsche very nearly killed the model off.
In a pleasant coincidence for all other paddies who follow Porsche history, the millionth 911 was a 991 Carrera S Coupe, finished in Irish Green. Stuttgart says that production model 1,000,000 had a number of Exclusive additions but doesn’t give any more details. I can pick out a few bits from the pics but we’ll all have a poke when we catch it on its world tour. Great to see that it’s nothing too flashy – some things at Porsche never change.
“Fifty-four years ago, I was able to take my first trips over the Grossglockner High Alpine Road with my father,” said Dr. Wolfgang Porsche. “The feeling of being in a 911 is just as enjoyable now as it was then. That’s because the 911 has ensured that the core values of our brand are as visionary today as they were in the first Porsche 356 from 1948.”
“Porsche has never strayed from the founding concept of the original 911,” says its CEO, Oliver Blume. “But we have continued to enhance the technology of the 911, refining and perfecting the sports car. That’s why it remains a state-of-the-art and technically innovative vehicle. We have also been able to expand the model line very successfully through derivates.”
It may not be Stuttgart’s biggest seller but no doubt it is the most strategically important. The much-adored sports car showers a glittering halo of heritage and established performance attributes across all Porsche models, including the trucks.
All two-door Porsche sports cars nowadays come off the same Zuffenhaus production line which once rolled out 911s only, but ask anyone to name a Porsche sports car and most will say 911. It is still the model closest to the hearts of enthusiasts, and now there have been a million of them.
Ironic to think that Stuttgart almost killed it off. We all like off-the-wall thinking but sometimes you just have to go with the voice of the majority. If saving the 911 is all Peter Schutz is ever remembered for – and no doubt it was Peter who saved it – that is a prodigious, magnificent legacy.
I had an email today from my friend Heather, wife and business partner of motorsport artist and designer, Nicolas Hunziker, reminding me that the duo are celebrating ten years in business this month. The mail was well timed, as I am also celebrating a work anniversary today: my seventh year as a full-time freelance, working in and around the classic Porsche hobby.
I still remember parking my company car in the office car park for the last time, returning my work laptop and security pass and catching the train from Weybridge back to Banbury – I think I even kept the ticket stub. Mrs G picked me up in our old Landcruiser and we drove home through the leafy lanes, on a beautifully bright, sunny day. Still got the house, the Landcruiser, the Mrs and the sunshine (today, at least), but I no longer work for a company owned by a hedge fund and run by a revolving door of MDs, each of whom loved to send us on wild-goose research missions to find the secrets of future profit growth, but did nothing in response when we brought home the data.
It’s now seven years since I was a wage slave and I don’t miss a bit of it. What a joy it is to wake up in the morning, walk downstairs, put the kettle on and instantly be at work. I am truly grateful for what the last seven years have taught me and oh, to have learned it all so much earlier! I look forward to reaching my tenth anniversary and considering my own answers to the questions I just asked Nicolas. Here’s what my artist friend says after a decade of working for himself.
JG: How long did it take until you felt the new venture was going to work?
NH: I was fortunate as I was able to quit my job in advertising (I was writing and directing TV commercials) and take up painting full time, one year into my painting career. In the early days, I would deliver a painting without knowing when or where the next sale would materialise. The mortgage was late more than once, but Heather never discouraged me from pursuing my passion. She always stood by me and put her entrepreneurial spirit to work. And if it hadn’t been for the support of a few early patrons – support which continues to this day – I might not be where I am now.
JG: Can you share a high point from the last ten years?
NH: I can think of several. Obviously getting the official nod from Porsche and McLaren, Gulf, Le Mans etc. to gild my paintings with their logos was huge. A couple of corporate commissions that stand out came from the Porsche Museum and PCNA. But one thing that has surprised me more than anything else is all the doors that my art has opened for me: My own racing activities, meeting people who I have long admired and now I’m lucky to call many of them friends.
JG: Has being in business changed your attitude to/experience of the classic Porsche world?
NH: Yes and no. On the one hand, I’ve had a peek behind the curtain through our apparel company where we were a Porsche OE apparel supplier. On the customer side, it’s been very rewarding to see how our creations have been accepted by the Porsche scene. We started our apparel line in 2011 but we still get a kick out of seeing someone wear one of our shirts walking around Goodwood, Le Mans Classic, Monterey or the local Cars & Coffee event.
