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TRAILBLAZING 911
REVIVED PROTOTYPE DEBUTING WORLD FIRSTS

901

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FRIDAY 15 DECEMBER
TH

s you will have undoubtedly
noticed, this is the December
2023 issue of Classic Porsche.
As outlined in my introduction
to last month’s edition of the
magazine, the past year has
delivered much for Porsche fans to celebrate,
but as days grow short, we begin to look forward
to what 2024 has to offer.
The G-series 911’s fiftieth anniversary ranks
high among reasons to rejoice, as does thirtyfive years of 964. We’ll be showcasing standout
examples of both models across the coming
twelve months, not only in print, but also as part
of Volksworld Plus, a show featuring classic and
modern-classic Porsches and Volkswagens.
The event is scheduled to take place at Surrey’s
Sandown Park across the weekend of 16th
and 17th March. You can find all the details in
this issue’s news pages. Suffice to say, drop
me a line at dan.furr@kelsey.co.uk if you’d like

to exhibit your air-cooled Porsche at the show,
which promises to be a calendar highlight.
Speaking of standout classic Porsche
content, you may have purchased this magazine
on the strength of its cover story. In all my years
featuring air-cooled Porsches across various
magazines, I’ve been lucky enough to sample a
high number of historically significant classic
911s, but these tend to be of interest due to
the importance of the model in question — the
first of this, the last of that, the only one of its
kind. You get the picture. This issue’s cover car,
however, is staggering insofar as it is not only
the first right-hand drive long-wheelbase 911,
but it carries a huge amount of factory firsts,
from the engine’s magnesium crankcase to
the prototype mechanical fuel injection system
and much more besides. Throw in history
highlighting ownership in the custody of beloved
Porsche factory race and rally stars, and it
quickly becomes clear this is a truly special 911.
Before I sign off, I’d like to thank our readers
and new subscribers for positive feedback
following publication of our bookazine-format
hundredth issue. Your support is greatly
appreciated. Here’s to the next hundred issues of
Classic Porsche. Hip, hip, hooray!

Dan Furr Editor
@FurrsFleet

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December 2023 3

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STUNNING DEBUT

The first long-wheelbase 911 rides again.

GOT THE JUICE

A restored championship-winning 911 E.

RISE AND SHINE

Wolfgang Porsche’s fascinating life story.

GREEN WIDE MONSTER

A 1968 911 L with Carrera 3.2 power.

DOCTOR’S ORDERS

We visit 356 specialist, PR Services.

ART AND SOUL

Engineer and painter, Jean-Yves Tabourot.

WHAT’S YOUR FLAVOUR?

A beautifully restored Aga Blue 912.

STARTING SIX

Design and evolution of the Type 901 flat-six.

GRANDER TOURER

A classic 911 T reinterpreted for the 2020s.

SPECIAL SAUCE

Bill Jennings and his Porsche specials.

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911 E PROTOTYPE

STUNNING DEBUT
Not only is this the earliest long-wheelbase 911, it also boasts a huge number of factory firsts
on account of it being kept by Porsche as a testbed for a wealth of prototype parts...
Words Dan Furr Photography Dan Sherwood
his job provides me with the opportunity
to come into close contact with some
of the world’s most extraordinary
Porsches. Indeed, I’ve lost track of the
number of historically significant 911s
I’ve been lucky enough to encounter
over the years, and though I never fail to get excited at
the prospect of getting up close and personal — and,
often, behind the wheel — of cars widely considered
‘unobtanium’, there’s something uniquely enticing about
the Light Ivory-coloured air-cooled classic I’m in the
company of today. You see, where many of the rare
Porsches we
showcase in this
magazine fall into
categories loosely
described as ‘the
first of this’, ‘the
last of that’, ‘the
most original
surviving example
of the other’, the long-wheelbase 911 seen here features
factory firsts from nose to tail. Throw in a bunch of noted
custodians, including works racing driver, Jo Siffert, and
it becomes immediately apparent this is one of the most
exceptional Porsches we’ve featured in our pages.
All of this makes the car’s discovery in an agricultural
outbuilding all the more extraordinary. Yes, this is a
genuine barn find. Not one of those cars an owner put
in storage for a few years and then declared a barn
find because they discovered a speck of dust on the
bodywork when it came to repatriation. No, this 911, one
of the most significant road cars in Porsche’s history,
spent twenty-five years half-buried in hay bales on a farm
in Scotland. Yes, you read that sentence correctly.
It is now in the possession of Martin Butler, a former
airline pilot and serial classic 911 restorer from New
Zealand. “I’ve always had a passion for Porsche,” he
tells me. “My first car was a brand-new first-generation
997 Carrera 4S, bought in 2007. Since then, I’ve
owned various Porsches, including a 993 Carrera RS,
a 993 Turbo S and a 981 Cayman GTS, which I use for
trackdays. My work as a pilot saw me travel between
New Zealand and the UK twice a month, usually via Los

of Lee Peacock at Autoclassica, a low-volume vehicle
body restoration and paintwork specialist. The pair
oversaw resurrection of two poorly air-cooled 911s to
showroom condition prior to Martin’s acquisition of the
Porsche seen here. “I saw this car listed on eBay back
in September 2012,” he reveals. “It was presented as the
first long-wheelbase 911. Obviously, I had my doubts, but
I was in the UK when the auction ended and asked Lee to
inspect the car in order to verify its claimed provenance.”
A year earlier, car was unearthed by Brendan Mullan
and Mike Birtwhistle, two knowledgeable Porschephiles
with a keen eye for detail. After hearing about the car
and discovering its
whereabouts, they
carried out invaluable
research to confirm
its identity, which is
listed as a factory
prototype (versuch)
on the accompanying
Kardex. Despite the
911 being finished in a bluey-shade of black by the time
Martin made its acquaintance, the document certified
the unique original colour combination of Light Ivory
over a red vinyl interior with matching corduroy inlays.
Mercifully, the impotent Porsche was mostly complete,
save for a questionably manufactured replica of a Carrera
RS 2.7 ducktail in place of the standard engine lid. “I
was delighted when Lee told me the original engine and
gearbox were in situ,” Martin smiles. “The VIN number
was stamped in all the right places, too.”
Specifically, this is the first long-wheelbase 911
chassis, carrying number 119200001. Needless to say,
Martin wasted no time in arranging for the car to be
transported to Lee’s workshop following confirmation his
was the winning bid come auction end.
To own a Porsche representing the first of its kind is
certainly something to cherish, but investigation revealed
this peculiar 911 to be rather more than the original
outing of a wheelbase extended by fifty-seven millimetres
to combat the dramatic oversteer experienced by
unsuspecting owners of short-wheelbase versions of
the manufacturer’s flagship product. “The car was, in
fact, manufactured as left-hand drive,” Martin continues.

Angeles. This enabled me to seek and buy down-at-heel
classic 911s on the West Coast and ship them to the UK
for restoration, long before this became popular practice.”
Concentrating his attention only on 911s manufactured
between 1969 and 1973 (“I have a particular interest in
early long-wheelbase 911s”), he enlisted the services

“It was built several months before long-wheelbase 911
series production began and was kept at the Porsche
factory as a test mule for various technologies.” In little
more than a few months, it was subjected to an not
insignificant 44,896 miles of hard driving.
The conversion from left-hand drive to right-hand

THE UNIQUE ORIGINAL COLOUR
COMBINATION OF LIGHT IVORY
OVER A RED VINYL INTERIOR WITH
RED CORDUROY INLAYS

Facing page This astonishing
911 was retained by the
Porsche factory and covered
almost forty-five thousand
miles as a rolling laboratory
trialling a wealth of prototype
parts prior to their production

December 2023 9

drive occurred on the 1st July 1969, when the car was
bought by Paddy McNally, a former Autosport journalist
who founded Allsport Management, a Swiss-based
business controlling all Formula One advertising. McNally
was a noted racing driver in the 1960s, famed for
competing in the British Saloon Car Championship and
for campaigning 911s. He also spent time working as
manager for both James Hunt and Niki Lauda. Personal
letters from McNally, fast approaching his eighty-sixth
birthday, validate the car’s early history. Of significance,
this is the only known 911 fully converted from left-hand
drive to right-hand drive by the factory.

FLIGHT OF FANCY
British aviator and former racing driver, Rob Lamplough,
was also one of the car’s early owners. During the
late 1960s and early 1970s, he participated in various
non-championship Formula One Grand Prix, as well as
Formula Two and the European F5000 Championship.
The car’s most distinguished custodian, however, was
Jo Siffert. Heavily associated with Porsche’s sports
car racing programme, the mild-mannered Swiss won
the 1968 24 Hours of Daytona and the same year’s 12
Hours of Sebring with the 907. He also scored a series
of impressive outings with the 917, not least in the 1969
Can-Am championship. In 1970, he famously won the
Targa Florio, partnering with Brian Redman in a 908/3.
This was the tenth of Porsche’s eleven wins at the
legendary Sicilian road race.
Due to Martin’s 911 serving as a rolling laboratory for
the early part of its life, it was treated to a range of firsts,
including the debut of a magnesium flat-six crankcase,
as well as Porsche’s first mechanical fuel injection
system. “I’m astounded by the fact this car came into
public ownership,” he gasps. He’s right to be amazed — a
modern factory prototype being released into the wild
10 December 2023

is unheard of. “The various technologies trialled on this
Porsche, not to mention robust testing of prototype parts
across significant mileage, makes this a super-special
911. The fact these important original components are
present and correct today is hugely fortunate.”
The car retains its original versuch tags with factory
prototype numbers, along with the standard VIN plate.
Stripdown of the body also revealed the prototype build
number stamped into a plate on the left-hand door jamb
and underneath the left knee pad. This number was also
inscribed in crayon on the metal instrument housing.
With this in mind, acid dipping the shell was out of
the question. Instead, Lee applied sympathetic media
blasting, ensuring these unique artefacts were preserved.
Of great interest is the unique mix of short-wheelbase
and long-wheelbase parts present. The keen-eyed among
you will have noted the short-wheelbase indicators,
horn grilles and dashtop. Due to the appointment of
dual frunk-located battery boxes for the long-wheelbase
911, the earlier indicator clusters would not fit. “Porsche

Above and below Light Ivory
is period perfect and replaces
the blue-tinted black covering
the car when it was taking up
residence in a Scottish barn

911 E PROTOTYPE

Above and below Corduroytrimmed interior is stunning
and matches the same unique
specification given to the car
when it was originally built

engineers removed the centre section of each shortwheelbase closed indicator unit,” Martin observes. “In a
nod to originality, I asked for the same when replacing
old for new. It didn’t
make sense to fit
the later indicators
when this is how the
car was configured
by Porsche, despite
long-wheelbase
front indicator
units having open
brackets to allow ease of fitment.”
Replacement parts have been kept to the minimum —
date-stamped items have been carefully restored. The
five-and-a-half-inch-wide Fuchs fourteens, for example,
are all marked January 1969, while the analogue cabin
clock is marked March 1968. The window winder
regulators carry April 1968 date stamps, as do the door

catches. The oil temperature gauge and rev counter are
marked May 1968. Credit to Hollywood Speedos in Los
Angeles for rebuilding the dash dials to as-new condition.
“The front and
rear latch panels
were the worst
affected parts of
the car,” Martin
describes. “They
were badly corroded.
The inner wings, the
front suspension
panel, fuel tank support, lower suspension mounts and
battery boxes were also compromised. Lee discovered
poor patch repairs from yesteryear in the rear heel panel,
rear inner wings and torsion bar housings. This damage
needed to be unpicked in order for as much original
metalwork to be retained as he deemed possible.”
With the car stripped, the underseal applied to the shell
was removed by hand in preparation for media blasting.
During this painstaking process, Lee uncovered unusual
markings on the body — along with the prototype build
number found atop the instrument panel, the letter B
was found hand-drawn on the underside of the rear seat
bowl. Perhaps we shouldn’t be surprised? This is the first
B-series 911, after all. The body was then placed on a
Celette body jig with bracketry sourced specifically for
this restoration. If a part was beyond saving, only genuine
Porsche replacement items were used, including donor
parts from same-age 911s. Period factory bodywork
techniques were also incorporated into the process,
ensuring a truly authentic finish. Glasurit and Würth
products were used in the priming, sealing and painting
stages of the build, replicating the approach adopted at

PORSCHE MADE SEVERAL
MODIFICATIONS TO THE CAR’S
BODY TO INCORPORATE THE
NEWLY DEVELOPED MFI SYSTEM

the factory at the car’s time of manufacture.
Porsche made several modifications to the car’s
bodywork to incorporate the then newly developed
mechanical fuel injection system. For starters, the
left-hand side of the engine bay crossmember seam
was hammered flat to accommodate the injection
December 2023 11

pump. Prototype mounting brackets were designed and
fabricated to support the newly developed fuel filter
housing and wiring loom plugs. When the bracket was
removed and cleaned in Lee’s workshop, a distinctive
series of scribe marks were seen, demonstrating where
the mounting holes were carefully measured and drilled.
These kinds of discoveries are a fascinating insight
into Porsche
thinking. And there
are many of them
on this car, front
to back. Apertures
blanked, holes
drilled, workingsout etched, all
contributing to a
visual guide outlining the planning and execution of the
early 911’s evolutionary updates.
This surviving legacy of experimentation shows how
Porsche tackled the conversion from left- to right-hand
drive. A section of the bulkhead adjacent to the chassis
number was removed, though careful consideration
was given to preserving the VIN in its original location.
The complete dash panel was then precisely cut and
extracted beneath the windscreen scuttle panel, but care
was taken to preserve the surrounding spot welds. A
new right-hand drive dash and bulkhead panel was

quality and with precision. Evidence of the conversion’s
gas welding remains visible today.
The 1969 model year brought wider, flared wheel
arches to the 911’s now extended body. Martin’s car’s
original front wings and rear quarter panels were found
to be in a poor state. Well, this classic Porsche did
spend twenty-five years in a Scottish barn, remember?!
Thankfully, sections
of the wheel arches
remained intact. Lee
carefully removed
each panel’s
underseal and
primer to examine
how these newerstyle front wings
were developed, before proceeding to replicate the
design in fine detail.
As far as chassis equipment is concerned, all
salvageable suspension components were stripped,
media blasted, polished and zinc-plated in the correct
factory finish. The 911’s braking system was excellent
from the start, although cars built before 1968 make
used of cast iron front and rear calipers. In another
factory first, Martin’s Porsche prototype makes use of the
first S-type aluminium calipers, which were manufactured
with forty-eight-millimetre pistons before being loaded

then gas-welded in place.
The right-hand front floor section was modified to
enable installation of a right-hand drive pedal box. To
receive the brake system’s master cylinder, the right-hand
lower bulkhead panel was altered. As expected from
Porsche engineers, the work was carried out to high

with vented discs and substantial pads. Due to heavy
corrosion, however, these powerful stoppers required
total restoration.
The cabin airbox is another prototype part. It was
fabricated and held together with machine screws,
rather than the retaining clips you’d find on a series

THE ORIGINAL DOOR FRAMES
FEATURE CUTOUTS FOR ELECTRIC
WINDOW SWITCHES, BUT MANUAL
WINDERS WERE INSTALLED

12 October 2023

Above Prototype two-litre
911 E engine features many
factory firsts, including the
mechanical fuel injection
system, engine shroud,
coil position, magnesium
crankcase and Sportomaticready throttle bodies, along
with very early 911 E conrods

911 E PROTOTYPE

Above Short-wheelbase
indicators and horn grilles
feature on this longwheelbase body, although
modification of the light
clusters was required to clear
the battery boxes
Right Behind the restored
Fuchs wheels lie the first 911
S all-aluminium brake calipers
Below Many additional minor
components were sourced
from respected Porsche
parts retailers, including
Restoration Design Europe,
Rose Passion and Stoddard

production airbox. “The plastic had separated from the
part’s metal at some point in the past, necessitating
meticulous restoration to preserve the original blower,”
Martin enthuses. “Like so many parts on this 911, the
airbox served as the basis for all subsequent production
units. While the car required restoration as a whole, a high
number of its individual components needed restoration
in their own right.”
From the 1969 production year, the 911’s heater
incorporated a three-stage cabin air blower controlled
by one of three dash levers. Fresh or heated air could
suddenly be channelled to the windscreen or footwell.
The prototype system on Martin’s car brought Porsche
into the modern era of automotive interior heating and
cooling systems. The system was carefully restored
and reinstalled. Interestingly, the short-wheelbase hot
air slider ventilation holes are blanked, just as they were
when Porsche was playing with the car in period.

