by John Glynn | Sep 21, 2014 | Classic Porsche Blog, Modified Porsche Hot Rods
When the Porsche 911 SC Cabriolet was released to the public in 1982, it was an instant hit. The first fully convertible Porsche for 18 years since the 356 Roadster, build slots sold out and the cars changed hands for well above list price once in the open market.
Based on the 911 SC Targa, which had been the only open-top 911 for many years until the 911 Cabriolet model was developed, SC Cabriolet shells had few changes over the rigid-glass sibling. The main changes were reinforcements to the bottom of the b-posts and changes to the top of the latch panel where the Targa bar would normally sit, replaced by the Cabriolet roof mechanism. The small differences mean that Targa-to-Cabriolet conversions are quite straightforward, and not that rare.
Porsche friend David bought this Porsche 911 SC as a Cabriolet conversion from a 911 SC Targa. “I rescued it from a barn, where it had languished for fifteen years. It came with big bills for new brakes and lots of injection work to get it running but it had a broken headstud or two and some crappy paint.
“It was already non-original (colour, cab conversion, seats, etc) so it was a perfect subject for a bit of hot-rodding – weight loss and backdating being main aims to get a car that (to me) looked good, sounded great, handled well yet was still comfortable enough for a long day in the saddle.
“Having removed or swapped bumpers, front and rear lids, sill covers, stereo, heating, door cards, seats and more I dropped a total of 135kg (~300lbs). This affected the ride height, particularly on new Bilstein Club Sports all round. This had to be sorted, so I was ready for the next step – to re-bush with Polybushes, fit late 3.2 ARBs and sort the ride height and alignment.
“I limped around in it for a few months until biting the bullet for the inevitable engine rebuild. I took the opportunity to remove the heat and go with bare headers. John Holland at Unit 11 did the rebuild, and it works very well. Elsewhere the bodywork is tidy: a few minor issues to look at, but otherwise it’s a strong and solid classic 911.”
The Cabriolet conversion is less obvious than the other big change over standard: a backdate to early-style front end and bumpers from the solid aluminium impact bumpers. Advantages with the backdate conversion include the lower weight – David estimates he has dropped almost 150 kilograms or about 10% of the Targa’s original weight. It’s the equivalent of two people in the car so quite a lot to lose.
All of the parts to backdate came from our friends at EB Motorsport: bonnet, bumpers and the new wing infill lights, which fix straight to the impact bumper front wings and match to EB front bumpers. The normal fitment involves filling to match the wings but David is a dad on a budget, so has kept it good enough to use and enjoy. To me it is everything you want in a hot rod: 911s are all about driving and this aspect is top of David’s list.
Here’s some video of the car in action: sounds terrific.
by John Glynn | Sep 21, 2014 | Classic Porsche Blog
Porsche has announced a concentrated programme of dealer recruitment for its Porsche Classic brand of parts and restoration services. The company plans to increase the current handful of Classic-approved service partners to a total of more than 100 over an unspecified period of time.
Joining current Porsche Classic franchisees in France, Germany and Thailand will be branches in Japan, USA, South Africa, Australia, Colombia, Great Britain Italy, the Netherlands and more. Customers can look forward to “the complete range of services of Porsche Classic” including access to over 52,000 original spare parts, servicing and repairs as well as complete and partial restorations.
How many classic Porsche owners will switch to Classic-badged dealers to have their old Porsches attended to? Your guess is as good as mine. Adding one hundred old Porsche specialists to an already well-stocked specialist landscape will certainly cause some excitement.
I can’t imagine that many grass roots guys will be tempted away from their current providers, with the best established doing a consistently excellent job of keeping old Porsches together. What little I heard about the recent programme of dealer restorations for the 911’s 50th anniversary won’t have too many UK restoration specialists worried about the future.
The 356 Roadster and Porsche 912 Coupe seen here are both currently undergoing full restoration at Tuthill Porsche by a team of guys who share hundreds of years of restoration experience between them. That sort of experience takes more than a few training courses to pick up, so the planned expansion of Porsche Classic past one hundred specialist partners, all producing work of a consistently high standard, and at a price to compete with the established specialist network should be interesting to follow.