JG: Have you learned any surprise lessons about people through your work?
NH: I don’t know if there were surprises, but I’ve learned the following:
1. Develop your own style.
2. Passion is the best inspiration.
3. Art opens doors.
5. Defy convention.
4. Art has value.
I love Nic’s approach to creativity: he is always thinking ahead. Hunziker Corp has some interesting projects in progress, all being documented online. Check out the Hunziker Art Car project (a 996 GT3 built through parts donations in exchange for artwork) and, of course, the famous Hunziker Driving Shoes, as worn by half the car guys in America, going by Heather’s Facebook shares.
Thinking about the questions I asked Nic to answer, my own answers would probably be that I knew it would work before I got started, as I had been data researching and writing full-time for ten years, working as a part-time Porsche freelancer since 2005 and already had an independent Porsche client base. There have been a few upsets in my seven years of freelance (mainly debtors going bust and causing a few headaches – not all financial), but I now recognise these as excellent learning experiences. The most recent upset was easier than the first, having learned how to spot, react and mitigate the effects of such occurrences and acting on my instincts early.
A better business radar is one good thing that has come straight from freelance, but it has not arrived at the expense of being harder with money. I started my freelance career working with people who charged for every single thing they did and I followed their example in the early days. I don’t do that so much nowadays: my attitude to earning has mellowed substantially. Going easier with this aspect has brought in many fun experiences and also taught me to say ‘no thanks’ more, and earlier. Time is the most valuable commodity for any creative, so better to draw a line under things as soon as warning flags are raised and move in a better direction.
Have I met inspirational people? Most definitely: valuable lessons have been learned from good friends all over the world. Have I inspired other people? One or two would say yes. Do I still feel the same passion? Yes, I maintain a deep love for the cars and people of this excellent hobby, but no doubt the movement is different today compared to seven years ago. A new generation has taken the world of classic Porsche in many different directions and we oldies accept that this is how all things go eventually. Some of the hot new trends are nothing new at all, but no point losing sleep over it. Things that don’t excite us so much are the best things ever for other folks, and that is OK.
As layers pile on top of layers, the core just gets buried slightly deeper, so we must dig harder to find it. The passion, support and encouragement I get from my hardcore Porsche friends (i.e. most of the people I work with) deliver all the energy one needs to press on. These people have shaped my last seven years and continue to exert a huge influence. I guarantee that if you are thinking of starting something new, it is your similarly passionate friends who will help get you through it. That said, all final decisions on what to do next are yours alone to make.
Freelance Advice (if you need it)
For anyone considering leaving their job and trying something new and different, I urge you to go for it, especially if you have a unique skill that is sought after. Do your research well and include contingency plans for all realistic worst case scenarios (not zombie attacks or nuclear holocausts) before walking away from the wage packet. With due diligence done and dusted, stop worrying and think and talk positive.
Walk away from anyone negative. They will kill what you are about to embark on. Avoid all negativity: negative people have nothing to offer the entrepreneur. They are not realists, they are buzzkill and you have already done your homework. Put your headphones on and walk away. Do not let buzzkillers inside your energy fence (I just made that up: please use it unwisely).
Add a few marketing skills to package the products/skills you intend to sell and then work your butt off doing something you love. It is so easy to work doing something that just flows in and around you. It is also incredible fun, most of the time. When it’s not fun, know you are learning something important. Also, never forget that the lesson may be to quit and do something different: I have changed tack many times in the last seven years.
Verify the market you are aiming to work in, nail the skills required (night school, online, private tuition or whatever) and as soon as you are ready to start, go for it. Worst case scenario: you get another job when the money runs out. Best case: there is no limit. You are the limit. I know so many of you have wonderful talents: let them shine brightly, follow the light and see where it leads!
Credits
ps: I have a few people to thank for their unflinching support over the last seven years (even over the last twelve years) but none of them would want to be mentioned in public: that’s just not how we do things. I am sure they know who they are – I talk to most of them daily! One or two people not so often nowadays, but the feeling is still the same. Thank you.
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