The aforementioned twin battery boxes contained
twin twelve-volt 36Ah batteries. Two fuse blocks, each
containing eight fuses, were moved to a vertical position
on the left-hand front inner wing, adjacent to the newly
introduced left-hand battery box. This required substantial
reworking of the wiring system. “The prototype wiring
loom incorporates additional wires for both a rear wiper
and a Sportomatic gearbox, which goes to show the
level of planning invested in this car by Porsche,” Martin
relates. “These parts weren’t fitted, though. Neither was
a radio. Additionally, the original door frames feature
cutouts for electric window switches, but manual winders
were installed. It’s worth noting, the window frames
feature what’s thought to be the first fixed quarterlights
installed on a 911.”

WHEEL OF FORTUNE
The original handbrake, heater controls, hand-throttle
levers and gear shift were retained. The steering wheel
and its hub are date-stamped July 1968. Pleasingly,
the steering wheel’s leather trim remains in excellent
order, requiring little more than a refresh, unlike the red
vinyl interior, which had deteriorated beyond saving. All
cabin furniture was taken to Gibson’s Car Trimmers in
Harrogate for restoration. Once disassembled, sections
of the original vinyl and corduroy were sampled from
parts of the seats very well-preserved thanks to being
tucked away and protected from sunlight. These
swatches proved essential in sourcing the correct
materials in the modern age.
“The main problem with getting hold of the correct
corduroy was the number of vertical wales per inch,”
Martin sighs. Wales is the term used to describe the
ridges of piled yarn on corduroy fabric. They vary
significantly in width, but with his dedication to keeping
the car as it was originally configured, nothing but an
identical match would do. “Enquiries were fired out to
fabric suppliers and upholsterers the world over. You can
imagine my surprise when the Gibson’s guys managed to
December 2023 13

get what they were looking for in Bradford, a mere thirty
miles away from their base of operations!”
Side by side, it is impossible to tell the difference
between old and new fabrics. The same can’t be said
of the seat recliners, which were in a terrible state, but
are now good
as new thanks
to professional
chrome replating.
The carpets also
left a lot to be
desired, which
is why they were
packaged and sent
to Southbound Trimmers to be used as templates for a
new set in the same colour with matching binding. The
armrests and door pulls required only light restoration.
The original sound-deadening material was found to
be the early horsehair-and-bitumen combo favoured by
Porsche during production of the short-wheelbase 911.
Obviously, the material was removed during the process
of media blasting. A similar compound utilising synthetic
horsehair was installed in its place.
The Type 901/09 engine carries identification number
6290001. “To get a chassis and engine, both stamped
01, is the stuff of dreams,” Martin beams. “I asked Nick
Fulljames at Redtek in Brackley to strip and rebuild the

for injection. “The engine number starts with a six to
indicate a six-cylinder engine. The number two dictates E
specification, while the nine highlights 1969 as the year
of manufacture. The zeros and the lone one show this as
the very first flat-six of its kind. Of note, in 1969, the sandcasted crankcase
was replaced with a
die-cast magnesium
case, chain housings
and valve covers.
This flat-six therefore
makes use of
the first-known
Porsche magnesium
crankcase.” As you’d expect, the engine underwent
Redtek’s usual thorough machining operations, including
stabilising crankcase movement occurring as a result
of the magnesium case halves shifting. “Wear was in
keeping with car’s claimed mileage,” Nick says of the
number 81,472 registered on the odometer when Martin
secured ownership. “We shuffle-pinned and corrected the
line bore on the main journals, installed Time-Serts in the
holes for the head studs, refaced the barrel decks and
carried out oil pressure relief valve modification. I also
reconditioned the throttle bodies with a brand-new set
of spindle bushes.”
The castings had an unexpected number nineteen

car’s flat-six. He’s always incredibly busy with client
work, but he accepted the job, largely due to this engine’s
special characteristics and, of course, its rarity.”
Nick concurs. “This is a pre-production two-litre
911 E powerplant,” he endorses. Incidentally, in this
instance, E stands for Einspritzung, the German word

stamped into them. “This is not something I expected to
find,” Nick asserts. “For reasons unknown, Porsche used
a Sportomatic throttle housing on the right-hand side,
using the air outlets for development purposes on what
are essentially prototype throttle bodies. In contrast, the
mechanical fuel injection pump doesn’t have a factory

THIS PRETTY 911 WAS FULLY
REASSEMBLED AND TREATED
TO A FINAL FINISH MEETING ITS
OWNER’S EXACTING STANDARDS

14 December 2023

Above A trio of famous
motorsport men, including
former Porsche works driver,
Jo Siffert, owned this unique
911 prior to Martin’s name
appearing on its logbook

911 E PROTOTYPE

Above Conversion to righthand drive was carried out at
the factory and saw much in
the way of modification to the
floor and bulkhead, not least
to allow for a right-hand drive
pedal box and master cylinder
Right Manual window
winders poke out of the
freshly retrimmed door
cards, although the car was
prepared for power windows

type tag fitted to its top. Ordinarily, this would be spurriveted in place. There are no holes for rivets, meaning
this pump was of non-designated specification at the
time of installation.”
Restoration of the pump confirmed type code
PED6KL60/120RV1667 and serial number 803004. Of
note, any Bosch type code featuring an RV designation
indicates a special build, either experimental or
prototype. “The unit was in reasonable condition,” Nick
muses. “It required fully dismantling, cleaning and
reassembly, though. I equipped it with service parts
as required, including replacement seals and gaskets.
Zinc and yellow passive plating was applied. The unit
was calibrated to follow the figures for a two-litre 911 E
engine due to the fact Bosch’s experimental calibration
figures are not released into the public domain.”
The engine bay’s green fan shroud has all the
characteristics you’d expect from an MFI boxer, but it
doesn’t feature an access hole for adjusting idle control
on the system’s pump. “Very unusual,” Nick cries. “The
shroud itself required no additional painting or repair,
and as such, is original in its entirety, which is fortunate,
because this is the first-known 911 E shroud.”
The fan housing (early casting number 901106101
and ending 0R) has been modified to carry the coil.
This coil position was carried over to all Porsche flat-six
production engines until the arrival of the Carrera 3.2 for
the 1984 model year. The quirks don’t end here. “When
building the crank assembly, I noticed two digits are used
for the connecting rod identification numbers, indicating
a very early batch of rods for this type of engine,” Nick
remarks. “The applicable series production rods feature
three-digit stamps, indicating yet more prototype parts
are at play on Martin’s car. While it was in my workshop,
the engine was kitted-out with Mahle barrels and pistons.
The cylinder heads were fully reconditioned with new
valve guides, new valves, three-angle seat cuts and
refaced mating surfaces.”
At some point in its history, this intriguing 911 was
modified to accept points, as opposed to a silicon-

controlled rectifier (SCR) relay. Two holes for mounting
a capacitor discharge ignition (CDI) box were identified,
leading both SCR and CDI to be reinstated during the
car’s restoration. As such, this can be considered the
first 911 with a CDI ignition system, which improves
combustion and reduces fouling of spark plugs.
The transmission (Type 901/03, number 2281682) is
an all-magnesium casing, as used in the 911 and 912
from late 1968 through to the end of 1971. The gearbox
was fully stripped and inspected. Once again, the level of
wear tallied with the odometer scoreboard. The bearings
showed signs of slight wear, but not enough to warrant
replacement parts.

END OF THE LINE
Restoration was finished in October 2023, when the car
emerged from the Milton Keynes workshops of GDC
Automotive, operated by classic sports car restorer,
Gary Cook. While in his care, this pretty 911 was fully
reassembled and treated to a final finish meeting its
owner’s exacting standards. “He did an absolutely
brilliant job,” Martin says, praising Gary’s fastidious
attention to detail. “I take my hat off to every specialist
involved in this project. This has been an extensive
restoration, but one I needed to get spot-on. Everyone
working on the car has delivered in spades.”
Following our photo shoot outside Gary’s premises,
the car was swiftly taken to Porsche Centre Silverstone,
where visitors can see this revitalised prototype in
the metal. From here, it will be shipped to Autoworld
in Brussels, where it will be on display “for at least
six months” alongside key exhibits from the Porsche
Museum for a special exhibition celebrating seventyfive years of the Stuttgart brand. “This has been a noexpense-spared restoration,” Martin reviews. “I’m keen
for a high number of 911 enthusiasts to see the car
following completion of the project. Even as its owner,
I’m blown away by the significance of this Porsche in
the company’s production timeline.” Believe me, Martin,
you’re not the only one. CP
December 2023 15

Roger Bray Restoration specialises in supplying parts and the restoration of classic Porsches 356, 911, 912 and 914. We have
been around classic Porsche cars since 1985 and have a large amount of knowledge from dealing and working on these cars daily.
Not sure which part – speak to one of our parts advisers

SHOP ONLINE AND GET 15% OFF SELECTED PARTS
ON THE WEBSITE
Call: +44 (0)1404 822005 E: parts@rogerbrayrestoration.com www.rogerbrayrestoration.com
Milestone Business Park, London Road, Whimple, Exeter EX5 2QB

NEWS

LIVEWIRE
Our look at what’s happening in the wonderful
world of air-cooled classics…

PRILL PORSCHE CLASSICS AND
HUFFAKER MOTORSPORTS ANNOUNCE
NEW TRANSATLANTIC PARTNERSHIP
Following successful collaboration at the 2023 Le Mans Classic,
UK-based independent Porsche restoration and historic motorsport
specialist, Prill Porsche Classics, and US-based full-service vintage race
car preparation outfit, Huffaker Motorsports, are pleased to announce
a new working partnership. The heads of both companies realised
they could successfully collaborate by offering their respective clients
hassle-free, cross-Atlantic motorsport support services. With each firm’s
extensive experience of Porsche race and rally car preparation, as well
as on-the-ground event support, it is now easier for owners of classic
Porsches to participate in overseas events, whilst reducing the cost of
support staff travel, as well as the shipping of tools and equipment.
Despite the name, Prill Porsche Classics has worked on and
supported the owners of many different makes of cars during almost
thirty years. Huffaker, meanwhile, has a long and distinguished history
with multiple makes, including cars of it own design (Huffaker Genie)
and the development of vehicles for various manufacturers. The two
companies working together makes perfect sense, resulting in a local
and cost-efficient event support service for the growing number of
owners wishing to participate in overseas competitions.
“We are delighted to be working with Huffaker Motorsports and are
looking forward to building on a Le Mans win, which isn’t a bad place to
start,” smiles Andy Prill, founder of Prill Porsche Classics. The sentiment
is shared by Dave Hagan at Huffaker Motorsports. “I have personal
experience of the big difference a local partner can make in facilitating
the end-to-end process of racing across The Pond, not only at Circuit de
la Sarthe, but at various other popular race tracks. At this year’s Le Mans
Classic, Andy and I decided to team up and help the increasing number
of American owners wanting to race in Europe. Additionally, we are
confident many European owners will now travel to compete in the USA
as a consequence of us making the process much easier.”

ACCESS ALL AREAS
Tucked away a stone’s throw from Hedingham Castle (the home
of Porsche Club Great Britain’s annual Classics at the Castle
extravaganza), Prill Porsche Classics is a marque specialist known
the world over for its founder’s encyclopedic knowledge of early
Porsche products, the company’s high-quality restorations and its
busy workshop, which, as our photographs demonstrate, is always
crammed full of the world’s rarest, most desirable and most valuable
Porsche sports machines. Obviously, preparation for motorsport and full
restoration of road and race cars is a hallmark of Prill Porsche Classics,
but the Essex concern also takes care of regular servicing, as well as
engine and transmission rebuilds for street machines.
You’d be forgiven for thinking you’ll need to rob a bank to take
advantage of the firm’s services, but nothing could be further from
the truth. We find Prill Porsche Classics to be very reasonably priced,
certainly cheaper than many other air-cooled Porsche specialists. And all
work is fastidiously documented — customers receive a document wallet
full of detailed notes. For further details, visit prillporscheclassics.com.
18 December 2023

COMPLETE YOUR
COLLECTION OF
ORDER BACK ISSUES

bit.ly/issuescp

AT

VOLKSWORLD PLUS SHOW ANNOUNCED IN
COLLABORATION WITH CLASSIC PORSCHE
If you’ve come to Porsche ownership from time spent in charge of an aircooled Volkswagen, chances are you’re well aware of the annual Volksworld
show, held at Sandown Park in Surrey. For 2024, the event will be hosted in
collaboration with Classic Porsche and Performance VW magazines, thus
expanding the volume and variety of cars on display. That’s right, in addition to
the usual fantastic fayre of internationally acclaimed Wolfsburg metal, 2024’s
show will feature air-cooled Porsches, as well as a host of modern-classics
from the Zuffenhausen stable.
As was the case with 2023’s Volksworld show, vehicles from all over Europe
will be exhibited at Volksworld Plus, which is scheduled to take place across
the weekend of 16th and 17th March. The Saturday will be the main fixture,
with prizes awarded for the best air-cooled cars in attendance. It’s important
to note, this day will be the preserve of air-cooled Porsches and Volkswagens,
a positive step for the event. Sunday will feature a veritable mix of cars from
both marques. To this end, indoor areas will remain exclusively open to
air-cooled cars (classic Porsches will be displayed in the Esher Hall), while
water-cooled cars will be displayed outside. Irrespective of where they will be
on display, however, all cars will be top-notch, meaning this is the Volksworld
show attendees have always known and loved, but bigger and better.
Offering their support for the event are headline sponsors, Heritage Parts
Centre, EMPI and Meguiar’s. Speaking of which, those of you wanting to
buy ‘early bird’ tickets will be interested to know about a special offer just
announced in partnership with the famous car care product manufacturer.
In short, order a pair of weekend tickets (with or without camping) before
December 31st and you’ll receive a free Meguiar’s cleaning kit worth £99.

THIS REALLY DOES PROMISE TO BE
A CALENDAR HIGHLIGHT IN WHAT
WILL UNDOUBTEDLY BE A BUSY,
BUSTLING SHOW SEASON
Considering two tickets costs £70, this is a deal not to be missed. Separately,
single day tickets are available, satisfying those of you who may wish to only
visit the show for the Saturday’s extensive collection of air-cooled cars.
Entertainment will be provided for kids, while a carefully selected collection
of trade stands will be available for show visitors to enjoy. This really does
promise to be a calendar highlight in what will undoubtedly be a busy, bustling
show season. Want to display your car at Volksworld Plus? Of course you do.
We want to showcase the very best air-cooled Porsches, which is why
we’re throwing open the opportunity for you, our dear readers, to put your car
forward for inclusion. Be it a classic 911, 912, 914, 356, 964 or 993, providing it
is finished to a high standard, it’s a candidate for entry. It doesn’t matter what
style of Porsche you’re in possession of, either. Be it road, race, rally, stockspecification, modified or anything in between, as long as the car is of an
excellent standard, we’d love to hear from you.
The same goes for owners of modern-classic Porsches. Yep, if you’re the
owner of an outstanding 996, 997 or a car from the manufacturer’s transaxle
family of products, then we’re all ears. All you need to do is contact us by
email at volksworld.show@kelsey.co.uk referencing Classic Porsche. We’ll take
care of the rest. Simple!
For those of you wanting to buy advance entry tickets (with or without
camping), visit volksworldshow.com. Individual weekend passes are £35, while
single-day tickets are £20. Passes for children age fourteen and under cost
just five pounds. Under fives are entitled to free entry. VIP parking is available
at a cost of just seven quid, but there is limited availability, meaning early
booking is advisable. See you and Sandown Park!
December 2023 19

NEWS
FIRST 911 SOLD INTO DANISH SALES
MARKET BECOMES PART OF JP GROUP
OWNER’S ASTONISHING COLLECTION
Martin Pedersen is the owner of JP Group Automotive, parent company
of the Dansk and SSI brands, of which regular readers and owners of
air-cooled Porsches will be very familiar. He’s also an avid collector of
Zuffenhausen’s legacy products and boasts a collection comprising many
rare 356s and more than forty classic 911s, all of them in immaculate
condition. The latest addition to this fascinating fleet is of particular
interest to Martin and his company, which is based in Viborg — he has
secured ownership of the very first 911 sold into Denmark.
The historically significant air-cooled Porsche was found by Martin
in Belgium. He wasted no time in buying the car and oversaw the
painstaking process of returning it to an as-new state. “Martin learned
of the availability of an early 911 for sale in Belgium,” relates Klaus
Kabel Kristensen, JP Group Marketing Specialist. “He knew the car was
once owned by a Dane, and with little hesitation, carried out a thorough
inspection. He was delighted to discover this was, in fact, the very first
Porsche ever sold in Denmark.”
An exacting restoration followed Martin’s acquisition of the car. To this
end, the Porsche was stripped and fully rebuilt, including a return to its
original colour, new wood for the interior and even original mud flaps.