That is not to say that Porsche Classic in Stuttgart does not have a team of highly committed craftspeople working on site. I have seen some of their work and it is fully up to scratch. But, as many of my restoration friends know only too well, the highest quality does not easily scale. Hence five-year waiting lists for the best restorers.
by John Glynn | Sep 14, 2014 | Modified Porsche Hot Rods, Project Cars
Caught up with fellow ImpactBumpers.com forum member Alex this week, to discuss an agreed insurance valuation for his Porsche 911. Alex’s car is a 911 3.2 Carrera, but runs a 3.6-litre engine transplant: a 964 engine, rebuilt with some 993RS trickness. The car is light, so performance is “adequate”:
One issue with the 3.6 transplant cars is the exhaust: what do you do with heat and silencer under the rear of an impact-bumper car, a chassis that has less space available than the later models? Alex’s solution is the best I’ve seen yet: all titanium and all home/hand made. Alex explains:
“I liked the first version transplant exhaust on my car: a cheap, simple set up that worked well but with a few limitations that were increasingly bugging me.
“The first system used reasonably priced 1.75″ dia headers going into a 14” Magnaflow rear box. It sounded great if a little on the noisy side, particularly on a long run, so I made up some inserts, which made it quieter without costing power. This made me wonder why I didn’t just use smaller tubes in the first place.
“The lack of heat, low ground clearance and drone over long journeys sent me back to the drawing board. I decided to follow other transplanters down the 993 heat exchanger route, then build a similar system to 993 Cup cars off the 993 exchangers.
Titanium Exhaust Porsche 911: Akrapovic GT2
“My first system followed a few tuners to through-the-bumper exhaust outlets. I was undecided before doing it, and it was interesting when done, but the novelty wore off. Eventually, finding a titanium Akrapovic exhaust silencer/muffler on eBay from a 997 GT2 sent me down a route I thought would be more in keeping – albeit lots trickier.
“One question was X-pipe or not. Some silencers are x-pipe inside and don’t seem to hurt the 911’s power, but others believed more power would come from a non-X-pipe system. I had already manufactured quite a complex system using the X-pipe idea, but the muffler also had an internal X arrangement so we decided against using two crossovers.
“The first work on version two was to finish my cheapie 993 heat exchangers. With the flanges cut off and jig made, they needed rotating, welding back on and linishing flat. The other side needed patching and a new pipe cobbled together. The steel on these is very thin and although stainless, it’s not the best grade so can corrode.
“Then it was a case of making jigs, which other transplanters were a great help with. Twisting these tight-fitting pipes can be tricky, but a fellow IB’er helped with a fitment guide that worked really well. I bought some more titanium tube, including many bends and had quite a bit prepared by a local water-cutting firm, before my welder friend came around to do the final assembly on the car.
“There’s always a few bits you think I could have done better and there’s still some finishing to do – I may do double slip joints in two places and the tailpipes are just bits of tube at the moment – but it’s on and sounds good. It’s still quite loud, although much quieter than the Magnaflow, but it now has a real rasp to it and makes a racket on overrun.
“With the new exhaust I think the car is now running a bit richer but haven’t done enough miles to really get to know it. Fingers crossed the bumper doesn’t catch fire!”
Awesome work by Alex – so many hours and for sure a pricey system, but if you’re going to think outside the box, then expect some of the costs to live there too. Read more about Alex’s car and many other Porsche 911 hot rods on the Impact Bumper Porsche 911 hot rod forum.
by John Glynn | Sep 10, 2014 | Classic Porsche Blog, Project Cars
So my 912E has finally arrived in the UK. Bought unseen from San Francisco Craigslist, the car was also advertised on Pelican and a few other places frequented by Porsche fans, but no one wanted it. I did a good deal with Bob the seller and had it trailered away by a good friend out there.
It lived with some friends in SF for almost a year, before it was trucked down to Long Beach to sail with a Tuthill 356 and a collector friend’s 911s. The container cleared customs on Monday, got trucked up to the West Mids and was unpacked on Tuesday morning. I had notice of the unboxing at 9am. By 10am, I’d arranged a car transporter on Shiply to same-day trailer it to my classic Porsche home-from-home: Rob Campbell’s Racing Restorations in Pershore near Worcester. It arrived there later that afternoon.
I am tied up on other stuff all this week, so I won’t get to see it until the weekend, but Robert’s had a good look this morning and says the shell looks pretty solid. It’s had a really rough paint job in the past, but that will blast off easily enough and reveal the original Arrow Blue.
