by John Glynn | Feb 21, 2013 | Classic Porsche Blog, Project Cars
Finally found time last week to get on the road and visit my Porsche 944, which has been parked in a mate’s farmyard for a few years while I get this Ferdinand thing off the ground.
You might remember I bought the 944 for its 911 number plate a few years back. It had been parked up for ten years in a soaking wet garage. I knew it needed a few bits repaired, which then turned into plans for a full restoration.
I subsequently broke two front-engined Porsches – 924 and 944 – for spare parts that might be needed, and the whole lot is stockpiled. I’m not in any rush to do this job, but am certainly glad to have a simple early 944 put aside, as Porsche is not making any more of them. Though this project is not a priority, it’s nice to check up on the car every now and then.
Above is the sight that awaited me – the Porsche being swallowed by a hedge. It’s sitting on gravel, so the underside is still dry, and better it is well ventilated than in some damp garage or barn. Nevertheless, I’m going to drag it back to Porsche rust repair experts Racing Restorations at Pershore sometime soon, and allow Rob Campbell to work his metal magic.
Robert and I have been friends for over twenty years, so have done plenty of projects together. The team of guys there do exceptional metalwork, and the restoration repairs will be invisible.
Racing Restorations replaced a lot of mothy metal on my E36 BMW M3 saloon/sedan restoration last year (above). I’m super pleased with the M3 now, so I’m looking forward to getting this 944 project started.
by John Glynn | Feb 8, 2013 | Modified Porsche Hot Rods, Project Cars
Genuine Fuchs wheels have been the lightweight sports rim of choice on Porsche 911 since the 1960s. Fuchs recently started making forged anodised rims for newer Porsches, but it’s not easy to get pictures of the wheels on interesting cars!
That situation improved today, with some pics of a Porsche 996 Turbo S just sold, where the owner also bought a set of Fuchs for it.
This Turbo S is a peach: 2005 with just 23,000 miles and full Porsche history. Slate Grey paint, ceramic brakes, full leather: perhaps the perfect 996 Turbo. Were it not for the spotless Speed Yellow X50 996 Turbo sitting alongside it, also waiting to be handed over to a new owner today, the Slate Grey S would be a no-brainer Ferdinand company car.
Bigger blowers and intercooler, combined with a remap give the Turbo S 30bhp more power than a standard 996 TT. Torque is up to 474 lb/ft and the car will do 191 miles an hour.
Intelligent four wheel-drive and ceramic brakes make the six-speed manual Turbo S a driver’s favourite. Adding these 19″ Fuchs not only looks good, it also drops the sidewall profile of the tyres and adds a bit more footprint, a combination sure to add traction and perhaps a hint more firmness, without being crashy.
The Fuchs wheels on this Porsche 996 Turbo are 8.5 and 11-inch by 19-inch diameter, with 235/35 front and 290/30 ZR 19 rear tyres. These wheels are finished with black centres, but an RSR finish is also available. See the full range of genuine Fuchs wheels on the Porsche tuning website.
by John Glynn | Jan 29, 2013 | Classic Porsche Blog, Modified Porsche Hot Rods, Project Cars
The Porsche 912 Speedster from a few days ago went down a storm on Ferdinand Magazine’s Facebook page, which is heading towards 50,000 likes. I’ve got some more details to share on the custom 912, which previous owner Ryan tells me now lives with another friend of mine in Belgium. Small world!
The builder of this 912 Speedster had previously developed some successful race cars. He chose the 912 as it was lighter than a 911, it was a four-cylinder like the 356 Speedster, and the shorter four-cylinder engine mounted close to the firewall gave a lower ultimate height across the engine, which would help it achieve a lower rear deck line.
No computers were used to shape the body: just very careful measuring. After the roof was cut off, Wilbur Brothers bodyshop in Stockwell, Indiana removed the bodywork above the rear wing tops and replaced with a cowling constructed from two Karmann Ghia panels, which gave a lower rear end and less rake.
Like the 356 Speedster’s engine cover, this 912’s rear lid is a hatch that does not extend to the lower rear panel. It was made by welding the 912’s engine cover in place, mating two Ghia engine covers together, then cutting a hole for the 912 grill: an interesting solution.
Modified Speedster windscreen posts hold the shortened 912 windshield. The glass-free doors have custom door caps and plexiglass side windows.