THE POSSIBILITY TO EXPAND
THE COMPANY’S PORTFOLIO OF
PRODUCTS NOW SUCH AN EARLY
911 IS IN ITS CUSTODY
Torben Pagh, JP Group CEO, shares Martin’s passion for classic
Porsche sports cars, but also sees the possibility to expand the
company’s portfolio of products now such an early 911 is in its custody.
“We have several 901 exhaust systems in development,” he tells us,
proudly. “From model launch in 1963 until mid-1965, Porsche produced
three different exhaust boxes for the 911. We now have all three systems
leaving our production line as new components.”
The JP Group production facility is an exciting place to visit. Indeed,
skilled technicians assemble parts at every turn. Presses and other
heavy-duty machinery are on the go all hours of the day and night — the
company operates around the clock, with two different shifts allowing
employees to work at a time convenient to them, reflecting flexibility
Martin is especially proud of providing to his employees. Welding
equipment of all varieties is constantly active.
356 Speedster seats are a recent addition to the Dansk parts catalogue.
As regular readers will recall from previous editions of our recommended
products pages, these seats have been recently released as part of
a family of Dansk chairs for enthusiasts to park in their showrooms,
garages, mancaves or other cosy environments. Bringing the exact
seating position of the 356 Speedster from car to chair rack, this handcrafted Porsche pew maintains the original bucket’s seat angle. The
framework is constructed from twenty-two-millimetre-diameter pipework
with stabilisers in six-millimetre steel (choose between chrome or
powdercoated black finishes), while the seat bucket is pressed from
single-millimetre rigid deep-draw sheet metal. For enhanced comfort, an
exclusive perfect-fit leather cushion can be optioned in either white or
black. A reclining frame is available to order as an extra.
To search JP Group’s product lines and catalogues, to watch a
promotional film about the company, or to view a Dansk 356 exhaust
demonstration, hop online and visit jpgroupclassic.com.
20 December 2023

NEWS

2023 PORSCHE CLASSIC
RESTORATION CHALLENGE
WINNERS ANNOUNCED
The classic Porsche community continues
to grow apace, leading to huge celebrations
during 2023, the seventy-fifth anniversary of
Porsche as a manufacturer. Porsche Cars North
America’s (PCNA) annual Porsche Classic
Restoration Challenge was just one of many
events marking the brand’s big birthday. It did
so by inviting Stateside Porsche dealerships
to prove their classic chops by returning a
favourite legacy model (no newer than the
2000s) to its former glory. “The response from
the Porsche
community and
our participating
dealerships
has been
tremendous,” .
says Jonathan
Sieber, Senior
Manager of
Porsche Classic at PCNA. “It’s incredibly
rewarding to watch a classic Porsche sports
car subjected to a documented, step-by-step
restoration. For 2023, we added new elements
to the competition, which serves to showcase
the full range of capabilities and creativity from
our network of main dealers.”
Changes to the contest included the
introduction of three different categories
for Centres to compete in. The Preservation
category was devised for cars retaining as
much of their original equipment as possible,
although enhancements were permitted
if functionality and overall condition was
improved. For instance, minor paint corrections

with production specification, unlike those
in the Individualization category. Inspired by
the relatively recent resurrection of Porsche’s
Sonderwunsch customisation brand, this
category is for personalised Porsches.
The introduction of three separate
competition categories meant three overall
champions would be crowned come
competition end. Adding to the excitement,
PCNA confirmed the national finals would
be held at Rennsport Reunion 7, the world’s
largest Porsche fan gathering, which took place
between September 28th and October 1st at
WeatherTech Raceway Laguna Seca. PCNA
also announced
a new People’s
Choice award,
determined by
votes taken
from the crowd
in attendance.
To the final,
then. Which
dealerships won? The Individualisation award
went to Beverly Hills Porsche and its stunning
black 964 Carrera 4 coupe, upgraded to 3.8
litres of displacement with oversized pistons
and barrels. A single-mass flywheel, GT3 oil
pump, a competition valvetrain and modified
cylinder heads were added, as was Speed
Yellow detailing. All fasteners were cadmiumcoated for resistance to corrosion.
The Restoration winner was Napleton
Westmont Porsche and its black 964 Turbo 3.6.
The car was fully stripped, restored and rebuilt,
a process involving three coats of paint and a
matching number of clearcoat layers.
The Preservation winner, as well bagging the

were deemed fair play if the car wasn’t being
fully resprayed. As the name suggests, the
Restoration category is for projects going
through a true restoration process and returning
to as-new condition. Entrants were told vehicles
in this category were to be closely aligned

People’s Choice award, was Gaudin Porsche
of Las Vegas and its Speed Yellow 993 Turbo,
a car which hadn’t run for eight years. Fully
overhauled and treated to an M030 suspension
upgrade, this force-fed 911 proved a big hit at
Laguna Seca. Congratulations to the winners.

THE INDIVIDUALISATION
AWARD WENT TO BEVERLY
HILLS PORSCHE AND ITS
BLACK 964 CARRERA 4

22 December 2023

356 Speedster

911 GT3RS (997.2)

911 Turbo (991.2)

911 Carrera 4 S Targa (991.2)

Signal Red • Black Leather Sports Seats
15” Steel Wheels with Chrome Hub Caps
Chassis No. 83032 • Certificate of
Authenticity • Tool Kit & Jack • Previously
Sold & Serviced by Paragon • 1957

Grey Black • Black Half-Leather Bucket
Seats • 19” GT3 Centre Lock Wheels
Porsche Ceramic Composite Brakes
Sport Chrono • Previously Sold & Serviced
by Paragon • 29,346 miles • 2011 (11)

GT Silver • Bordeaux Red/Black DualTone Leather • PDK Gearbox • 20” Turbo
III Wheels • Sport Chrono • Glass Electric
Sunroof • Previously Sold & Serviced
by Paragon • 18,583 miles • 2016 (66)

Graphite Blue Metallic • Black Leather
Sports Seats • PDK Gearbox • 20” Carrera
S Wheels • Touchscreen Satellite
Navigation • Sport Chrono • Rear Axle
Steer • 10,069 miles • 2018 (18)

£314,995

£169,995

£99,995

£94,995

911 Turbo (991)

911 GT3 (996)

911 Turbo (997.2)

911 Carrera 4 S (991)

Basalt Black • Black Leather Sports
Seats • PDK Gearbox • 20” Turbo Centre
Lock Wheels • Touchscreen Satellite
Navigation • Sport Chrono • Carbon
Interior Pack • 16,012 miles • 2015 (15)

Arctic Silver • Black Leather Bucket Seats
18” GT3 Split Rim Wheels • Stainless
Steel Rear Roll Cage • Air Conditioning
Previously Sold & Serviced by Paragon
55,191 miles • 2000 (V)

Meteor Grey • Black Leather Adaptive
Sports Seats • PDK Gearbox
19” Turbo II Wheels • Touchscreen
Satellite Navigation • Sport Chrono
33,619 miles • 2010 (60)

Guards Red • Black Leather Sports Seats
PDK Gearbox • 20” Carrera S Wheels
Touchscreen Satellite Navigation
Switchable Sports Exhaust • Bose Sound
System • 22,782 miles • 2014 (64)

£89,995

£84,995

£79,995

£67,995

911 Turbo (997) GEN 1.5

911 Carrera 2 S (991)

Boxster S (981)

911 Carrera 2 (997.2)

GT Silver • Cocoa Leather Bucket Seats
Manual Gearbox • 19” Fuchs Wheels
Touchscreen Satellite Navigation • Sport
Chrono • Previously Sold & Serviced by
Paragon • 56,458 miles • 2009 (58)

Basalt Black • Black Leather Sports
Seats • PDK Gearbox • 20” Carrera
Classic Wheels • Touchscreen Satellite
Navigation • Switchable Sports Exhaust
Sport Chrono • 39,561 miles • 2013 (63)

Platinum Silver • Bordeaux Red Leather
Sports Seats • Manual Gearbox • 19”
Boxster S II Wheels • Full Leather Interior
Electrically Folding Mirrors • 4,126 miles
2012 (12)

Meteor Grey • Black Leather Seats
PDK Gearbox • 19” Carrera S II Wheels
Touchscreen Satellite Navigation • Sport
Chrono • Previously Sold & Serviced by
Paragon • 66,671 miles • 2011 (61)

£67,995

£61,995

£44,995

£42,995

01825 830424

sales@paragongb.com

www.paragongb.com

We have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and our
12-month/unlimited mileage comprehensive parts and labour warranty. See more of our current stock at paragongb.com
PA R AG O N G B LT D

F I VE AS HES

EAST S US S EX

TN20 6HY

PRODUCTS
Hot new products for you and the precious
air-cooled Porsche in your life…

CLARKE CONTRACTOR DEVIL 351C CERAMIC HEATER
Britain’s biggest specialist supplier of tools and machinery, Machine Mart, has grown its
extensive line-up of workshop and garage heaters with new models from Clarke’s Devil
range. The latest of these products is the Clarke 351C ceramic heater. With its minimal
warm-up time and variable heat output, a constant and comfortable room temperature
can be raised quickly and easily maintained. The 351C is made from a tough, tubular,
fixed-angle steel frame for added durability and features a colour LCD panel
displaying six individual heater settings. The unit also includes an automatic
shutdown timer and can even detect an open window. The 351C has a supply
voltage of 110V with heat output ranging from 1,200W to 2,400W. Machine Mart’s
experienced sales teams are on hand to provide helpful advice to customers,
ensuring they purchase the right heater for the intended application.

Price: £203.98
machinemart.co.uk or call 0115 956 5555

RICHBROOK CAR COVER TRAILER AND
WINDY CONDITIONS STORAGE NET
Not everyone has access to a covered trailer, but this doesn’t mean you
want your classic Porsche exposed to the elements when it is being
transported from location to location. How do you keep a car cover in
place when on the move, though? Automotive accessories specialist,
Richbrook, has the answer in the form of its new-to-market car cover
storage net. Carefully designed to prevent your car’s protective cover from
billowing in high winds or when being moved on a trailer, this brilliant
product is made from super-strong woven netting and incorporates a
thick adjustable elastic cord tightening around the base of the entire car
before being pulled tight by way of a neat and convenient clip.

Price: £110 4.3 metres, £120 5.1 metres
richbrook.co.uk or call 01328 862387

WEBCON IDA3C FLAT-SIX POWER KIT
Fuel system and carburettor specialist, Webcon, has released new
genuine 40 and 46 Weber IDA3C power kits for air-cooled Porsche
flat-six engines, as fitted to the 911, 906 and 914/6. These superb new
carburettors have been produced in Weber’s factory in Spain, with all-new
tooling created from original 1960s drawings. The new kits also feature
Webcon’s own UK-manufactured inlet manifolds and throttle linkage
set, as well as a pair of top quality re-usable air filters and all fitting
components, including gaskets and seals. To develop the kit, which
includes everything you need for the conversion, such as manifolds,
linkages, fittings and air filters, as well as the carburettors themselves,
Webcon UK consulted various respected Porsche specialists. This
crucial feedback ensured the kits could be tailored to offer the best fit,
performance and longevity for your six-cylinder classic Porsche.

Price: 40IDA3C £4,914, 46IDA3C £5,154
webcon.co.uk or call 01932 787100
24 December 2023

NEW ALCOSENSE ELITE 3 BREATHALYSER
AlcoSense’s Elite 3 is the latest generation of the UK’s most award-winning
personal breathalyser. The unit features upgraded semiconductor alcohol
sensor technology for unrivalled accuracy at this price point. Designed
in the UK and easy to use, the Elite 3 fits in the palm of your hand and
provides an alcohol reading in seconds. Simply power up the device and
insert a blow tube. When the blow symbol is displayed on screen, blow
through the tube for approximately six seconds (until you hear a beeping
noise). A few seconds later, your results will be shown in increments of
0.01 ‰BAC or mg/L, giving you a detailed understanding of your blood
alcohol level. The Elite 3 uses a colour-coded results system, alerting you
when you are near or over your chosen drink drive limit. The unit can be
set to any limit in the UK and Ireland, including the lower Scottish limit and
Ireland’s novice driver limit. The Elite 3 features inbuilt airflow sensors and,
unlike many other breathalysers at this price point, takes a large breath
sample, including deep lung air, thereby increasing the accuracy of given
readings. Essential for Christmas party season, the Elite 3 is on sale now.

Price: £69.99
alcosense.co.uk or call 01628 778885

SPIRIT OF LE MANS TARTAN FABRICS
No Porschephile can fail to be excited by images of Stuttgart-crested race
cars in the heat of battle at some of the world’s most important endurance
motorsport events. Think Targa Florio, Watkins Glen, Spa and, of course,
the 24 Hours of Le Mans, arguably the most important event in Porsche’s
racing calendar for as long as the company has been racing. Paying
tribute not only to the cars and drivers of yesteryear, but also some of the
most iconic liveries ever worn by Porsche competition machines, the Spirit
of Le Mans tartan collection features fourteen distinctive designs, all of
which are available as rolls of high-quality fabric for automotive trimming.
The collection is designed and registered in bonnie Scotland, where each
Spirit of Le Mans tartan carries its own certification — all of the company’s
designs are registered with the Scottish Register of Tartans. These
gorgeous retro-styled fabrics are available as untreated 250gsm low-pill
65/35 polyester/viscose with a 2/2 twill, or as 365gsm 100% wool, which
also features a 2/2 twill, is soil resistant and Crib 5 fire-retardant.

Price: From £95 per metre, up to £135 for treated wool
solm.co.uk or call 07855 526587

NEW REVIVAL CARS SOUND DEADENING
KITS FOR SHORT-WHEELBASE 912
We’ll be the first to admit the sound of an air-cooled flat-four at full chat
is one of the most glorious soundtracks to any motoring adventure, but
there are times when a 912’s occupants might like a somewhat quieter
journey. Enter sound deadening kits from 912 specialist, Revival Cars.
Designed specifically for short-wheelbase versions of the ‘baby 911’, each
three-piece kit is of laminate-construction sound- and vibration-absorbing
foam with a smart ‘skin’ finish and a thin inner layer of denser material
to aid with installation. All included panels are flame-resistant to UL94
specification and are finished in black. Precision made, the panels feature
cut-outs for the host 912’s voltage regulator, wiring, engine lid ram and
hinges. A kit for the long-wheelbase 912 is in development. Buy direct from
Revival Cars, Roger Bray Restoration or Design 911’s online store.

Price: £420
revival-cars.com or call 07768 791802
26 December 2023

shop.kelsey.co.uk or call 01959 543 747

DESIGN 911 DOUBLE DUTCH BEER
Following the opening of its Netherlands warehousing
outpost, independent Porsche parts retailer, Design 911,
is rolling out a special treat for its Dutch trade customers.
For a limited time, every order equal to or exceeding five
hundred euros will come with a complimentary four cans
of Double Dutch, a new and exclusive craft pils lager
developed by Design 911 in partnership with Rotterdambased brewery, Kaapse Brouwers. Floral, smooth and
refreshing, the drink contains 4.6% alcohol and is typical
of the bold recipes Kaapse is famous for. The company
was established by philosophy graduate, Tsjomme Zijlstra,
who was working at the UK’s first craft beer bar and
decided he wanted to delve further into the world of bold
beer. He has been experimenting with different flavours
ever since, creating contemporary craft beers from his
fully independent brewery in the iconic Keiledistrict in
Rotterdam West. Contact Design 911 for further details.

