by John Glynn | Jun 30, 2017 | Classic Porsche Blog, Porsche News
Contrary to what you may read in today’s press, the UK’s greatest festival of motoring held in the grounds of an old country house doesn’t start for another three weeks. Roll on July 22nd, and the Festival of the Unexceptional at Stowe House in Buckinghamshire.
Keep your manufacturer-sponsored traffic jams and exhibition runs up the garden path for friends of his lordship. Instead, cue the oddball and unloved motors of our youth: the stuff that sensible people scrapped when the repair bills at MOT time topped £100 and were therefore more than the cars were worth, all those years ago.
Festival of the Unexceptional
First held in 2014, the Festival of the Unexceptional is a grand day out for fans of the ordinary. Witness a Light Blue 1.6-litre Honda Quintet and wonder how you ever forgot they existed. Spy a Pale Green 1.3-litre Ford Escort and remember how the neighbours took you and your sister to see Snow White at the cinema in an identical model (No? Just me, then).
Previous winners of the Concours de l’Ordinaire – a competition of fifty of the best examples of unexceptional cars built between 1966 and 1989 – include a Nissan Cherry Europe, a Morris Marina pick-up truck, and a Hillman Avenger Super Estate, all of which get my vote for working class motoring eye candy. I am very excited to see what turns up this year.
Will we find Porsches at the 2017 Festival of the Unexceptional? By rights, yes, we certainly should. Stuttgart made its fair share of unexceptional vehicles to 1990 (the show’s cut-off point) and I have driven a healthy proportion of all those produced. But this could be classed as treasonable talk nowadays, especially in front of potential ‘investors’.
Unexceptional Porsche – Judge’s Choice
My wet-dream Porsche for top honours at Stowe would be the pic at the top: a nice early RHD 924 Lux in Yellow with the basic alloys and a straight, simple spec. A natty little car in anyone’s book but unexceptional in the great scheme of things. However, now that 924s are changing hands for silly money, some 924 folk have sought to rewrite their steeds’ proletarian roots. Perish the thought of putting pop-up Porsche lights to an unexceptional grindstone for these proud PCGB’ers.
I have no such aversions and would happily run any Porsche of mine to this festival long before I ever considered taking one to the Festival of Greed. Mrs G and I have discussed getting the 924 Turbo over to the Stowe car park for a day on the lawns. I’m sure it will make for a grand day out if I can get the water pump back on, timing belt replaced and all the fuel injection shoved back into place in the few days I have free between now and then.
Who needs UK reg plates when it’s back roads to Stowe all the way from here? Famous last words – don’t you just love them…
by John Glynn | May 18, 2017 | Modified Porsche Hot Rods, Project Cars
The narrow body SC RS front bumper from our friends at EB Motorsport (as seen on the latest Tuthill project above) has proved very popular with hot rod/outlaw 911 builders on both sides of the pond. Now EB has launched a new front bumper in the centre oil cooler 3.0 RS style, to suit narrow body impact bumper Porsche 911s (SCs, Carreras etc). Here are a few pics:
EB Motorsport’s proper wide-body 3.0 RS kit is a long-time favourite with RSR builders. The brothers had received a few enquiries for a standard body version, but the high tooling costs for big parts are never easy to justify. Once sufficient interest had been confirmed to support the narrow front bumper production, it took EB a while to tool up for the new part. The first products are now out of the mould and already heading off to satisfy advance orders.
I mentioned that the EB Motorsport Porsche 911 SC RS bumpers have proved very popular amongst 911 builders and there are two smart 911s currently featured online using the EB part. First is Bring A Trailer’s 911 Targa seen below. A 2.7-litre ’77 Targa in Ice Green Metallic, the car’s short-hood front end and long-hood rear is creating some noise in the comments.
Knee-jerk remarks are easy to throw around but I think the car looks sharp enough. A few Pelicanites went for this SH/LH mix back in the good old days of cheap 911s and I always liked it. Bit too much tartan in the back for my tastes but easy to fold the seats down. That EB front bumper sits well in context, regardless.
The second SC RS-bumpered 911 is the Mexico Blue project now on Petrolicious (below). Strong colour outside, strong colour inside and seems nicely finished by Workshop 5001 (a place I have got to drop into when next in LA). Loving the slick sophistication of this one and the matching rear bumper is so smooth and simple.
These things save a huge chunk of weight and lose the corrosion-prone aluminium blades, which is another plus point for some people. Unsurprisingly for the bloke who started a website called impactbumpers.com, I like the originals, but I see why some people like the change.
No sign of the 3.0 RS bumper on the EB Motorsport shop yet, but I am reliably informed that it will be online tomorrow, along with the all-new aluminium RSR MFI pump base plate that the guys have just finished designing and machining. Work never stops up in Barnsley!