To strengthen the chassis, metal plates were welded to the A-posts. Steel box section was welded into the sill sections, from front to rear wheel housings. The car went through a complete restoration and then had a fresh coat of red. Can’t wait to see this in the metal one day.
by John Glynn | Jan 26, 2013 | Classic Porsche Blog, Modified Porsche Hot Rods, Project Cars
Had an email from my buddy Ryan down in Sydney this morning. Ryan is a hard core Porscher: sworn R Grupper, rallies a 911 ST and has been with us to Classic Le Mans, to taste the mania of Porsche that prevails. His email gave me an excuse to mark Australia Day by sharing one of the wild Porsche soft tops he’s owned in his career.
This red devil is a 1966 Porsche 912 with custom bodywork in the style of a 356 Speedster. Ryan takes up the tale:
The bodywork was all steel, with chassis strengthening along the sills between the front and rear sections. The car was ordered in left hand-drive through a German dealer, but originally delivered into the UK. It then made its way to the US.
Originally Slate Grey, the VIN went back to a 1966 3-gauge 912 Coupe: not a Targa. The car drove nicely. It started easily, pulled to redline, shifted well and brakes were no problem, holding it all in a nice in a straight line. It had period “Thunderbird” headers and muffler setup, which sounded great.
The original chrome wheels were replaced along the way with 16″ Fuchs. I think chrome 15″ steel wheels with taller tyres would have looked better, but it wasn’t a deal breaker for me.
The car used a cut-down 911 windscreen in a modified 356 speedster frame. It featured lots of nice design details, such as magnets sewn into the sides of the tonneau cover that worked very well, the recessed 911 grill in the 356-esque engine lid, and the 356 side stripes, mirrors and badges.
Ryan sold the car a while back (just $30K!), but I’d love to know where it went to next. This thing is right up my alley: would be great to catch up with it one day.
Happy Australia Day to all of our friends down under! Follow @cultofporsche on Twitter!
by John Glynn | Jan 22, 2013 | Market & Prices, Project Cars
Here’s one to watch for if you’re looking at Porsche 996s for sale: rust around the door latch mounting points.
This is a common problem on earlier cars, but I didn’t think was that bad on later cars with arch liners. But while older cars rust from the back of the latch to the front, starting inside the wheel well, these cars are rusting from front to the rear. It’s pretty common on the 996 and does tend to come from the front. Early 996s get it worst: on models pre-2000, prob 30% of them have this and some pretty badly.”
You could rub this particular case down and paint it, but if Porsche rust repairs are not done properly, they will always come back. The big question is where else is rusting? If it’s happening here, the rest is at risk, too. Put it on your checklist.
The second pic shows ongoing body repairs on a Porsche 964 bought by a customer as accident damaged, with new front wings replacing rusty ones and good quality second hand parts used in a few other places. Looks a bit patchwork at present, but is heading off to paint later on.
by John Glynn | Jan 19, 2013 | Classic Porsche Blog, Modified Porsche Hot Rods, Project Cars
Few classic Porsche cars sum up Ferdinand’s driving, not posing policy more than those built at WEVO in San Carlos, CA. One of my favourite cars from this stable is a 1967 Porsche 912, known in the family as Primrose, which I first enjoyed driving two years ago. This is me: pic by Jamie.
The ’67 is Aga Blue. It’s a genuine barn find, with only 36,000 miles on the clock when first uncovered. Hayden Burvill regards the 912 as “the essential-to-understand engineering link between the 356 and the 911. Put into dry storage in 1972, we recovered it in 2007, the 35-year hibernation leaving the interior beautifully preserved and the exterior degraded in a manner that is difficult to describe.
“The patina is insanely genuine, at times disturbing, yet any effort to control or preserve it would look ridiculously contrived. The 912 is heavily waxed, waxed over every blemish and that seems like the appropriate treatment for the time being.”
When I first drove this classic Porsche, it had a simple engine build and almost standard suspension, albeit rebuilt with new bushes. Since then, Hayden has further upgraded the running gear: most noticeably with a 1900cc engine that was run in on the 2012 California Melee.
“The 1900cc motor has been faultless so far. Initially it required a little tuning and synchronization of the carbs but otherwise all good and much nicer than the old motor. Went on a diet and took another 16lbs off during the build, so the car is now about 2000 lbs with a full tank and 110hp: about BMW 2002 territory.
“Old engine to new engine: we kept the crank and flywheel and the cam, but not much else. Entering it on the Melee was an incentive to get it working. The 912 turned out to be the perfect car for the event, rewarding care with momentum – and the big grin that comes from sliding about on dry pavement at legal speeds on 165/80-15 tires.
“The nimble 912 can tackle the unexpected with such finesse, it makes me very happy to have left the 911 at home for another day. That said, after an unbroken run of 140 miles, my shoulders did feel like a massage would have helped. Drivers in the heavier cars would have enjoyed a great upper body workout.”
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