Price: Free when spending €500
design911.co.uk or call 0208 500 8811

NICKIES NSC-PLATED SOLID
ALUMINIUM 83.5MM CYLINDERS
FOR 356/912 FLAT-FOUR ENGINES
Providing improved strength and cooling, thereby allowing
for increased displacement and performance without
compromising reliability, these 83.5mm billet aluminium
cylinders for flat-four engines fitted to the 356 and its
successor, the 912, are interchangeable with factory
cylinders, promoting continued use of standard tinware
and air deflectors. Enjoy significantly reduced cylinder
wear and increased ring life due to superior oiling (the
nickel silicon carbide composite coating is oleophilic)
and take advantage of half-mooned windage-notched
skirts for applications demanding increased horsepower.
Supplier, LN Engineering, based in Momence Township,
Kankakee County, Illinois, suggests these cylinders will
match the expansion rate of JE 2618 forged alloy pistons.
Additionally, the company and assures us these Nickies
parts are permitted in SCCA competitions as replacement
cylinders for participating Porsche race and rally cars.

Price: $3,216.97
lnengineering.com or call +1 815 472 2939
28 December 2023

FLYING SERPENT
VIPER GREEN 911 SC OUTLAW BITES BACK

934/5

LAST OF ITS KIND

ICON GOES TO
AUCTION

KELSEYmedia

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RESTORED 1954 356 PRE-A l SBARRO CHALLENGE
912 DUO l 3.1-LITRE FLAT-SIX l 356 B PROJECT
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PORSCHE CLASSIC TARGA ROOF LOCKING KIT
Open-top motoring has long been considered one of the most glamorous
ways to travel, but it isn’t necessarily the safest, hence Porsche introducing the
distinctive Targa rollover hoop to its product line-up in 1965. Now considered
something of a design icon, the Targa bar — named after the famous Targa Florio
road race in Sicily, where Porsche scored many victories — was developed in
response to rumoured North American highways legislation banning cabriolets
on the grounds of safety. As we all know, this law didn’t materialise, leaving
Porsche with semi-open-top versions of the cars it was producing. For years,
the Targa body style was considered the least desirable of the 911 and 912
line-up, but it was used to great success in production of the 914 and was the
only option for enthusiasts of al fresco driving prior to introduction of the 911 SC
Cabriolet. Targa roofs aren’t exactly what you’d call super-secure, however, hence
this new Targa roof locking kit from Porsche Classic. Featuring four tamperproof bolts and a special locking tool, the kit will keep your air-cooled Porsche’s
detachable roof panels safe and secure. Available for all air-cooled 911s.

Price: $210.00
stoddard.com or call +1 440 869 9890

ELEPHANT RACING 930-ERX CALIPERS
Fitting 911 Turbo brakes to a normally aspirated 911 has often proved difficult,
not least because of wheel clearance issues, limited availability from breakers
and the requirement for custom machining as a consequence of differences
between 930 and 911 bolt spacing. Elephant Racing’s new 930-ERX calipers
eliminate these problems — no machining is required for trailing arm fitment.
Also, the bolts have the correct three-inch spacing (and radial position) to
mount directly onto all 911 and 912 E trailing arms (1969-1989 models only).
Cooling fins are fashioned in a low profile to avoid fouling Fuchs wheel spokes.
Additionally, unlike the Porsche originals, Elephant Racing’s calipers feature a
modern staggered piston design ensuring even pad wear.

Price: $2,394 per pair
elephantracing.com or call +1 408 297 2789

NEW RACEGLAZE Si02 CERAMIC WASH
Rated five stars and crowned Best Ceramic Wash by the good folk at
Auto Express (“Raceglaze ceramic wash outshines the competition”),
Si02 Ceramic Wash from British car care brand, Raceglaze, is the
perfect blend of premium dirt-cleansing surfactants — for effortless
car cleaning — coupled with powerful SiO2 additives for superior gloss
and beading. Providing lasting protection to your classic Porsche’s
paintwork, this product brings many of the benefits of a ceramic
coating without the car being hard ceramic coated. Simply wash
as normal, then dry off or rinse with deionised water. Reassuringly,
Raceglaze SiO2 outlasts so-called ‘wash and wax’ shampoos,
delivering clear benefits without any extra effort. What if your car
is already ceramic coated, though? We’re glad you asked. Using
Raceglaze SiO2 will enhance appearance and increase durability. For
added protection, it can be applied neat to bodywork using a wash
mitt. Independent tests proved this approach provides an impressive
seven weeks of protection. Si02 is supplied ready to use at a dilution
ratio of 200:1, meaning twenty-five millilitres in a typically sized wash
bucket makes a generous ten litres of wash solution, sufficient for
most sports cars. Various quantities of concentrate are available.

Price: 250ml £8.25, 500ml £13.75, one litre £23.75
raceglaze.co.uk or call 01780 654065
30 December 2023

TAKE ADVANTAGE OF OUR LATEST GIFT AND
SUBSCRIPTION DEALS AT SHOP.KELSEY.CO.UK

BEVERLY HILLS CAR CLUB
SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS

1989 Porsche 930 Coupe
#14613
It comes in its factory color code #550 Linen Grey Metallic with a linen interior. It has a clean Carfax and only 31,332 miles on the odometer.
One of those only 639 examples that reached our shores. And it is indeed from 1989, the last year of production of this iconic supercar. With
330bhp, which when coupled with the new G50 5-speed gearbox, propelled the car up to a top speed of 162mph with 0-60 arrived at in an
astonishing 4.9 seconds. An amazing and beautiful air-cooled sports supercar that is mechanically sound. For $259,500

1968 Porsche 912 Coupe #16915

1970 Porsche 911E Coupe #16572

This Karmann-built body 1968 Porsche 912 Coupe
5-speed featured with matching numbers and finished
in its desirable factory color Tangerine (6809) complemented with a Black interior. This original blue-plate
California car is equipped with Recaro front seats. An
extremely original example that is mechanically sound.

Presenting this Karmann-built 1970 Porsche 911E Coupe
featured with matching numbers and finished in Yellow
combined with a Black interior. Equipped with a widebody
kit, a customized fuel tank, sport seats, Otto harnessstyle seatbelts, and a custom hood. An eye-catching
Porsche 911E that is mechanically sound.

Presenting this 1990 Porsche 964 Carrera Coupe that
is finished in its factory color Guards Red (80K) combined
with a Black interior. This example comes with an owner’s
manual booklet, warranty/maintenance booklet, and
service receipt copies. A very presentable air-cooled
964 Carrera that is mechanically sound.

This one-owner 1995 Porsche 993 Carrera Coupe featured
with only 43,261 miles on the odometer and finished in
its factory special order color Aventura Green Metallic
Metallic (K6) complemented with a Classic Gray interior.
An extremely attractive 993 Carrera Sunroof Coupe
that is ready to be enjoyed and is mechanically sound.

For $67,500

For $69,950

For $96,500

For $96,500

1990 Porsche 964 Carrera Coupe #16362 1995 Porsche 993 Carrera Coupe #16178

1987 Porsche 911 Carrera Targa #15716

1970 Porsche 911T Coupe #16659

1985 Carrera Coupe Turbo Look M491 #14637

1986 Porsche Carrera Targa #16207

This low mileage one-owner 1987 Porsche 911 Carrera
Targa featured with matching numbers and only 9,103
miles on the odometer. This Carrera Targa is finished
in its factory color Guards Red (G1) complemented with
a black interior. Equipped with a five-speed G50 manual
transmission and a 3.2-liter flat-six engine. Comes with
service receipt copies dating from 1988 through 2012.
An exceptional Porsche that is mechanically sound.

This Karmann-built 1970 Porsche 911T Coupe featured
with matching numbers and finished in its factory color
Bahia Red (1313) with a Black interior. Equipped with
manual transmission and 2.2-liter Zenith carbureted
engine. Over $29,500 has been invested into the vehicle
from August through June 2023. An extremely rare and
highly desirable Longhood that is an excellent addition
to any collection and is mechanically sound.

This 1985 Porsche Carrera Coupe Turbo Look M491
featured with matching numbers and 29,182 miles on
the odometer is available in its factory color code #700
black with a black interior. The vehicle comes equipped
with a 5-speed manual transmission and Flat 6 Cylinder
3.2-liter engine. An excellent opportunity to jump into
the ownership of this original California car. An extremely
collectible Porsche that is mechanically sound.

Presenting this 1986 Porsche Carrera Targa featured
with matching numbers and 51,634 miles on the odometer.
Finished in its factory special order color Meteor Metallic
(961) complemented with a gorgeous Burgundy interior.
This 1980s classic comes with an owner’s manual booklet,
maintenance booklet with stamps, a clean Carfax report,
and service receipt copies. An extremely sought-after
air-cooled Carrera that is mechanically sound.

For $119,500

For $74,500

For $135,000

For $83,500

1997 Porsche 993 Turbo #15255

1962 356B Super 90 Coupe #15214

1988 Porsche Carrera Cabriolet #16154 1974 Carrera Sunroof Delete Coupe #16309

This beautiful 1997 Porsche 993 Turbo featured with
21,588 miles on the odometer and available in its factory
color code #39C Midnight Blue Metallic with a blue
interior. The vehicle comes with a clean Carfax and is
equipped with a flat 6 cylinder 3.6-liter engine. Both the
color code and options sticker are still in place under
the hood. An extremely desirable low mileage air-cooled
Porsche Turbo that is also mechanically sound.

This 1988 Porsche Carrera Cabriolet featured with
matching numbers and only 25,552 miles on the odometer.
Finished in its factory color Black - Schwarz (700)
combined with a Grey interior. This fine example comes
with an owner’s manual booklet, maintenance booklet
with stamps, clean Carfax report, options sticker, and
a copy of the original window sticker. This low-mileage
Carrera Cabriolet that is mechanically sound.

This 1974 Porsche Carrera Sunroof Delete Coupe featured
with matching numbers and finished in its highly desirable
factory color Mexico Blue (336) complemented with a
Black interior. Equipped with a 5-speed manual
transmission, Flat 6 Cylinder 2.7-liter engine, and ducktail
spoiler. An extremely collectible Porsche Carrera Sunroof
Delete Coupe that is offered in a captivating color
combination and is mechanically sound.

This extremely original 1962 Porsche 356B Super 90
Coupe featured with matching numbers (Kardex copy
included) and finished in its factory color Signal Red
(6211). This original California car is equipped with a
rear luggage rack, glove box, dashboard analog clock,
and a Sapphire II by Bendix AM/FM radio. A highly
collectible Reutter-bodied 356B Super 90 Twin Grille
that is mechanically sound.

For $265,000

For $89,950

For $129,950

For $98,500

LOOKING FOR CLASSIC OR LUXURY SPORTSCARS?
•

We Buy and pick up from any USA location • Worldwide Shipping
Please check our website as we have cars being delivered daily
Alex Manos, BEVERLY HILLS CAR CLUB 4576 1/2 Worth St., Los Angeles, CA 90063
T: (310) 975-0272 http://www.BeverlyHillsCarClub.com E: sales@beverlyhillscarclub.com

Gaswerksgarage.com
34 December 2023

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911 E

GOT THE JUICE

If this spectacular orange 911 E looks familiar, chances are you saw it securing
Historic Sports Car Club championship title wins a decade ago...
Words Johnny Tipler Photography Dan Sherwood
hat goes around comes around.
What was once a title-winning
race car is now a trackday
sprinter. There are two key
players in the colourful history
of this zesty 911. The first is
John Shaw, who turned the Porsche into a dedicated
motorsport machine and used it to win back-to-back
Road Sports championships with the Historic Sports Car
Club in 2013 and 2014. The second is the car’s current
owner, Graham Hughes.
This 911 E is an early long-wheelbase edition, running
a 1,991cc flat-six
mated to a fivespeed Type 901
transmission.
The car was
originally supplied
to the Hannoverbased dealer,
Petermax Müller,
in September 1968 for the 1969 model year. That is has
served time in the heat of battle is appropriate because
Müller was himself a veteran German racer, taking part
in the highest echelons of pre- and post-war motorsport,
latterly with 356s in international rallies, including
the Liège-Rome-Liège and Monte Carlo, teamed with
former factory competition manager, Fritz Huschke von
Hanstein, amongst others.
Müller’s streamlined Volkswagen-based Eigenbau of
1947 (just six units were built) nicely prefigures the 550
Spyder. In fact, a surviving Eigenbau is on display in the
Prototyp Museum in Hamburg.
“Sadly, this 911 wasn’t Müller’s personal Porsche,”
John sighs. “It has a chassis number ending 0002, so
obviously a very early example of the breed, but although
some of the first 911 Es were used in and around the
Porsche works or by the Porsche family, this particular
example was shipped to Müller’s showroom.”
An engineer operating a fabrication and welding
business, but specialising in marine engines, John has
built many racing speedboat powerplants (both diesel
and petrol) and, as we’ll see, carried out most of the
fundamental engineering work on this 911. Having

running a 911. I immediately knew I had to get involved.”
A short while later, when perusing the Die Deutschen
Klassiker (DDK) website forums, he spotted an
advertisement for this very 911 E, which was being
offered by Steve Walker from Woking-based Volkswagen
specialist, Eastfalia. A deal was quickly done. “There
was a San Diego Motor Club badge on the back of the
car,” John continues. “I therefore knew where it had
spent at least one era of its life. Adding to the number of
countries this 911 has visited, I drove it to Switzerland
soon after I obtained ownership. Unfortunately, the
headlining was hanging off, and the seat stuffing on
the passenger seat
was non-existent.
My poor wife, Louise,
was almost sitting
on the floor. It was a
very uncomfortable
ride. Bear in mind the
suspension was worn,
too. This was brought
into sharp focus when I got into a bit of a scrap with the
driver of a BMW Z4 on the autoroute in northern France.
The Porsche’s speedo registered 155mph and I was
taking up most of two lanes just to keep the car pointing
in the right direction.”
This was prior to comprehensive reconstruction, of
course. “When I bought the car, it was being powered by
a 3.2-litre flat-six. The shut lines were good and the age
of the vehicle was perfect for the HSCC series I wanted
to enter. I paid Steve Walker seventeen grand. He even
provided a brand-new bonnet, an unused part and the
result of an insurance claim after someone rolled the
back of their car into the nose of the Porsche.”
The engine swap was carried out while the 911 was
living Stateside. Steve refreshed the unit prior to sale,
but biting the bullet, John completely stripped the car in
his engineering workshop, removing all the mechanicals
and running gear, taking the shell back to bare metal.
“I discovered it had been the recipient of quite a big
whack on the front left-hand corner at some point in the
distant past,” he recalls. “With the body attached to a jig,
I straightened the damage. There was a fair amount of
welding to be done, including the fitting of new inner and

harboured a passion for Porsche since the 1980s,
he was accustomed to doing trackdays and sprints
in various 911s, but by 2009, he felt the urge to go
racing. “Classic Porsche sales specialist, Robert Barrie,
steered me toward the Historic Sports Car Club. I spent
a weekend at Brands Hatch, where Robert’s team was

outer sills, a new floorpan and a new frunk floor. When
the corrective bodywork was finished, I had the car
painted OEM Tangerine.” The colour scheme includes a
perfectly sprayed white roundel on each door.
The fruity 911 then found its way to Alan Drayson,
founder of Dorset-based air-cooled Porsche restoration

BITING THE BULLET, JOHN
COMPLETELY STRIPPED THE CAR
IN HIS WORKSHOP, REMOVING
ALL THE MECHANICALS

Facing page As its
registration plate suggests,
this superb 911 is back
with a bang following a
fruitful period spent bagging
silverware in the heat of battle

December 2023 37

specialist, Canford Classics. “We live in the same
village,” John remarks. “Alan reassembled the car,
including installing the wiring, brake pipes, suspension,
glass, trim, headlining and fuel tank. Effectively, the basic
specification needed to comply with HSCC regulations.”