BringaTrailer and Petrolicious images are copyright of their respective owners. Shared for info.
by John Glynn | May 17, 2017 | Modified Porsche Hot Rods, Classic Porsche Blog
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.
by John Glynn | May 9, 2017 | Classic Porsche Blog, Project Cars
Mrs G and I recently attended the social event of the historic Porsche motorsport off-season in Yorkshire, where a good weekend was had by all. While up north, we called in to catch up with Mark and James at EB Motorsport in Barnsley, as I heard there was lots going on.
While James has recently been helping with another little addition to the family, Mark’s been holding the fort at EB Engineering by day and spending the evenings knee-deep in Porsche projects. Both have also been working closely with a bunch of new staff including a full-time painter, new fabricator/welder and a machine operator for the three Haas CNC machines now working flat out in Barnsley. But I digress – back to Porsche.
Current EB classic Porsche projects include the 911R build (which I got some good pics of), repairing the ’65 SWB car ahead of this year’s race season (Brands Masters and 6 Hours of Spa are definite), working on the 2.1 RSR Turbo build and fitting the latest EB Motorsport parts to the Light Yellow RSR race car: these superb pressed steel rear arch flares.
Porsche 911 Steel Arch Flares
Well made steel arch flares that fit properly and look right are almost impossible to find, but the new EB flares are a superb piece of work. Requiring no hand finishing around the arch lip or torsion bar hole, they merge to meet the contours of the classic race car in a seamless curve of delight. The tyre-to-arch gap in EB’s fitting is nothing short of perfect; these steel arch flares really are magnificent creations by all concerned.
I love my 911s as narrow-body models, but steel panels of this quality make my wallet itch. The only issue is that, to do them proper justice, you need 300bhp under the decklid and 11-inch rear Fuchs to match. Such champagne tastes are not yet matched by an available budget to go wild in metal. Maybe one day.
Email EB Motorsport to discuss any of their peerless performance parts for Porsche. The brothers are excellent guys: two of my favourite people.
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by John Glynn | Feb 22, 2017 | Classic Porsche Blog, Project Cars
One of my favourite Porsche projects of the last few years has been working with my friend Jonny Hart on the brand development of his company, Classic Retrofit. Jonny and I became online friends soon after he joined our 1974-1989 Porsche 911 forum at impactbumpers.com and it has been fun to follow his electronics magic on parts for these classic 911s, including the all new Porsche 911 air con system.
The peak of achievement to date is Jonny’s electric air con kit for classic Porsche 911s. Branded ‘Electrocooler’, the full kit is about to be unleashed on the classic Porsche community in its first public showing at the LA Lit Show on March 4.
I shared some pics on Classic Retrofit’s social media pages last week and they went totally ballistic: a most rewarding return for all of Jonny’s hard work. I have just sent more details out and am sure that many of my Ferdinand friends will also be interested in knowing more, so I share them below.
Email Jonny at info@classicretrofit.com to discuss any of his products.
Classic Porsche 911 Electric Air Con: A/C Technical Layout
The compressor module (front centre in the picture) goes in the smuggler’s box on a LHD 911. On a RHD car, the compressor is mounted adjacent to the battery and fits with no modifications to battery or spare wheel arrangements.
The condenser goes under the front wing/fender, in place of the oversized windscreen washer reservoir on an impact-bumper car. The blower unit (top right) contains a modern fan and evaporator. All original non A/C vents now blow A/C air.
The occupants can also enjoy A/C air out of any vent in the car, including warm A/C air for rapid windscreen defogging. Our blower assembly brings recirculation capability to the 911s ventilation system and assists heated air flow for hot air without the need for footwell blowers.
Maintaining the standards of classic Porsche design, the original cabin slider ventilation controls are retained, for maximum discretion. A single pushbutton with indication is the only visible clue that Electrocooler is fitted.
Electrocooler Weight Savings and Performance Benefits
As shown in our photo, the complete kit weighs a shade over 16 kilograms (35 lbs). Combining the fitment of a smaller washer bottle and accounting for removal of the original fresh air blower, installing Classic Retrofit’s Electrocooler kit to a 911 originally supplied without factory air conditioning adds less than 7 kilograms (15 lbs) to overall weight.
For a car originally equipped with factory air conditioning, converting to the Classic Retrofit Electrocooler system results in an overall weight saving of circa 18 kilograms (40 lbs).
There is the added handling benefit of weight loss at the rear of the car by removing the substantial original air-con compressor from its elevated position in the engine bay, not to mention the increased fuel efficiency and engine power, once the crankshaft load inflicted by the archaic belt-driven compressor is removed.
