by John Glynn | Nov 2, 2012 | Classic Porsche Blog, Project Cars
Mark at EB Motorsport just sent through some development pics of the new SC RS one-piece front bumper for narrow body 911 front wings. Moulded from a genuine original SC RS part, this bumper is to fit standard (non-Turbo) bodied 911/S, 911SC, and 3.2 Carrera models.
The EB SC RS bumper is a one-piece reproduction of the factory 911 SC RS/SCRS front bumper, with brake duct/fog light holes. This bumper does not use standard mounts, as this is not possible with the smooth external finish. The EB part fits direct to the body: fitment should be obvious when the panel is in place and bracketry is apparently very easy to do.
Porsche 911 SC RS bumper fitment
Stiffening panels have been moulded into the bumper for quality and durability. EB also makes a matching rear bumper to fit both standard 911 SC & 3.2 Carrera, as well as an SC RS bonnet in lightweight composite material. This bumper is a great solution to corroding old aluminium bumpers in need of refurbishment.
The pictures show development parts fitted to the EB mule: an impact-bumper 911 used for test fitting. This is the part which will be used to produce tooling to manufacture production models.
As to when they will be available, once the tooling is done, the production lead time will be dictated by how much other stuff EB has lined up. I would expect to see them on sale by the end of November, which is perfect for most winter project schedules.
White gelcoat doesn’t give the ultimate impression of how the parts will look when painted and on the car, but I think the finished product should look pretty hot on a lowered 911 running the right wheels. What do you guys think?
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by John Glynn | Oct 4, 2012 | Porsche News, Project Cars
I spent today in a Porsche service workshop, where the technicians had returned from a recent handling course at KW Suspension and were repairing an electrical fault on a Porsche 997 Carrera. There’s no keeping me away from watching Porsche repairs going on so I was happy to get the full story.
The car had a sidelight problem – there were no sidelights working on the 997. They stripped the front compartment and broke out the PIWIS tester, as used at official Porsche centres. This is one of few UK independent Porsche specialists licensed for the latest in-house Porsche technology.
PIWIS has a programme of system diagnostic tests in conjunction with a test probe, so the sidelight problem was soon traced to a bad wire (the grey one). When linking the connectors with a new wire solved the problem, all that remained was for Steve to splice in a new wire and run it back to the switch.
“Sometimes when a new wire is made, copper strands in the weave don’t mesh correctly and that incomplete joint eventually fails,” explained the mechanic. “Changing the complete wire is the most effective repair. Finding this break was relatively simple with the front stripped, PIWIS hooked up and a probe checking voltage at the front control module. As the name suggests, that box manages everything in the front part of the car: luggage lamp, cooling fans, lighting and so on.
“Solving this problem on the Porsche 997 was a doddle compared to PCM problems with a Porsche Cayenne a while back. That was eventually traced to ignition trouble, but it took two days to find it. The biggest problem with Cayenne is the modules are buried under other parts, and even taking out a seat takes hours. As with all wiring diagnosis, you eventually get there with a logical approach, good wiring diagrams and some help from PIWIS.”
by John Glynn | Sep 27, 2012 | Project Cars
I just spent two days up in Yorkshire with the lightweight Porsche panel manufacturers at EB Motorsport and picked this up on my travels: a tidy 924 tailgate from an eBay seller in Bolton.
It’s not perfect and suffers from the same peeling glass paint they all have, but the spoiler is in better shape than the original one on my 924 Turbo, so I was pleased to get hold of it. I’ll strip and refurb the hatch with some help from Racing Restorations and get it on the car when we do the fresh paint this winter.
If anyone ever asks whether a 924 tailgate fits in the back of a Subaru Outback, I can confirm that yes, it does. Don’t expect to fit more heavy stuff in there, though.
by John Glynn | Sep 16, 2012 | Classic Porsche Blog, Market & Prices, Project Cars
The auction for the earliest LWB Porsche 911 just ended on eBay. Final price was £37,100. Assuming a quality Porsche restoration will cost at least £60,000, that makes the car £100k done. I’m sure whoever placed the winning bid thinks that will prove a good price in time, and I’m inclined to agree.
See below for a full copy of the eBay sales text. Here’s a screen shot of the bids from start to finish: the highest bid for most of the week was placed two days into the sale. The winning bid was placed twenty minutes from the finish.
That early bidder did well to judge the likely price so accurately – I wonder what stopped them going just that little bit higher.
The seller was my online Porsche friend, Brendan Mullan, up in Scotland. Here’s a copy of Brendan’s eBay sales text:
One of the most significant road cars in Porsche’s history
Chassis (VIN) number: 119200001 The First LWB Chassis Number
Engine number: 6290001 The First LWB Engine
Gearbox number: 2281682 Type 901/03
Build date: 28 June 1968
THE FIRST EVER PORSCHE 911E – MATCHING NUMBERS HISTORICALLY IMPORTANT 911
This is an amazing barn find story!
The car was discovered in a barn, where it had been for over 25 years, by two committed long term early 911 UK based enthusiast/owners and totally researched by us as genuine. Factory confirmed and virtually complete with unique colour combination. Probably the very first long wheel base (LWB) Porsche ever built. Totally unique.
First three owners were contemporary Porsche factory drivers of the day; Robs Lamplough, Paddy McNally and the immortal Jo Siffert. Built two months before actual LWB production began and used as a mule for six months at the factory. Converted by the factory from LHD to RHD for the first road driving owner. Personal letters from one of the first three owners confirming its early history. Unparalleled provenance.