CALL TO ARMS
Meanwhile, John built up a two-litre engine and gearbox.
The flat-six is special in its own right. “Having sold
the Carrera 3.2 engine and transmission, I appealed
for members of the DDK forum to let me know about
any spare two-litre flat-sixes available for purchase.
Eventually, I made contact with a guy in Wales and, after
travelling to his barn in the middle of nowhere, I was
presented with a genuine 1969 two-litre 911 S engine,
complete with fuel injection equipment, high-pressure
filter, CDI box, the lot. I couldn’t believe my luck!” The
price was £4,000. “You have to keep in mind the fact
this is a one-year, one-model-only engine, complete with
extra big valves shared with the 906 race car. I paid the
man and came home a very happy chappy.”
John is an engine builder by trade, meaning stripping
and rebuilding his new acquisition was a no-brainer.
“I’ve built diesel and petrol engines for Class 1 racing
powerboats. When you’ve worked on Cosworth DFVs,
you don’t think twice about rebuilding a classic 911’s
flat-six.” Specification included Wössner forged
pistons delivering 11:1 compression ratio. The crank
was reground and Dougherty racing camshafts were
installed, as were larger valves and a Historika exhaust
manifold. The heat exchangers were deleted. After
completion of the work, the engine produced 196bhp at
38 December 2023

7,600rpm, but with tweaking on a rolling road, 206bhp
was realised at the same rev count.
Neil Bainbridge at BS Motorsport near Bicester
rebuilt the dog-leg 901 gearbox, which John tested with
different ratios in order to arrive at the optimum set for
racing use. It’s fair to say 911s are his car of choice. “I
bought my first 911 in 1987,” he reminisces. “It was a
2.4-litre T. I rebuilt the engine and turned it into more
or less a 2.4 S on Weber carburettors. It then it became
a Carrera RS 2.7 replica and was subjected to a high
number of trackdays. Later, I bought a 964 Carrera

Above and below Graham
sold his Cayman GT4 in order
to fund the purchase of this
eye-popping 911, which is
immaculate in every respect

911 E

Above and below Comfort
equipment has replaced the
crude lightweight buckets and
other competition kit in the
car when it was a racer

RS, which I still own, as well as another 911 T. Other
Porsches have come and gone over the years. I can’t get
enough of them.”
He started racing
with the HSCC in
late March 2011.
“I was like a rabbit
in the headlights.
On my first outing,
which took place
at Donington
Circuit, I ended
up at the back of the grid, almost last.” By the end of
his first season of racing, however, he’d notched up
enough points to score the Class D win. “It’s all about
consistency,” he avers. “Class D cars are pre-1969
and include various TVRs and TR-badged Triumphs,
as well as classic Lotuses, such as Elans and Sevens.
911s are also in the mix. That said, despite there being

many examples racing across the season, they didn’t
all do every round. By turning up regularly and racing, I
picked up points and gradually accumulated more than
anyone else. That’s
how I won the
championship
outright in 2013
and 2014.”
John’s favourite
circuits are those
with distinct
changes in
elevation, chiefly Oulton Park, Cadwell Park and Brands
Hatch. He used the 911 to score a class win at the bigtime Silverstone Classic meeting in 2018. “There is no
substitute for seat time in a race car,” he says. “That’s
how you get better. I thought I was quick to start off with,
but I soon learned I was behind the curve. Back then, I
would have been amazed to see what I can do in charge
of motorsport metal today. There’s no comparison.”
John and Louise have established their own trophy
within the HSCC. It’s awarded to the 911 driver who
gains the highest points across a single season.
Nevertheless, much as John enjoyed campaigning
this orange E, he soon fell in love with Morgans. “I’d
completed seven seasons with the 911. It was reliable,
the car suited me down to the ground and the gearbox
ratios I settled on were perfect, enabling me to generate
many personal best lap times. Even so, I was growing
tired of repetition. I needed a new challenge. Long story
short, I looked at what was at the front of the grid and
couldn’t ignore the high number of Morgan Plus 8s.”
He bought a Plus 8 from Morgan master, Keith Ahlers,
who owns several sports cars from the Malvern concern

JOHN HANDED HIS 911 E BACK
TO ALAN AT CANFORD CLASSICS
WITH AN INSTRUCTION TO FIND
THE CAR A NEW OWNER

and happened to have a Plus 8 surplus to requirements.
“They’re light and have a long wheelbase, which makes
them quite benign,” John offers. “You can slide and get
the back end out. The Plus 8 is also very torquey. I sat
very low in the 911, meaning all I could see were the tips
of the front wings. I used them as a guide to position the
December 2023 39

911 E

Above Fortunately, the car
escaped damage during the
entirety of its career as a
multiple championship winner
Facing page Two-litre
S-specification engine was a
lucky find and was fully built
by John following acquisition,
while Neil Bainbridge at BS
Motorsport overhauled the
transmission, which Angus
has since updated with a
switch of ratios better suited
to use on the public highway

car in corners. In the Morgan, I can see the whole of the
front end, from mudguard tips to bonnet and radiator,
all stretching out ahead of me.” Proving the switch was
a worthwhile exercise, not long before this magazine
went to press, John won the 2023 HSCC Championship
with his Plus 8, having vied with former Classic Porsche
feature car owner (and AC Cobra driver), Kevin Kivlochan,
all season. Say no more.
Having decided to switch horses, John handed his 911
E back to Alan at Canford Classics with an instruction
to find the car a new owner. Enter Graham Hughes,
who sold his Cayman GT4 to fund the purchase. “When
I took ownership, I somewhat toned down the car,” he
explains. “I use it for trackdays, but I didn’t want full race
specification. John had stripped the body to achieve low
kerb weight. To this end, superfluous components, such
as the glovebox lid, ashtray and struts for the bonnet and
engine lid were removed. An RS bonnet stay was added,
as were lightweight bucket seats. This 911’s weight in

race trim was just 945kg. HSCC championships are fairly
gentlemanly affairs. It’s not like the Peter Auto 2.0L Cup
Series, which is super-competitive. Don’t get me wrong,
HSCC participants are very determined, but I think they
have a little more respect for one another.”
John spent considerable time setting up the geometry
to reduce bump steer and to optimise grip and handling.
He added RS anti-roll bars, larger torsion bars and
Koni shock absorbers. This work resulted in a superbly
configured and extremely compliant race car, one not
feeling twitchy or, importantly, light at the front end. “It
was controllable on and beyond the limit of mechanical
grip,” Graham continues, “but to make the ride more
acceptable on the road, Canford Classics took out the
fire safety system, installed new carpets and fitted
rubber bushes.”

COMFORT AND JOY
There was still rather more competition kit onboard than
Graham wanted, though. He met Angus Watt, founder of
Banbury-based classic Porsche restoration specialist,
Greatworth Classics, at Porsche Club Great Britain’s
annual Classics at the Castle event, held at Castle
Hedingham in north Essex. The pair struck up a rapport
and Angus agreed to change the 911’s gearbox ratios to
assist in making it more usable on the public highway.
“When I bought the car, which managed to escape
damage during the whole of its racing career, the engine
revved all the way to 8,000rpm, which I found too high
for the road on account of the gear ratios being too low.”
The change entailed moving the 911 S ratio from fifth to
fourth and using a Z-rated standard E/S ratio for fifth.
A conversation with Josh Sadler, founder of nearby
Autofarm, confirmed this was the right way to go. “Whilst
the engine was out, I asked Angus to change the cams.
I wasn’t sure whether to keep the high-revving S cams or
revert to torquier E cams, but Angus recommended the
latter for road use. Compression ratio is now 10.6:1. He
had the car transported to Northampton Motorsport’s
December 2023 41

rolling road, where 185bhp was realised at 7,200rpm.”
When the car originally arrived at Greatworth Classics,
Angus observed “it seemed very oddly geared, posting
7,000rpm at 70mph and only coming alive between
4,500rpm and 6,000rpm, which is all well and good on
a racetrack, but
not so useful in
normal motoring
situations. We set
about updating the
car into something
Graham could drive
and enjoy on the
road. We fitted a
Quaife ATB limited-slip differential, did a leak-down test
on the engine, changed the cams and reworked the carb
settings to match. There was a bit less peak bhp as a
result, but the engine produced more torque, which made
it much better as a street car.”
The rear half of the race-spec roll cage remains in
place, although John removed the front section prior
to handing the car to Alan Drayson for the purposes of
securing a sale. “I’ve kept the suspension and brakes

compared to the other examples Graham has owned
to date? “In terms of road-holding and general
performance, it’s much better. It’s a lot stiffer. Early
911s can be very light and quite soft at the front, but
this is a beautiful car to drive. That’s what sold it to me.
I’ve owned various
ages of classic
911, all the way up
to a 993. I’ve also
owned a selection
of Caymans, but I
wanted to get back
into a pre-impact
bumper 911. Even
though my GT4 was brilliant on the track, I find the 911
more enjoyable to drive on the road. As you’d expect, it’s
got a totally different character — new Porsches are too
powerful and too fast. You can’t use their performance in
any meaningful way on the road.”
As for the future of this orange organic, Graham
intends to drive it to the next Le Mans Classic, the Grand
Prix Internationale des Remparts and the Pau Classic
Grand Prix. Equally constructively, John and Graham

exactly as John configured them,” Graham tells us. “This
911 drives brilliantly on the road, as well as on a track.
It’s not too firm and there’s no danger of it shaking your
fillings loose. I’ve had a few track-oriented 911s in the
past, but none handled on the road as well as this E.”
Just how different is this air-cooled 911 when

have arranged to meet soon at Cadwell Park, where
John will bring his 964 Carrera RS and Graham will
attend in the 911 E. The pair of Porschephiles have
agreed to hop in and out of each other’s cars in a bid
to understand their respective favoured specification.
Road and race reunited. CP

AS FOR THE FUTURE OF THIS
ORANGE ORGANIC, GRAHAM
INTENDS TO DRIVE IT TO THE
NEXT LE MANS CLASSIC

42 December 2023

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December 2023 43

WOLFGANG PORSCHE

RISE AND SHINE

As the youngest of Ferry Porsche’s four sons, Wolfgang always seemed to be in the background of
Porsche AG until, with spectacular success, he brought in Wendelin Wiedeking, who would go on
to become the company’s Chief Executive Officer and restore good fortune to Zuffenhausen...
Words Karl Ludvigsen Photography Ludvigsen Partners, Porsche Corporate Archives
n 2005, Porsche boss, Wendelin Wiedeking,
suggested the Stuttgart concern should invest
in Volkswagen. In terms of return on investment,
the potential upside was considerable, while the
downside seemed to hold little risk. Wiedeking
marshalled his ideas and arguments, presenting
them to five members of the Porsche and Piëch families
at a meeting in Salzburg.
Among the clan members present was Wolfgang
Heinz Porsche, youngest of Ferry Porsche’s four
sons (Ferdinand Alexander, Gerhard, Hans-Peter and
Wolfgang).
“When listening
to Wiedeking’s
proposal,” he
recalls, “my first
thought was that
it was a little
crazy. Volkswagen
is, after all, a big
company. When we looked at the numbers, however,
his suggestion made a lot of sense. It had a persuasive
logic for Porsche’s future course of business and,
crucially, for securing the company’s future.”
Wolfgang and his colleagues were convinced by the
logic of a strong link with Volkswagen as a development
partner. “If you have earned the money you require,
and if you have put it aside, then you ask yourself what
the right investment is,” he continues. “For us, it was
undoubtedly Volkswagen, especially considering the
share price was then very favourable. Before the locusts
bought their stake, we made our move.”
In many quarters, much was made of the historic
links between the Piëch and Porsche families and
Volkswagen of old — powerful links, to be sure — but
this wasn’t the driving force for the decision, so says
Wolfgang. “Previous relationships might have played
a subordinate role. As we discussed the plan within
the family, the old connections to Volkswagen quickly
became visible, no question, but behind our thinking was
the notion not of dumping money, but of increasing it.”
2007’s annual general meeting of the Porsche
company’s supervisory board was important for

task it was to maintain unity among the Porsche and
Piëch families. “The most important thing is that we
speak with one voice,” he said of the brothers, sisters
and cousins, whose active members now numbered
close to fifty, albeit with fewer Porsches than Piëchs.
Fortunately, his was a thoughtful and emollient
personality much like his father’s, equipping him well to
cope with divergent ideas and desires among younger
members of the clan.
By 2009, Porsche confirmed its 52.2-percent
ownership of Volkswagen AG’s voting shares. “We’re
just a small auto
maker from Stuttgart,”
remarked Wolfgang
at the time of the
announcement, “and
now we’re one of the
largest automobile
companies in the
world. My father
and my grandfather would have been very pleased to
see this development.” Industry tongues wagged with
suspicion Wolfgang and Wiedeking had crossed swords
over the Porsche boardroom’s desire and intent to
interfere in the affairs of Volkswagen, where Ferdinand
Piëch was top banana. Wolfgang spoke out strongly
against such assertions. “The business remains intact,”
he declared. “The success of the Porsche company
depends upon its independence.”
An observer remembered a stirring works meeting,
at which Wolfgang Porsche, overcome with genuine
emotion, proclaimed in front of employees how “the
Porsche legend lives and will never die.” Declared with
fervour, news of this impassioned delivery spread
throughout the company and gave its workers heart. It
was a vital moment for this modest man, affectionately
nicknamed WoPo by his colleagues. His was the
essential role of heredity and continuity representing
the name on every one of the company’s products. He
stepped up to demands with courage and conviction.
Ferry Porsche, dead for a decade, would have warmly
appreciated the way his youngest offspring quietly
rose to such a prominent role. He might well have been

Wolfgang Porsche. He became Chairman. This was a
further consolidation of authority. The other shoe was
dropped in November, when Porsche Automobil Holding
SE was officially entered into the trade register to hold
all the assets and liabilities of Dr. Ing. h. c. F. Porsche
AG. Chairing its supervisory board was Wolfgang, whose

surprised, for Wolfgang’s ascent to the top was one of
the most low-key (but nonetheless remarkable) of all
Germany’s industrial titans.
Dr. Ferdinand Porsche was a brilliant designer and
engineer, but his youngest grandson didn’t see much
of him. After returning from a French prisoner-of-war

FOLLOWING HANS-PETER’S
INSTRUCTIONS, WOLFGANG
PUSHED DOWN ON THE CLUTCH,
AND LET IN THE GEARS

Facing page Dr. Wolfgang
Porsche, Chairman of the
Supervisory Board of Porsche
AG, at his home in the
Austrian town of Zell am See,
south of the city of Salzburg

December 2023 45

camp, Ferdinand had health troubles, but also a sense
of restlessness. From Wolfgang’s perspective, his
grandfather was “always driving off or just arriving from
somewhere”. Whenever Ferdinand was around, he was
kind and attentive, taking his grandson to the movies,
after which, Wolfgang would delight in asking him what
he thought about the film, well aware his grandpa had
quietly dozed off partway through.
Ferdinand Porsche’s seventy-fifth birthday celebration
at Solitude Palace near Stuttgart in the fall of 1950 was
a big event. All of seven-year-old Wolfgang’s brothers
and cousins were invited, but he was considered too
young. He still remembers gazing longingly from the
attic window of the Porsche villa on Feuerbacher Weg
as the family set off for the festivities. Five months later,
Ferdinand passed away.
Returned to Stuttgart from their wartime sequestering
near the Austrian hamlet of Gmünd, the high-calibre
development team led by Ferry moved to Zuffenhausen
and Feuerbach in 1949. The Piëchs settled in Salzburg.
Around the end of 1949, Ferry chanced to look out of a
second-floor window of his Stuttgart residence to see
his Volkswagen in its usual place, though it was alive. “I
saw it move in reverse,” he related after the event. “Then
I had a real shock. Nobody was at the wheel! Hans-Peter
was standing in the car, looking out through the sunroof.
I caught sight of Wolfi gripping the steering wheel
without being able to see over the top. He was too small,
but that didn’t seem to bother him.”
Following Hans-Peter’s instructions, Wolfgang pushed
down on the clutch, let in the gears, moved backward,
then forward, and even made a turn without hitting
46 December 2023

anything. “This made me nervous,” Ferry admitted. “I felt
certain there would be an accident. I ordered the boys
to stop at once, but my wife, who was standing next to
me, only shook her head. She said I should be happy our
sons already had the skills required to drive the car!”
“Before I started school at the age of six, I was often
allowed to accompany my father during his work trips,”
Wolfgang recalls. “Driving from our family’s Schüttgut
homestead in the Austrian town of Zell am See to the
production site then located in Gmünd in the state
of Carinthia meant no less than crossing the Alps,

