Great fun on the Easytrack RS track day at Oulton Park today. After a misty start, the sun came out and the afternoon was epic. I was the last to leave: they closed the gates behind me!
Alisdair Cusick and I captured the day for Total 911 magazine. The piece is part of a short series of articles planned to celebrate the 20th anniversary of the Porsche 964 RS.
Tons of friends, old and new at Oulton today. Have almost lost my voice from talking, and that is unusual for me! Not just 964s, 993s and 996/997s present either; lots of cars turned out, including a good showing of impactbumpers.com amigos. Passenger wristbands were priced at £15 a head, with all the money going to Muscular Dystrophy and the Woodland Trust.
This was one of my favourite 964s of the day: Ninemeister’s new Cup Car. Ended up (unharmed) in the kitty litter, but what a lovely little 911. My other favourite was a German 964 RS on BBS LMs: a seriously cool car. By the time I had a minute to take some pics and track down the owner, it had disappeared.
My Leica started playing up at the track, hope it’s nothing serious but I missed a few shots when it refused to fire. Then the Landcruiser developed a charging problem on the way home. As these things are said to come in threes, I wonder what the grand finale will be, especially if they are arriving in order of expense.
Just had nice pics through of paint correction and detailing on a classic Porsche 964 from good Porsche buddy and Guild of Motoring Writers Photographer of the Year, Alisdair Cusick. Having worked together on many photoshoots for Total 911 magazine, Ali (@SnapperAli on Twitter) recently pulled the classic Porsche buyer’s move: getting his first 911 within a few months of the birth of his first child. We’ve all been there!
Ali’s 911 is a tidy 964 that’s been enjoying some quality airtime in the magazine. The latest job was to send it off for paint correction and detailing throughout: obsessive valeting with the highest quality products, to bring the bodywork back to as pristine a condition as possible. The results are amazing.
Elite Detailing Porsche 911
Alisdair used Elite Detailing to overhaul his car – the boys reckon they have refurbed more Porsche paint than any other specialist detailing company in the UK. Prices start from £399; Ali’s job took a finger-melting 40 hours.
The products used will be listed in a future issue of the magazine. Contact Elite Detailing via their website and watch out for Ali’s forthcoming feature on the job!
About Paint Correction
Paint correction is the process of machining vehicle paint with rotary polishers and varying grades of specific polishes and compounds. This is a highly specialised process that requires specialist experience and knowledge, as well as expert measuring and lighting equipment. Car manufacturers use different paint types, all of which need to be recognised and treated in their own unique way for best results.
Following my recent trip to the Porche Museum, I read an interesting item on the PetaPixel blog in which Neil Burgess, 25 years a photojournalist, head of London-based photo agency NB Pictures, former head of Network Photographers and Magnum Photos, and twice Chairman of World Press Photo claimed photojournalism was dead.
“I believe we owe it to our children to tell them that the profession of ‘photojournalist’ no longer exists,” says Burgess. “There are thousands of the poor bastards, creating massive debt for themselves hoping to graduate and get a job which no-one is prepared to pay for anymore. Even when photographers create brilliant stories and the magazine editors really want to publish them, they cannot pay a realistic price for the work.”
As someone who packed in working 9-5 to concentrate on being one of the “poor bastards…hoping to get a job which no one is prepared to pay for anymore”, this is disappointing news, assuming it is accurate.
I recently took a trip to the Porsche Museum, where I shot a few hundred frames on my Leica D-Lux compact camera. Some are seen here. I had intended the pics for blog and library use but, as I was pleased with the quality, I decided to pitch them to the editor at Total 911 magazine.
“What about people who take once-in-a-lifetime trips to the Porsche Museum, Schlumpf Collection, Spa Francorchamps Museum and so on?” I asked. “Why don’t we run a feature with the pics taken on a compact camera, like most folks will use on these trips? Let’s get Leica involved. I’ll go to London and talk to Brett, the Leica M photographer, get some critique on my pics, and ideas for myself and those coming after me to take with them to the museum.”
The editor liked the idea. I went to the Leica Akademie in Bruton Place, London to meet with Brett, and the piece is in this month’s magazine. It’s not the perfect manifestation of the concept, but I’m sure it’s not the last piece of this nature we three will do together, and reaction so far has been positive.