This car has matching engine, gearbox and chassis (VIN) numbers. The very first ever LWB chassis (# 119000001) and the very first ever MFI E engine (# 620001). Confirmed as a factory Versuch (prototype) model, one of only three or four known to exist and this is the earliest LWB example. The car retains all its original Versuch tags with the factory prototype numbers along with the usual VIN plates. Documents on hand confirm its status. Contains a mix of SWB and LWB parts as would be expected in the summer of 1968 during testing of the new model. Unique original colour combination of light ivory exterior and red interior (all items present). Repainted black in the mid 1980’s but original colour still evident everywhere. Correct date stamped original parts, including four matching dated five and a half inch Fuchs wheels. All body panels except one front wing and the engine lid are original. Engine is complete from heat exchangers to air box. Gearbox original and complete. Original hydromatic front suspension has been replaced many years ago as most have. Interior in restorable condition. Uncracked SWB dash top. SWB rear lights. Seats, door panels, lower dash, carpets all in good to excellent condition. Original undamaged glass all round. Door pockets reasonable. Lovely date stamped steering wheel, stained and torn headlining. No hood badge.
As can be seen from the pictures the ducktail is obviously not original but the decklid grille fitted to it appears to be the correct one year only three bar 1969 grille. We have a very nice one year only 1969 decklid that will come with the car. The front seats shown in the pictures are also aftermarket replacements. We have the original red seats which are in restorable condition and will also come with the car. Although not shown in any of the pictures we also have the original bonnet.
This unique 911 will require total restoration: The shell is in a poor state and mechanical components will need a total renovation/rebuild. It will need a complete top to bottom nut and bolt rebuild but such an historically important car must be saved. Once this car is restored it will represent a benchmark example of the whole 911 development and in particular a watershed moment in the pre-impact bumper (longhood) programme.
We are both well-known contributors to early 911 forums. This is a private sale. We are not dealers. You can read all about the discovery of this amazing barn find 911 on our thread on DDK
The car is available for viewing and is currently located near Prestwick Airport in Scotland.
We would love this 911 to be bought and restored by an enthusiast who understands its position in Porsche history. We will be happy to assist any overseas buyer with transportation but any shipping and other charges will be the responsibility of the purchaser. We reserve the right to withdrawn this 911 at any stage as it may be sold elsewhere. Thanks for looking and good luck with your bidding.
An opportunity like this will never arise again. Car is sold as seen.
Please note that bidders with zero feedback should contact the seller directly before bidding as all bids with no feedback will be removed.
by John Glynn | Aug 13, 2012 | Classic Porsche Blog, Project Cars
Our Porsche racing friends at EB Motorsport had a great weekend at the Nürburgring Oldtimer GP, comfortably winning their class and retaining the lead in World Sportscar Masters, but not everyone enjoyed the event as much.
The owner of a 1956 Porsche 356 woke to find his car had been stolen from the Hotel Hohe Acht. I’m told that two other 356s were also stolen at the track on the same night. German Police have so far come up empty-handed but that is hardly a surprise: this was carried out by professionals and there will be a plan in place to get these things out of the area as soon as possible.
This particular car is a peach. The owner bought the car in 1970 and, working as a 356 spare parts manufacturer in Denmark, it has been with him for 40 years of a life in Porsche. A €15,000 reward is offered for any information leading to the safe return.
This is not the first 356 theft we’ve seen this year. Certainly classic Porsches are getting ever-easier to steal: a quick colour change and a few bits swapped (including chassis number) and no one would be any the wiser on what it once was. If you’re not using security on your classic, then fix that quickly.
I use a high-end steering lock and good alarm on mine – plus one other unnamed measure – which would slow any potential thieves down a bit. The agreed valuation for insurance purposes is also up to date! I do agreed insurance valuations for UK classic Porsche people if you need any help there: total peace of mind and not much added to the premium.
More info on this car: black Porsche 356A with Speedster seats and a Sebring exhaust. Steels are very distinctive as is the ‘Les Lestuns’ steering wheel. but all these bits bolt off. Just be suspicious of any spotless 356s in black seen around the place.
Thorkil Simonsen owns the car. If you like the sound of that reward then call him at +45 40721284 or email simonsen-356@c.dk. Would be great to get this back.
by John Glynn | Jul 10, 2012 | Porsche News, Project Cars, Race and Rally
The original 911 Turbo was a revelation. Introduced in 1974, the first 930 models had a 3-litre engine, producing 260 horsepower at just 5,500 rpm with relatively soft levels of boost and a 6.5:1 compression ratio.
The first journalists to sample the 911 Turbo were literally blown away. ‘To be shoved so hard in the back that you need highback seats to keep your head on, yet neither to feel nor hear anything more than a muffled hum, is a very odd sensation indeed”, wrote Roger Bell back then.
In 1977, the 930 grew to 3.3-litre engine capacity, and got some decent brakes. The addition of an intercooler took power to 300 horsepower, with 303 lb/ft of torque. 60 appeared on the speedo around 5 seconds after take off, and 160 would appear in short order: if you kept your foot in.
On paper, the 930’s big turbo and leggy four-speed gearbox is hardly ideal for use as a rally car, but that has not stopped Richard ‘Project’ Tuthill from picking one up in Eastern Europe and putting it through a rebuild process at Tuthill HQ in Wardington, just down the road from Ferdinand.
The car has been through a strip and interior tidy, with new seat rails and fire extinguisher install. The engine and transmission are out for an overhaul, the car is being completely rewired and made ready to rally in anger. It has also just had brand new Turbo brake calipers, straight from Porsche.
“One challenge is having the fastest car in a straight line,” says Richard. “But also, there’s more to rallying than the British Championship. Some great events take place in Europe, where Turbos are highly regarded. I think this will strike a chord with the fans: the few miles I did in it before we took it to pieces were amongst the craziest I’ve ever done in a rally car!”
I’ve driven a lot of Tuthill cars over the years but this lightweight Turbo off-roader is a whole other kettle of fish. I can’t wait to try it out!