Above An early image of one
of the first Stuttgart-built 356
coupes finds Ferry with his
four sons — a discomfited
‘Wolfi’ is pictured at the front
Below Hans-Peter (b. 1940),
Ferdinand Alexander (b.
1935), Gerhard (b. 1938) and
Wolfgang (b. 1943) pictured
atop an experimental version
of the 550 Spyder in 1954

either over the Grossglockner Pass or over the Tauern
Range and the Katschberg. By the third tight curve, I
was grateful to be in a 356 instead of a big sedan with
soft suspension.” Such Yankee cars were around in
Germany during the 1950s, he said, because “American
manufacturers were interested in working with Porsche
and made a Studebaker and a Chevrolet available to my
father. I have mixed memories of them. My brothers and
I had considerably more room in the back of these cars
than we did in a Porsche, but on the other hand, the soft
suspension of the American vehicles, not to mention the
way they rocked back and forth in curves, wasn’t easy on
my sensitive stomach. I could hold out far longer in the
much tauter 356 before my father was asked to stop for
the first comfort break.”
“In March of 1956,” adds Wolfgang, “at the age of
thirteen, I had the first highlight of my driving career. The
ten thousandth 356 rolled off the production line in the
brick building we still use as Werk 1 in Zuffenhausen
today. My father’s employees wanted me to steer this
milestone Porsche from the line, but told him of their
plan just the evening before. It was a great moment for
me personally. Later, after a guest entry in the Zürs–
Lech hillclimb on the Arlberg, I ended my racing career,
but not the sporty drives with my father. He was now
letting me drive him. To be fair, he wasn’t a bad frontseat passenger, and I couldn’t help but notice how, if
critical comments about my driving style came from the
rear of the car, he was quick to defend me.”
Wolfgang Porsche attended the Odenwald School
in the Ober-Hambach district of the Hessian town of
Heppenheim, a leading boarding school for progressive
education. In addition to receiving his Abitur, thus
earning general qualification for university entrance,
he completed an apprenticeship as a metal¬worker.
The usual final requirement in the 1960s was to forge
a set of fireplace tools and a grate. He did not stint, for
48 December 2023

candidates were expected to devote extraordinary
effort to the project.
Car-making Porsche was always present in the
background. “I grew up in this company,” he reasons,
“the way other kids grow up on the neighbourhood
soccer field or go-kart track. For me, my brothers and
for my cousins, the venerable red-brick building in
Zuffenhausen was our favourite hangout. It was the
perfect place to play, but also to watch and learn. The
Porsche research and development department, as
well as the offices of my grandfather and father, were
up on the second floor. The production and racing
departments were downstairs.”
In the late 1960s, Wolfgang decided to enter the
business world and completed the appropriate studies
in Vienna. Located in an elegant part of the city, the

Above At Le Mans in 1956,
factory engineer, Hans
Klauser (in foreground), and
Wolfgang (behind him) are
timing a Porsche on the track
while Ferry Porsche looks on
Below Wolfgang looks on
at the 10,000th 356 with
his grandmother, Aloisia,
and father, Ferry, among an
audience of delegates in 1956

WOLFGANG PORSCHE

Above Jacky Ickx, Ferry and
Wolfgang amidst members of
Porsche Motorsport in 1981
Top right Helmuth Bott,
Wolfgang and Jochen Mass
pictured together in 1982
Middle right Wolfgang,
pictured between Wendelin
Wiedeking and Heribert Rech,
Interior Minister of the federal
state of Baden-Württemberg,
receives a medial for services
to the state and its people
Far right With Fritz Enzinger,
Vice President of Porsche’s
LMP1 programme
Below A family photo
featuring Wolfgang (right) and
his brothers, as well as his
mother, Dorothea, on Ferry’s
seventieth birthday in 1979

University of World Trade was respected not only for
studies, but also for its student life in general. He traded
his first 356 for a less showy Volkswagen Beetle,
albeit with a 95bhp Porsche engine and Nardi steering
wheel. “It could give a Mercedes 220 a run for its
money,” he smiles.
Wolfgang graduated with a degree in business
administration. In 1973, he earned a doctorate in
commercial science with a thesis on Typology of
Business Concentration Phenomena. His persona was
evolving. His doctorate, polished manners and discreet
politeness, enhanced by his command of elegant
Schönbrunn-German (a variety of Austrian-German
spoken at the court in Vienna and still used by many of
the region’s elderly aristocrats), created an appearance
matching his famous name. He furthered his standing
with a traineeship at a bank. This experience was of
value when he decided to set up shop fresh from his
scholastic attainments. He established Jamoto, a

business importing Yamaha motorcycles to Austria. He
had a partner in his brother, Ferdinand Alexander ‘Butzi’
Porsche, who was among the Porsche and Piëch family
members turfed out of the Porsche company at the
behest of Ferry, who deemed their appointments to be
blocking the advancement of qualified professionals.
While Butzi went on to start his soon-to-be-famous
product design company, Porsche Design, Wolfgang
steered Jamoto into Hungary. In 1991, he converted the
enterprise into Yamaha Motor Austria and its Hungarian
counterpart, both joint ventures with Yamaha Motor
Europe. The latter took complete control in 2000, when
Yamaha bought Wolfgang’s shares in both companies.
Jamoto operated behind the scenes from 1976 to 1981,
when Wolfgang brought the Porsche name to another
Stuttgart enterprise: Daimler-Benz. “I worked in sales
and investment management,” he related. “I had good
connections with the old professor, Joachim Zahn,
chairman of Daimler Benz AG between 1971 and 1979.
He was a toughie, but I learned a lot from him.”
In 1978, during his spell with Daimler, Wolfgang was
named to the Porsche AG supervisory board. Though
in the German system this is an elevated organ suited
to bankers and advisors, major decisions must come
its way for adjudication. For the thirty-five-year-old
Wolfgang, this was a strong sign he was seen as
valuable to Porsche, not only then, but also in the future.
Best of all, he would rub along in the company with
his father, who was named honorary chairman of the
supervisory board until he vacated the position in 1989
to enjoy retirement at his home in Zell am See.
Soon after Wolfgang’s appointment, he played a vital
role in the company’s history. “In the late 1980s,” he
recalls, “dark clouds were looming over Zuffenhausen.
Our company was deep in the red. It was a very difficult
time. The issue was that we only produced expensive
cars. We needed to appoint a Managing Director capable
of reducing our production costs and improving our
offerings. We were faced with a problem, though.
December 2023 49

Specifically, who would want to take control of Porsche
at this particularly low point in the company’s history?
One consideration was former BMW boss, Wolfgang
Reitzle.” Reitzle’s response to invitation the sticks firm
in the mind. “He told me he was enjoying being on
an ocean-going ship and suggested I wanted him to
jump onto a barge. I explained the potential for huge
opportunity at Porsche, but to no avail. We considered
whether to give him a small share in the firm. The
Porsche and Piëch families recognised we needed to
get things right with this crucial appointment.”
With Reitzle’s rebuttal, Wolfgang approached
Wendelin
Wiedeking, who
had been working
as assistant to
Porsche’s head of
production, Rudi
Noppen. “Earlier,
he’d given a lecture
about our new
paint shop in Stuttgart and then told me he was going
to work for bearing company, Glyco. I told him I’d be in
touch if we ever needed him for anything. I doubt he
thought this would ever be the case, but this is indeed
what happened. We met privately and I told him it was
time to return to Porsche.” Wiedeking agreed, but there
was a fly in the ointment insofar as he had a favourable
contract with Glyco extending a further five years. “I
asked if he’d signed it,” Wolfgang grins. “He hadn’t. With
this in mind, I told him there was no good reason not to
come to Porsche.” The two parted, but the very next day,
Wiedeking got in touch to say he was ready to return
to the fold.

Spaces the size of soccer fields became available for
manufacturing. And yes, there were people who wanted
to criticize such dramatic changes to the way we were
doing things, but thank goodness we were strong
enough to resist the naysayers. Even today, much of
what Wiedeking brought to Porsche remains unchanged.
Overall, this experience showed how success is
something you must earn, time and again. This drive
to succeed is a characteristic of mine, just as it was for
my father in his day.”
Wolfgang is integrating the next — now fourth —
generation of the Porsche family into the company
and is preparing
his daughter and
three sons for
the challenges
ahead. He has four
grandchildren and
enjoys homes in
Salzburg and Zell
am See. He works
in his father’s former office in Zuffenhausen, which has
been preserved in its original form. He keeps watch
over company developments as a member of various
supervisory boards, exercising charm, consistency
and strictness as necessary. He travels a great deal,
regularly visiting key Porsche facilities across Germany
and Austria, so much so he rarely spends more than
three consecutive nights in one location. It was, he says,
logical for him to acquire the Schüttgut estate from his
relatives in 2004.
Amidst the Grossglockner, Kitzsteinhorn, and
Schmittenhöhe mountain peaks, Wolfgang Porsche,
joint owner and supervisory board member of the

What Wolfgang wasn’t expecting was Wiedeking’s
almost immediate introduction of Japanese automotive
production methods to the Porsche assembly line.
“Much of what followed, including a fresh approach to
electronics and digitisation, was gradually introduced
by Wiedeking, step by step. He left nothing to chance.

Volkswagen Group, maintains a balance between
responsibility for the largest industrial company in
Germany and his personal passions of painting, farming
and collecting cars. Unsurprisingly, he has a particular
fondness for classic Porsches. Barge? Here’s to his
continued success in steering the ship. CP

IT WAS, HE SAYS, LOGICAL
FOR HIM TO ACQUIRE THE
SCHÜTTGUT ESTATE FROM
HIS RELATIVES IN 2004

50 December 2023

Above Wolfgang and his
daughter, Stephanie, with two
imperial eagle chicks after he
was chosen as ‘godparent’ to
the endangered birds on the
initiative of the International
Council for Game and Wildlife
Conservation in 2008

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911 L

GREEN WIDE MONSTER
The latest restomod to roll out of Rindt Vehicle Design is this short-wheelbase 1968
911 L coupe transformed into a screaming 3.2-litre widebody finished in Viper Green...
Words Dan Furr Photography Dan Sherwood
ow far gone would a classic 911
have to be for you to consider it
done for? It’s a question anybody
involved in salvaging an air-cooled
Porsche from years of neglect has
asked themselves, but the truth of
the matter is this: no matter how decayed, decrepit or
dilapidated an old sports car might be, there is always
the chance of turning a rusty bucket of bolts into a show
queen. Of course, determining whether to walk away
or embark on a journey of restoration comes down to
how much time, money and determination you possess,
as well as the
availability of
not only spare
parts, but also
a specialist
with expertise
in the field of
historic sports
car restoration.
Fortunately, for the owner of this late short-wheelbase
911, Maidenhead-based Porsche restoration and
customisation specialist, Rindt Vehicle Design, was able
to resurrect the car following it being left out to pasture
for fifteen years by a previous custodian holding the
best of intentions, but no available funds or the skills to
carry out the necessary work to bring the Porsche back
to its best.
“It took us two days to extract this 911 from the
lean-to it was inhabiting on agricultural land in Essex,”
says former golf pro and Rindt Vehicle Design founder,
Brian Richardson. “The seller took ownership many
years ago and intended to work on the car as a longterm restoration project.” Unfortunately, as is the
case with many well-meaning enthusiasts who find
themselves in possession of an old Porsche in need of
attention, the scale of the job was deemed far greater
than anticipated, leading the car to a state of suspended
animation until Brian and his team arrived with the offer
of a new lease of life.
Named after the legendary German-born racing
driver, Jochen Rindt, winner of the 1965 24 Hours of Le
Mans and posthumously awarded the 1970 Formula

of premium marque vehicles, not least classic Porsches,
the Rindt Vehicle Design team prides itself on being able
to manufacture the rarest and most obscure parts —
meeting or exceeding OEM standards — when original
components can’t be saved.
The company was incorporated in 2017, though Brian
has been restoring and modifying air-cooled Porsches
since his teenage years. Decades of experience in the
field and an acute knowledge of variations in model
specification, as well as a desire to create historic
Porsches with their own personalities, led him to
establish Rindt Vehicle Design following his retirement
from sport. Fastforward to the
present day and he’s
in charge of turning
out extraordinary
air-cooled classics,
from nut-and-bolt
restorations of 912s
and 911s rebuilt
to original specification, to wholly bespoke builds
incorporating a raft of custom bodywork and powertrain
equipment. There’s also a Rindt Vehicle Design
motorsport division, as evidenced by various race-ready
Boxsters, Caymans and even a fire-breathing 450bhp
wide-body 964 on site. Dressed in the team’s distinctive
orange and white livery, these cars are a familiar sight at
Porsche Club Great Britain motorsport events.

THE AGE-OLD ARTISANAL WORK
OF HAND-BEATING PANELS IS A
DYING ART, NOT TO MENTION ONE
AT A SERIOUS PREMIUM

Facing page Following fifteen
years feeling sorry for itself
under a lean-to, this 911 L
was transformed into a
wide-arched showstopper

One driver’s title following his death behind the wheel
at Monza that year, Rindt Vehicle Design conducts its
work from within the environs of beautiful old character
buildings on farmland located a stone’s throw from
Windsor. Employing a team of engineers and craftsmen
carrying a huge amount of experience in the restoration

PORSCHE PARTNERSHIP
“Restoring a classic Porsche is a collaboration,” explains
Brian. “We work with our clients to conceive preferred
design and engineering specification, offering advice
regarding the appropriate selection of donor car and
assistance in the purchase process, where applicable.
We can design and build one-off body panels and
trim, and we can craft interiors which either whisper
understatement or throw away the rulebook. Ultimately,
we’ll deliver an automotive masterpiece, built to last,
from which an owner can derive endless pleasure.”
Any restorer promoting their wares would say the
same, but proof is in the, er, Porsches, and there’s no
shortage of restored and reimagined Zuffenhausen
metal at Rindt Vehicle Design vindicating Brian’s sales
pitch. As we wander through timber-beamed workshop
after timber-beamed workshop, we’re presented with a
veritable feast of works in progress, from freshly painted
body shells in the early stages of vehicle reassembly, to
comprehensively redeveloped chassis ready to accept
December 2023 53

massive power from bespoke engines, including the
company’s recently perfected four-litre supercharged aircooled flat-six. The theme of forced induction continues
with the presence of a beefed-up twin-turbocharged
boxer undergoing the final stages of assembly in a
dedicated engine assembly room.
Maybe luck is on our side, but on the occasion of our
visit, each of the restored 911 bodies on display — some
coupe, some Targa — is finished in an eye-popping,
camera-friendly colour. “During the course of the past
seventy-five years, Porsche has developed more than a
thousand paint shades,” Brian observes. “We have the
eye and experience to match even the most obscure
factory paint colour, as well as to develop one-off
specials. Crucially, we endeavour to imitate the finish
of pre-1980 non-cellulose, water-based paints used by
Porsche from the manufacturer’s very earliest days.”
Achieving a flawless finish, and in accordance with
Brian’s obsessive attention to detail, Rindt Vehicle
Design makes use of the celebrated multi-stage
Novol paint process, the only paint system created
specifically for classic motor vehicle restoration. The
technology isn’t exclusive to customers commissioning
full restoration, though. “Due to demand for our paint
services, we recently opened a second paint shop,” Brian
continues. “This gives us the capacity to accept cars
from customers who might want nothing more than
cosmetic correction, whether elimination of stone chips
and other minor damage, or a thorough detail. Of course,
we are more than happy to respray cars in their entirety,
but our new paint booth gives us the opportunity to
provide enthusiasts with a range of corrective services,
54 December 2023

all carried out to the same professional standard we
apply to our extensive restoration projects.”
Among Rindt Vehicle Design’s most prized assets are
its panel beaters. The age-old artisanal work of handbeating panels is a dying art, not to mention one at a
serious premium in the industry, but as we walk around
the firm’s generously-sized bodywork facility — paying
host to another half a dozen 911 shells undergoing
various stages of restoration and modification — it’s
clear Brian has managed to attract a team well-versed
in the intricacies of creating and shaping vintage

Above The wheels are only
sixteen-inchers, but look
much bigger due to their
matte black finish blending in
with the fat tyre sidewalls

911 L

Above and below The owner’s
intention is to use the car for
commuting, as well as high
days and holidays, meaning
comfort is key

automotive bodywork. As you’d expect, there’s an
English Wheel on the go, but we also note three original
1960’s Celette jigs and pegs, ensuring factory-correct
specifications are
observed during
full bare metal
restoration and
vehicle reassembly.
We’re treated
to a sneak peek
of hugely exciting
projects due to be
completed in the new year. We’ll reveal full details and
showcase each car in coming issues of Classic Porsche,
suffice to say even in its skeletal form, the pillarless 911
coupe we’re looking at promises to set show season
alight following completion of the build. It’s one of
Brian’s pet Porsche passion projects and will serve to
demonstrate the capabilities of Rindt Vehicle Design to

prospective clients less than au fait with its output. The
car is impressive enough even in this basic state — the
more you look, the more you appreciate just how much
work has gone into
every aspect of the
bodywork — but
with the plans Brian
has in store for this
highly individual
Neunelfer, we can’t
help but feel the
finished article will
quickly become a calling card generating enquiries from
marque enthusiasts wanting the very same treatment
for their classic 911s.
There’s a dedicated trimming department on-site,
too. “We have a network of material suppliers and
manufacturers capable of recreating factory fabrics, but
also the ability to produce entirely original concepts and
designs to suit individual requirements,” Brian smiles.
“Our team of in-house trimmers are experts in their field
and can produce stunning interiors for all air-cooled
Porsches.” Like we said earlier, everything is under one
roof. Well, almost — there’s a fine selection of 911 and
912 sales cars waiting to be liberated from the courtyard
circled by the workshops we’ve been exploring.
Demonstrating the ‘anything goes’ policy at Rindt
Vehicle Design, a highly personalised 964 Carrera 2
finds itself parked next to a standard-specification
1973 911 Targa. Both cars have been subjected to full
restoration. A small selection of water-cooled 911s
makes itself known, led by a stunning 997 Sport Classic
evocation. As you can tell, it’s very easy to get distracted
by the high volume of outstanding Porsches in Brian’s

THE ENGINE IS A FULLY REBUILT
3.2-LITRE FLAT-SIX, BUT NOW
BENEFITS FROM JENVEY
THROTTLE BODIES

custody, but we remind ourselves we’ve come to marvel
at the company’s recently completed Viper Green shortwheelbase 911 restomod. Yes, the car pictured on these
pages is the very same 911 Brian dragged from slumber
in Essex. At the risk of presenting understatement of the
century, it’s a changed a bit since then.
December 2023 55

911 L

Above MOMO Prototipo
Black Edition steering wheel
certainly looks the part
Facing page Every inch of
the car is super-clean and
uncluttered, creating the
effect of a factory finish

“It started life as a two-litre 1968 911 L, but the
original engine was missing,” Brian recalls. “In its place
was a two-litre flat-six manufactured in 1966.” The lack
of ‘matching numbers’ meant any desire to maintain
originality was dashed, but this proved a moot point
when a Rindt Vehicle Design customer reached out with
a request for a “more peppy” short-wheelbase 911 with
aggressive looks. Following subsequent discussion
between Brian and client, the decided specification
centred around a wide body and an uprated Carrera 3.2
powerplant running independent throttle bodies.
On the face of it, twelve months is a long time, but
it’s the blink of an eye in the world of classic sports car
restoration, making this 911’s year-long transformation
from zero to hero nothing short of remarkable. The body
was fully stripped to bare metal and expertly rebuilt,
before being sprayed gorgeous green and dressed
with a large ducktail and RS-style bumpers, the rear
accommodating the tailpipes of a custom exhaust.