My first words-and-pics feature was the R Gruppe Bergmeister Tour in 911 and Porsche World magazine: it made the cover. I’ve since done a few more and they are steadily improving in my eyes, as is the copy that accompanies the pictures. What matters to me is exactly what mattered to every photojournalist that has gone before: that the vision is actualised and presented to a wider audience.
I started photography to support storytelling, and still see my pictures as helping to tell a story in three dimensions. Will my photography ever be as good as a full-blown professional’s work? In most applications, it doesn’t need to be; one way that photojournalism is evolving.
I feel the incredible buzz that surrounds these pieces, so I say photojournalism is far from dead: it is just assuming new forms in new media. After years of neglect, the art is waking up to endless potential, thanks to the rise of blogging, personal publishing, the iPad and all like it. To anyone who thinks they can make a living at it, I say you can.
Burgess’ career points call to mind a friend of mine who can make people laugh at a party feeling like she’s a natural born stand up, or another friend who once bluffed his way past customs, believing that he was a great actor in the making. Both are beautifully talented and both chased their dreams, only to discover that the commitment needed to transform that talent into a career is enormous; well beyond what either had imagined. The same is true of photojournalism in modern media.
Believe me, taking a salary from your vision is hugely challenging, but doable if you commit to it absolutely. Get ready to fall over a lot, and to be off the pace of many of your peers. If you don’t think you can turn that into something worthwhile that an audience will pay for, stay with the 9-5. But be sure the choice is yours: no one else’s.
Just whizzed my 1976 Porsche 911 Carrera 3.0 down to the local tyre shop, to fit some all-weather tyres in place of the well-worn Michelin Pilot Sport Cup tyres I had been using. Or not using as is a better way of putting it: the classic Porsche has not turned a wheel since July of last year.
As ever, the Porsche fired up straight away. I just reconnected the battery isolator and the miniature Odyssey battery cranked it into life on the first turn. I crammed four Continental Sport Contact tyres into the cabin and off we went.
The damp weather today gave me some interesting new-tyre moments on the greasy roads. A massive powerslide out of the tyre depot T-junction make a few people laugh, including me.
Off to the UK launch of the new 911 Carrera GTS down in Bournemouth now. Will try to post some pics and details later.
About the 1976 Porsche 911 Carrera 3.0
This model is uniquely important in the history of the 911 series, as it was produced for two years only (1976-77).
The Carrera 3.0 used standard impact-bumper bodywork (with Carrera RS-width rear arches) and offered much improved performance over its 2.7-litre 911 and 911S contempararies. In magazine road tests of the time, the Carrera 3.0 set quicker 0-60mph times than the 911 Turbo or 930 model.
Key to the appeal of the Carerra 3.0 is its 2993cc engine, using the same cast aluminium crankcase as the 930, with the lightweight six-bolt crankshaft from the legendary 1973 Carrera RS.
The Carrera 3.0 engine was developed from the very rare Carrera 3.0RS, which formed the basis for the 3.0 RSR cars: highly successful racers in the 1974 and 1975 seasons, winning both the FIA GT Championship and the IMSA Championship each year.
I had to share this official Porsche video. It’s an excellent bit of filming and editing, shot on location at the Porsche Experience Centre at Silverstone, showing the GT2 RS at its wild best.
I’m posting this video for all those who insist that the only Porsche worth having is some obscure race special that was built in low volume back in the day, before being delivered to owners who drove the tits off them and sent them to the great Zuffen House in the sky.
It’s usually the case that the loudest shouters have never sat in their ‘one true Porsche’, let alone driven it. A large part of the attraction for some seems to be the unobtainability, but how pointless is lusting after the unobtainable?
The GT2 RS is another Porsche destined for this fate. All are sold out, there are no more to be built and many are bound to be destroyed. It’s just a matter of time before today’s 10 year-olds are tomorrow’s forty year-olds, banging on about how the 997 GT2 RS is the “only 911 worth having”, despite this video being the nearest some of them will ever get to it! As Jean-Baptiste Karr put it: “Plus ca change, plus c’est la meme chose”!
I understand enthusiasm for a model, but not to the exclusion of all others. There’s something good in every Porsche, even if the best one can say is that it keeps the AG coffers full for Porsche Classic fun.
Anyway, all this rambling brings me to my point! Rare-groove snobs usually reckon that Porsche is trading on past glories and can’t build sports cars any more. To them we say: stick this mental 911 in your pipe and smoke those rear tyres, baby!
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