1976 Porsche 912E Project
I purposely bought a 911/912 with no sunroof, as roof panels on pre-galv cars can go nasty, not to mention floors soaked by leaking roof seals. Seems the floors are solid so that is good. Little bit of rust in the front and rear window apertures, spot of surface rust under the parcel shelf. The kidney bowls look OK, but the latch panels are messy. The front wings are rough, but there’s a pair of good ones in the car – not that I am using either. The rest looks reasonable apart from a holed front pan, but that would be coming out anyway as they love to rust: an easy repair job for Mr. Rob Campbell.
What is the plan? Currently aiming to backdate it, keep it simple maybe run it kinda ratty for a while. Not easy to run something with no engine in it, so I plan to fit the classic Subaru Turbo transplant with a flipped R&P and the WRX 5-speed. Still flat four and I’m a Subaru guy. I’ve got a set of Subaru workshop manuals, am not into Beetles and who can be doing with the price of flat sixes these days! 😉
by John Glynn | Aug 29, 2014 | Classic Porsche Blog, Project Cars
My US-purchased 1976 Porsche 912E roller is about to land on UK soil. The car is coming in alongside some imports by a collector friend of mine, so he emailed me the customs forms today to get the clearance put through ASAP.
Tuthills are shipping a really beautiful 356 Roadster in the same bundle as mine and they want to take that to Goodwood Revival next weekend, so while I have no clear date on landing, I expect to be unloading it by this day next week and sharing pictures on the blog soon after.
Plans for the 912: we’ll trailer it to Rob Campbell’s Racing Restorations, have a poke around on the ramps, see what the body looks like and decide what parts can go on eBay as surplus to requirements. I’m sure I’ll at least be listing some impact bumper front wings, as my plan is to backdate it – most likely in steel. More 912 news later.
I still have my 1976 911 Carrera 3.0, the 924 Turbo and all my other cars. Buried in a variety of projects lately has left little time for project fun, but I have been busy on eBay, buying stuff under the duvet late at night. Many website building projects and delays to our long-standing building programme here at home left me with a bit of spare cash, so as I’ve always had a soft spot for Merc SLs, I started looking at those again.
I’ve owned four different Mercedes models, and always enjoyed their solidity. My last experience with a Mercedes SL was to help shift a friend’s R107 SL (chrome bumper one above) from the South of France to the UK and then on to Croatia. That was a 560SL: the US-Canada smog beater. Utterly beautiful, but I’ve always preferred driving the later R129 models.
Good job too, as my £3k in spare cash wasn’t going to buy much of a 107, but it would buy a together example of my target car: a 300SL-24 from 1990-1993 in a good colour with low-ish mileage and big history file. I was OK without a V8, as the Cayenne ticks all my 8-cylinder boxes and the 300 is a nice grand tourer for weekends away with Mrs G. I was not looking for another sports car.
I’m fine with doing a little bit of work as long as the pricey stuff works: i.e. central locking, air con and the electro-hydraulic convertible roof, so I set up an eBay search for SLs under £4k, and bid on a few six-cylinders. A few days into the process, up popped a 500SL that caught my eye just minutes after listing.
£3995 asking price for this very tidy 68k-mile 1992 V8 SL was an excellent price versus my research: being sold cheap for a quick sale. Malachite Green with beige leather was not my first choice, but not too unattractive: I quite like green cars. I rang the number in the ad, spoke to the interior designer owner, she had owned it for four years, mileage supported by MOTs and everything worked fine. Ten minutes later, she had my Paypal deposit on the full asking price and I was arranging insurance.
I collected the car last Friday and all is good: I’ve been doing some more research since. Mercedes built 200,000 R129 SLs from 1989 to 2002, but less than 800 V8s of this generation are still known to the UK registration authorities. Numbers have been falling since the start of the century, so nice to save one from destruction.
A plate transfer has held up the registration transfer, and I have bought another private plate for it, so it will be an extra week or so until it is taxed and ready to use on the road. First impressions: it’s had some paint while it lived in London, needs some help on trim and we got a few quid off for cracks in the plastic soft top windows, but it drives very nicely: exactly as I remember them.
Superbly comfortable seats, beautiful M119 V8 as fitted to the Porsche-fettled Mercedes 500E, the earlier and much maligned 4-speed transmission is still a joy to use and pre-93 has none of the aggro that goes with the later electrical looms or transmission fluid wicking up the wiring harness. I love the gentle styling, that classic front end and the hardtop that transforms the car into a beautifully together sports coupe.
A comparable 911 of the same vintage – so a 964 Carrera 2 Cabriolet – would be over £30k now, and is it ten times what I bought? Ask me in ten years.