As intended, the engine is a fully rebuilt 3.2-litre flatsix, but now benefits from Jenvey Dynamics individual
throttle bodies. Founded in 1987, this world-famous
throttle body and fuel injection system manufacturer
has forged an enviable reputation for delivering highquality housings, spindles, butterflies, levers and fuel
rails for all manner of road and race cars, including aircooled Porsches. The two-stud kit installed in the green
machine’s engine bay comprises six of the Shropshire
company’s SF throttle bodies, a specially balanced
linkage kit, inlet manifolds, fuel rails, fuel rail mounts and
a set of ninety-millimetre air horns. A three-stud version
of the kit, which provides the host flat-six with improved
performance, reliability and weight reduction, is available
for the 964’s M64 flat-six.

SPARK SPREAD
This Rindt restomod’s throttle bodies are topped with
ITG air filters. A custom panel along the bulkhead
accommodates a coilpack feeding Magnecor
competition ignition leads. Various motorsportspecification fuel system components inhabit the same
space. The entire engine bay is completely spotless, so
much so we’d go as far as saying better than new. This
isn’t solely because it happens to be box fresh. “When
you present a restomod in public, one of the first things
people want to look at is the engine bay,” Brian asserts.
“It is therefore of vital importance to ensure the flatsixes powering our bespoke 911s are housed in clean,
uncluttered operating environments.”
Thanks in large part to the previously mentioned Novel
paint process, the exterior is just as tidy, which sets
the zingy Viper Green paintwork against black accents,
as seen on the side stripes, engine lid grille, Porsche
script decal, window frame brightwork and headlight
rings. Oh, and those deep dish sixteen-inch Group 4
Wheels Campagnolo replicas, finished satin black and
looking much larger than they actually are, primarily due
to blending in with the fat sidewalls of their PorscheDecember 2023 57

specific Yokohama A008P tyres. Step inside the cabin
and you’ll find the reverse colour scheme — a sea of
black is punctuated with flashes of bright green. “The
interior needed to be subtle, pared down, a marked
contrast to the car’s shouty bodywork,” Brian reasons.
The look was achieved with new RS-style seats, a
dashboard trimmed to match and a custom-upholstered
MOMO Prototipo
Black Edition threespoke steering
wheel. The rear
seats have been
retained in order
for the car’s lucky
owner to share
driving experiences
with his young family.
Green flourishes come in the form of fabric door
pulls, the Rindt Vehicle Design logo on the snooker ballesque gearknob (linked to a rebuilt Type 915 gearbox)
and the period-style decoration of swish new Singerstyle dash dials. Look closely and you’ll see the speedo
incorporates a digital odometer. It’s one of a few such
examples of modern functionality hidden in this fiftyfive-year-old Porsche’s cockpit. “We installed electronic

rear screens also reside.” A custom three-stage fan
switch is incorporated into an original-look fresh air vent
lever, while in-car entertainment is provided by stealthily
installed JBL speakers and smartphone connectivity to
a Kenwood head unit hidden in the glovebox.
Surprisingly, the suspension remains standard,
albeit rebuilt. “The owner intends to use the car day to
day, whenever the
mood takes him,”
Brian says. “The
stock suspension is
adjustable by way
of torsion bars, but
comfort is key. This
isn’t a race car, and
the lack of roll cage
confirms access to the rear seats was important from
the outset. Make no mistake, this 911 shifts down the
road at fast pace, a result of the potent 3.2-litre engine
doing its thing, but this was always intended to be a car
as useful during commuting as it might be on a trackday,
with emphasis on the former application.”
That this 911 spent such a huge amount of time in
the doldrums and took only a year to be reborn as an
eye-popping poster Porsche is credit to not only Brian’s

air-conditioning,” Brian says, proudly. The challenge
was to keep the car looking vintage, as though it left
the factory in its restored state. “We hid the system’s
supporting equipment, which wasn’t as easy as it
sounds. We then added system control switches above
the dash strip, where buttons for the heated front and

clarity of vision, but also the large workforce at Rindt
Vehicle Design, enabling the company to tackle multiple
big-scale restoration projects simultaneously. This
speaks nothing of sales car preparation and the team’s
multiple engineering programmes. We can’t wait to see
what rolls out of the workshop next. CP

STEALTHILY INSTALLED SPEAKERS
AND SMARTPHONE CONNECTIVITY
TO A KENWOOD HEAD UNIT
HIDDEN IN THE GLOVEBOX

58 December 2023

Above The latest in what
promises to be a long line
of Rindt Vehicle Design 911
restomods — we can’t wait to
sample the next one

PR SERVICES

DOCTOR’S ORDERS
Specialising in the maintenance and restoration of all 356 models, Billericay-based
PR Services is dedicated to keeping Ferdinand Porsche’s historic archetype on the
road and running just as the professor intended...
Words and photography Dan Sherwood
ucked out of sight down an unmarked
driveway punctuating hedgerow on
the A129 between Brentwood and
Billericay is the unassuming workshop
of Porsche specialist, PR Services. So
discreet is its location, you could easily
miss it. Those who discover the entrance and venture
further within, however, are greeted by the sight of a
bygone era. You won’t find huge wings, turbochargers
or carbon-ceramic brake discs here, nor will you see
technicians tapping away on a laptop in order to tune
the advanced ECU
of a car fresh from
the Zuffenhausen
production
line. No, this
is a Porsche
experience in
the most original
sense — PR
Services has shunned the automotive equivalent of
keeping up with the Joneses, instead focusing its
business on providing a sanctuary solely for owners
of the iconic 356.
Painstakingly built by hand in an improvised
workshop inside a sawmill in Gmünd, Austria, the
original 356 may have utilised certain components
from the Volkswagen Beetle — itself a model designed
by Ferdinand Porsche — but the chassis and swooping
lines of the body were of a new design. The 356’s
excellent build quality, light weight and potent fourcylinder engine set the benchmark for the sports cars
of the day, heralding an engineering ethos applied to
all seventy-six thousand 356s built throughout a long
sixteen-year production run, as well as to every other
Porsche model since.
“Despite its humble origins, the 356 is an incredibly
complex vehicle,” explains PR Services owner, Paul
Smith. “From the sophisticated monocoque chassis and
curvaceous body lines, down to the smallest nut and
bolt, each and every item has been carefully considered
and engineered to perform impeccably, meaning it takes
specialist knowledge, tooling and experience in order to

old Paul. “He had a 1959 Beetle, which he planned to
equip with the more powerful engine from a crashed
356.” At the time, 356s were nowhere near as coveted
or collectible as they are today and could be purchased
relatively cheaply, a trend continuing throughout much
of the 1970s and 1980s, with the model only seeing a
rise in its popularity and a corresponding uplift in price
during the last couple of decades.”
Back then, few owners were concerned with matching
numbers and originality. “Owners would use these
cars as cheap runarounds in all weather, fixing them
as economically as
possible whenever a
repair was required,”
Paul continues.
“Unfortunately, lowbudget maintenance
resulted in many 356s
suffering poor-quality
repairs, neglected
mechanical equipment and highly corroded bodywork.
Buying a crashed 356 for the purposes of liberating its
engine was nothing out of the ordinary.”
Unfortunately, the project never saw completion — a
house build to accommodate Mike’s growing family
took over both his time and finances. He never lost his
passion for performance motoring, though. Indeed,
come the late 1970s, he was pleased to be in a position
enabling him to be reacquainted with his favoured
German marque. “My father had a successful business
in the petrochemical industry,” Paul remembers. “This
gave him a good income. He was keen to invest in a
property in the up-and-coming area of Canary Wharf in
East London, but he got sidetracked when passing a
local Porsche dealership.”

THIS WILD 911 TURBO WAS THE
CATALYST FOR WHAT WOULD
BECOME A DESIRABLE PERSONAL
COLLECTION OF PORSCHES

Facing page Based in hidden
premises in Billericay, Essex,
the PR Services team caters
exclusively for owners of the
356 in all its guises

restore and maintain these wonderful vehicles properly.”
Meeting this most challenging of tasks has been
his primary focus since 2001, but his love of classic
Porsches can be traced back to when he was a
child. “My father, Mike, had a penchant for air-cooled
Volkswagens and Porsches,” says now fifty-one-year-

HOUSING CRISIS
Mike didn’t make his appointment with the estate agent.
Instead, he drove home in a Martini-liveried 930. This
wild 3.3-litre 911 Turbo was the catalyst for what would
become a desirable personal collection of Porsches,
which eventually included a 356, a 904, a Porsche-Diesel
tractor and a 914/6. Mike and Paul would spend many
hours restoring the latter back to as-new condition, a
feat recognised with silverware at the Chateau Impney
national concours event in 1982. Three years later,
the father and son duo repeated their well-deserved
success with presentation of a similarly restored 356 C.
The pair dabbled in racing, campaigning an ex-works
December 2023 61

356 A Carrera GT in various gentleman driver events,
including the Goodwood Revival, Tour Auto and Le
Mans Classic. They also raced UUL 442, a 356 A once
owned by Scottish motorsport hero, Jim Clark. Mike
part-owned the car for a period. “Racing is a great way
to discover what works on a car and, crucially, what
doesn’t,” Paul asserts. “My dad and I learned a lot
from our years racing together and as part of Rednicar
Racing, which was formed by a group of friends
competing in the 356 Cup.”
Paul’s career path was forged when 356 driver, Adam
Richardson (winner of the 356 Cup three years running,
from 1990 to 1992), requested restoration of his 1967
short-wheelbase 911, which was equipped with a 906
race engine. “I’d established a business selling parts
for water-cooled Volkswagens, but I didn’t really enjoy
the work,” Paul winces. “The opportunity to immerse
myself in the Porsche world really appealed. I wound
down the sales business and moved into one half of the
warehouse occupied by my dad’s petrochemical supply
outfit. From here, I started my very own classic Porsche
restoration company.”
Named after the initials of his first and middle
names, PR Services began as a true one-man-band,
with Paul undertaking all work himself, concentrating
on one car at a time. Working on the 911 presented a
steep learning curve, but his passion and many years
maintaining and restoring 356s saw the task completed
in exquisite fashion. Another commission (restoration
of a 911 SC RS, which had competed twice at Le Mans)
followed soon after. In 2002, PR Services received its
first order for restoration of a 356.
“The car in question was a rare right-hand-drive 356
62 December 2023

A Cabriolet previously owned by McLaren Formula One
driver, John Watson,” Paul reveals. “It was in a really
bad state and the required remedial work proved to be
a huge undertaking, but I really enjoyed the process.”
This project presented a watershed moment for PR
Services. “I decided to focus my attention on exclusively
supporting the 356 market. There were enough
companies restoring 911s, even back then. Rather than
enter an already crowded marketplace, I decided to play
to my strengths and utilise my huge knowledge of 356s.
This was 2003 and coincided with a move to Dunlop
Garage in Billericay after my dad retired and closed the
warehouse we were sharing.”
PR Services remains a haven for 356 owners, but

Above Regular readers will
recognise some of the cars
PR Services cares for as a
consequence of them
starring in recent Classic
Porsche magazine features
Below The talented sevenstrong team includes three
full-time mechanics

PR SERVICES

Above and below Whether
your 356 is in need of a basic
service, an engine rebuild or
complete restoration, Paul
and the PR Services team has
you covered

the company has grown significantly since its move
to Billericay, expanding to include six additional staff
assisting Paul in the various aspects of running a
busy historic
Porsche restoration
business. Clare
Long and Alan
Court work in the
office, dealing with
everything from
workshop bookings
and enquires to
parts sales and website updates. Mark Travis, Kevin
‘Arthur’ Daley and Geoff Gray join Paul whirling the
spanners in the workshop. The sixth member of the
crew is Paul’s eldest son, Bobby, who, at seventeen
years old, is learning the ropes of 356 restoration
from his father, whilst studying a T-level in mechanical
engineering at South Essex College.

“I’m blessed with a great team comprising Porsche
enthusiasts with a huge amount of experience working
on 356s. This skillset is becoming increasingly hard to
find,” Paul reasons.
“These cars may
be six decades
old, but much like
a Swiss watch,
they are precision
instruments
requiring a skilled
hand. They take
time and dedication to master. We’ve seen many
qualified mechanics take on 356 restoration projects
and simply get stuck or give up, primarily because these
old Porsches are unlike any other car of the period. You
really need to understand how they are put together if
you want to do the job correctly.”

IT’S OBVIOUS PAUL HAS
ATTRACTED A CUSTOMER BASE
WITH NOT ONLY GOOD TASTE,
BUT ALSO DEEP POCKETS

SWEET AS A NUT
Judging by the perfect paintwork and indulgent interiors
of the numerous cars in and around the compact PR
Services workshop, it’s clear the team has this required
knowledge in spades. It’s also obvious Paul has
attracted a customer base with not only good taste,
but also deep pockets — this kind of craftsmanship
doesn’t come cheap. “Unlike in the 1970s and 1980s,
when you could acquire a 356 for peanuts, the value
of these cars has risen remarkably in recent years, so
much so you’re now looking at around seventy-five
grand for a runner in need of full restoration,” Paul
warns. “You’ll need to budget a six-figure sum for an
already restored example.”
Of course, with four generations of 356 and 146
different variations over the course of the model’s long
lifetime, it’s impossible to place a blanket value on
the 356 — each individual car will come with its own
unique attributes and issues. Whatever the value or
condition of the Porsche in question, though, Paul is
keen to stress all PR Services customers are treated
December 2023 63

64 December 2023

PR SERVICES

Above and below Restoration
of a 356 is a hugely complex
affair, far more complicated
than restoring a sameage car from most other
manufacturers, meaning
specialist knowledge is
essential if the job is to be
completed to high standard
Facing page Paul has
stockpiled a massive amount
of new and used 356 spares
for customer projects,
including more than sixty
air-cooled flat-four engines

the same. “We work with a diverse range of clients and
cars,” he muses. “We might be asked to evaluate a multiaward winning, matching numbers, concours machine,
but equally, we’ve been presented with horrendously
corroded shells looking like they’ve been dragged up
from the seabed. Rest assured whatever the condition
of 356 put in front of us, we only advise on what the car
actually needs. Also, our £95 hourly labour rate is the
same for all cars and customers. The only variable is the
amount of time we need to allocate to a project.”
If specialist work is required, Paul outsources jobs
to trusted technical partners. We’re talking metal
fabrication, media blasting, body preparation, paint,
interior trimming and chroming, all of which PR Services
farms out to dedicated experts recognised for being
leaders in their field. “We concern ourselves with the
mechanical and assembly side of restoration, including
engine and transmission rebuilds, plus strip-down
and build-up of bodies, as well as complete project

management for the restoration as a whole. That said,
in recent years, around half of our workload has been
generated by parts sales and production.”

LINE OF DUTY
As well as the vast supply of genuine used parts Paul
has curated and collected over the years, the company
stocks a variety of new no-longer serviced spares, as
well as a full complement of aftermarket parts, such
as Simonsen panels. Additionally, PR Services holds
more than sixty 356 engines in stock and manufactures
160 of its own signature components. “These are parts
filling the void generated by items we’ve found to be
either extremely hard to source or simply do not meet
the quality or longevity expectations of our clients,” Paul
stresses. The PR Services website lists close to 3,500
items for sale, but even this lofty figure doesn’t scratch
the surface of what is actually held at Paul’s large parts
warehouse, located near his customer-facing base of
operations. He’s constantly adding to this stockpile
with additional used items, as well as his company’s
expanding range of own-brand products.
One particularly heart-warming example of PR
Services being called upon to delve into its extensive
parts stock was when the team aided the production
team of National Geographic television programme,
Car SOS. The show revolves around the secret repair
or restoration of a classic vehicle for someone either
too ill or lacking the ability to complete it themselves.
Paul was contacted with a request to help with the
resurrection of a poorly 356.
“Working as the parts supplier and technical advisor
for the build, which was carried out by the Car SOS team
at its workshop in the Midlands, was a great experience,”
Paul beams. “The car was a complete wreck and was
suffering from extensive corrosion, meaning we had
to supply practically every panel from the roof down.
The Car SOS guys did a great job, managing to get the
project finished in just eight weeks.” He is first to admit
December 2023 65

this particular 356’s final finish is far from the flawless
cosmetic state PR Services would ordinarily achieve. “It
was more repair
than restoration,
but after eight
weeks of work,
the car was
unrecognisable.
Ultimately, it again
became usable for
its owner, a retired
ambulance driver recently diagnosed with cancer.”
The revitalised Porsche was presented to its
unsuspecting owner at the Olympic Park velodrome in
East London. “Without the show’s involvement, there
was simply no way he would have ever driven his 356
again. Fortunately, he now can and does,” Paul smiles,
proudly. Continuing his relationship with the project, the
star car is stored at PR Services in between outings and
perfectly illustrates how Paul’s decision to focus his
business on 356s was never driven by financial gain, but
from a genuine love of keeping these fantastic sports
cars on the road.
“When maintained correctly, a 356 is both usable

is.” For a model first realised in an Austrian sawmill
some seventy-five years ago, this is an incredible
achievement.
Needless to say, the
356 is appreciated by
a constantly growing
fanbase keen to
enjoy the model in all
its distinctive guises.
Fortunately, Paul and
the knowledgeable
team at PR Services have the skills and experience
to make every 356 enthusiast’s dream a reality. The
professor would be proud. CP

CONTINUING HIS RELATIONSHIP
WITH THE PROJECT, THE STAR
CAR IS STORED AT PR SERVICES
IN BETWEEN OUTINGS

and reliable on today’s roads,” Paul says. “In fact,
we have customers who regular take their 356s on
European road trips and cover thousands of miles
each year, not something you would risk in a same-age
Ferrari, Lamborghini or Jaguar, which goes some way
toward proving what an extraordinary little car the 356
66 December 2023

Above PR Services now
produces a high number
of its own components, a
reaction to parts no longer in
production or sky-high pricing
from Porsche Classic

December 2023 67

911 SC

ART AND SOUL

The art critic and car historian, Brian Sewell, once declared motor racing to be like art insofar
as both are concerned with describing a line. Rarely has this been more true than in the work
of Jean-Yves Tabourot, a talented painter and engineer who happens to own a 1982 911 SC...
Words Dan Furr Photography Dan Sherwood
ennsport meets Revival. If you’ve
just returned from luxury motorsport
festival, Velocity Invitational, held at
Sonoma Raceway, thirty minutes north
of the Golden Gate Bridge, you’ll know
what we’re talking about. A celebration
of racing from every era, this highly anticipated event
is fast becoming a must-attend fixture on the calendar
of Californians whose blood has its own octane rating.
In fact, year on year, an increasing number of visitors
and exhibitors attend the show from all over the world,
as demonstrated
by the presence
of French
painter, JeanYves Tabourot,
whose big, bold
canvases, which
depict high-end
sports cars and
historic racing machines, earned him a place as this
year’s official Velocity Invitational artist.
Jean-Yves resides a stone’s throw from the UK’s
so-called motorsport valley, an area of Oxfordshire
recognised for its dense cluster of professional race
teams and associated network of automotive parts
manufacturers and service providers. His art receives
widespread acclaim and, prior to its starring role at
Velocity Invitational, was showcased at the annual Art of
Motoring exhibition at the prestigious Royal Automobile
Club in Pall Mall, London. Simultaneously, across town,
three of his paintings were on display at the Iconic
Images Gallery in Waterloo.
Anybody can have a go at painting an old Porsche,
but to capture the style and soul of these beautiful
machines through their exquisite lines, details and
features requires an intimate understanding of
Zuffenhausen’s product line, not only in terms of
aesthetics, but from an engineering perspective. JeanYves is perfectly qualified on all fronts — not only is he
the owner of a fantastic 911 SC, he’s a skilled engineer
with decades of experience spannering air-cooled
Porsches in a variety of competition environments.

911 SC RS on the way to victory in the French Rally
Championship. From that moment, I was hooked on
the 911. Years later, as my career took me further into
motorsport, Béguin and I ended up working together. In
fact, he facilitated my move to RAS Sport in Belgium.”
RAS Sport was the top European rally team of the
day, famous for its all-conquering BASTOS-liveried 911s
and Cosworth-powered Fords. “I joined the team a short
while after its time campaigning Porsches, but there
was still much 911 activity taking place. For example, I
was tasked with preparing a client’s brand-new 964 Cup
for action. It was one
of the most beautiful
cars I’ve ever seen
— brilliant white and
brand-new. Sublime.”
The UK’s
motorsport industry
beckoned. “After my
years at RAS Sport, I
joined Williams Advanced Engineering, where I stayed
for twenty years. I joined the firm as a mechanic, serving
the Williams Formula One team, and progressed to
become workshop manager. To be honest, I didn’t often
come into contact with Porsches during my time with
the company, but things changed with the Singer Vehicle
Design Dynamics and Lightweighting Study in 2017.”

AS CHRISTMAS 2017 DREW
NEAR, JEAN-YVES IMPORTED
A LEFT-HAND DRIVE 1982 911 SC
TO THE UK FROM NEW YORK

Facing page Wine Red
Metallic isn’t often seen, but
looks great on the G-series
911, especially with colourcoded Fuchs centres and, in
the case of Jean-Yves’ car,
yellow headlight lenses

“My apprenticeship was with a French Ferrari
dealership, where I spent many years serving as a
motorsport mechanic,” he reveals. “Air-cooled Porsches
have always featured in my life, though. I attended
my first rally in 1982 and witnessed Bernard Béguin
campaign his Sonauto-entered Rothmans-liveried

ALL HANS TO THE PUMP
As many of you will know, air-cooled Porsche enthusiast,
Scott Blattner, contacted Singer Vehicle Design —
famous for ‘reimagining’ the 911 — with a request for
lightweighting and performance enhancements for
his 1990 964 Carrera 2. To meet the defined goals,
Singer Vehicle Design undertook a Dynamics and
Lightweighting Study (DLS) in partnership with Williams
Advanced Engineering (part of the Williams Grand Prix
Engineering Group). The result was a new selection of
911 restoration and modification services developed in
collaboration with Michelin, Brembo and BBS Motorsport
(among others) and one of the most distinctive Singer
Vehicle Design restorations to date. Indeed, few will
fail to recall Blattner’s wide-arched Absinthe-coloured
911, complete with Blood Orange leather interior and
its Williams-developed 500bhp normally aspirated
multi-valve air-cooled flat-six, designed with legendary
Porsche engineer, Hans Mezger, serving as consultant.
Mezger wasn’t the only Porsche man involved in
the project — long-term factory motorsport boss,
December 2023 69

Norbert Singer, was drafted in to assist with underbody
and surface aerodynamics performance through
computational fluid dynamics (CFD) analysis. Two DLS
development mules were created, one famously finished
just a few hours before its unveiling on the lawn outside
Goodwood House at 2018’s Festival of Speed. The other
was seen attacking the venue’s famous hill climb.
Jean-Yves, starved of 911s for much of his time at
Williams Advanced Engineering, now found himself
up-close and personal with some of the world’s most
famous air-cooled Porsches. “Exceptional sports cars,”
he remarks. “I’m always struck by the interchangeability
of parts between various generations of 911, not least
how a 964 or an even earlier model can accept parts
from much later generations, including water-cooled
911s. This is the advantage gained in evolving a product,
rather than reinventing it. Thanks to the DLS project, I
was now frequently exposed to 911s in the workplace
and, having decided to buy myself a usable classic, was
drawn to the idea of owning an air-cooled Porsche.”
As Christmas 2017 drew near, Jean-Yves imported a
left-hand drive 1982 911 SC to the UK from New York.
“Most cars are designed left-hand drive,” he says, rightly
suggesting alterations for right-hand drive can introduce
compromises to vehicle design. “I prefer pedals to sit
in-line with the driver’s body, as opposed to a right-hand
drive 911’s pedals, which are offset. Besides, I regularly
travel eleven hours to see family in Auvergne, France.
Left-hand drive is obviously ideal for journeying across
mainland Europe.” There’s also the small matter of much
better deals to be done when buying a Stateside classic
than when looking for an air-cooled 911 in the UK. “Sure,
70 December 2023

if I’d been playing with a bigger budget, I might have
bought a 964, but I’m a big fan of the 911 SC. It’s light
and basic, more so than the later Carrera 3.2. Plus, if you
look after an SC, it’ll prove largely indestructible.”
Following time spent in Ohio, the car arrived on
British shores in its original lick of Wine Red Metallic, a
gorgeous colour not often seen, despite being offered
on the 911 SC, 911 Turbo (930) and 928, albeit for a
short time in the early 1980s. “As though looking at light
passing through a bottle of Pinot Noir,” as Jean-Yves
describes it. “This three-litre Porsche was in more or

Above and below Jean-Yves
spent decades working as
a mechanic, engineer and
project manager for some of
the biggest and best names in
motorsport, meaning he was
more than qualified to rebuild
and simplify his 911’s engine

911 SC

Above Raid steering wheel is
a refreshing change from the
ubiquitous MOMO Prototipo
Right Interior features
extended leather, as well as
plenty of satisfying patina
Below The car’s side stripes
feature not the expected
Porsche script, but Jean-Yves’
website address

less standard specification, with the added bonus of
extended leather, a sunroof and air-conditioning. A rear
wing was added at some point in the distant past, but
I prefer the simple
contour of a 911
without a bulky
appendage at the
rear.” Speaking
of simplification,
he removed the
air-conditioning
system. “The engine
becomes far more accessible without air-con equipment
in the way. I also backdated the heater system, work
involving removal of the standard fan and associated
pipework. I’m tempted to ditch the front valance, further
streamlining the car’s appearance.”
Carrying its original engine and gearbox, but covering
little in the way of mileage during its time in New

York, the car offered a get-in-and-go driving experience,
free of the trappings of immaculate paintwork or a
freshly trimmed interior. “I like the patina,” Jean-Yves
reasons, citing his
ability to pile on
miles without fear
of devaluing the
car. “This is also a
very comfortable
911,” he adds. “I can
trek across Europe
and hop out of the
driving seat without feeling fatigue. As a touring car, the
SC is brilliant and, as spirited drives around backroads
prove, you don’t need to be travelling fast to have fun in
this generation of 911.”
Referencing his time working with Prancing Horses,
he’s also not oblivious to the cost of ownership. “911
SC parts are readily available. Their cost isn’t too bad,
unlike spares for same-age Ferraris, which are hugely
expensive. An SC can be cheap to run if you’re happy
to take care of required remedial work without the
assistance of a professional workshop. These are
simple sports cars, not overcomplicated, unlike those
loaded with driver aids and electronic control systems.”
Less is more, as the saying goes.
Following his employment at Williams Advanced
Engineering, Jean-Yves’ professional life saw him
encounter more 911s than ever before. “I took up
employment as a project manager for Essex-based
independent Porsche restoration and sales specialist,
Paul Stephens. I stayed for a year or so, and I had great
fun working with Paul and his team, but an opportunity
to join Tuthill Porsche proved impossible to ignore.”

THE BULK OF HIS WORK, WHICH
PRIMARILY FOCUSES ON
STUTTGART-CRESTED SPORTS
CARS, IS GENERATED BY REQUEST

The Peter Auto 2.0L Cup had kicked off, and the
Banbury-based 911 motorsport specialist was at the
forefront of preparing cars for the competition. “I was
effectively team manager, overseeing the company’s
2.0L Cup programme. Then the pandemic hit. Racing
was no longer taking place. Tuthill was facing a tough
December 2023 71

911 SC

Above Pop art influence
is clear to see in bold,
solid colours, which work
exceptionally well when
painting pictures of Porsches
Facing page Finalising a new
work depicting a 981 GT4

time, but I’m delighted the company proved so resilient
in the face of adversity.”
During his time at Tuthill, Jean-Yves took the
opportunity to give his SC’s engine a full rebuild. “No
upgrades, other than higher compression,” he promises.
“I’ve covered twenty-five thousand miles since finishing
the work. The car runs like a dream. I’m very pleased
with it.” When lockdowns occurred, however, travel
restrictions saw him turn to his easel. “I’ve always
enjoyed drawing and painting pictures of cars. Back
when I was employed at Williams Advanced Engineering,
I produced a few pieces of artwork, including one
portraying the DLS. It sold quickly, as did prints of the
painting. Friends and colleagues were buying them,
which encouraged me to produce more work along
the same lines.”
In 2018, Jean-Yves exhibited at the London Classic
Car Show. “My work sold out,” he gasps. “I even sold
a painting on opening night. This was the first time

strangers were exposed to my art and feedback was
overwhelmingly positive. The show’s attendees really
liked what they saw.” More often than not, this equates
to acrylics on canvas, ninety centimetres square. His
style takes influence from pop art insofar as he enjoys
modern techniques and working with block colours,
creating vibrant, punchy paintings injecting life into the
rooms in which they hang. “I didn’t ever set out to create
a specific look for my work. Some artists are guilty of
labelling themselves before they create, whereas I simply
enjoy producing what comes naturally.”

NEWS OF THE WORLD
Evidently, he’s not alone in getting enjoyment from his
art — Jean-Yves counts many well-known independent
Porsche specialists among his clients. Additionally, his
work has been featured in Octane magazine, as well as
publications in his native France. Consequently, the bulk
of his work, which primarily focuses on Stuttgart-crested
sports cars, is generated by request. That said, he tries
to squeeze the creation of non-commissioned art in
between these jobs, though this is easier said than done
— he is in the fortunate position of being very busy with
client work, which you may have eyeballed on his display
at the recent Goodwood Revival.
“I exhibit at Goodwood for each year’s Revival and
Members Meetings. I also display my art at the Le
Mans Classic, where to celebrate the daylong enduro’s
hundredth anniversary in 2023, I debuted a painting of
Henri Pescarolo’s Matra-Simca MS670B lapping Herbert
Müller’s Martini Racing 911 RSR during the event’s 1973
outing. The past year has been exceptionally busy for
me, not only because of the number of commissions
I’ve worked on, but also due to the quota of shows I’ve
attended with my art.” Proving the point, in addition to
the above mentioned events, Jean-Yves occupied gallery
space at the 2023 Retromobile Show in Paris.
His trip to Velocity Invitational doubled up as an
opportunity to take photographs of a 356 Speedster
December 2023 73

owned by a North American client keen to see
the classic Porsche hanging on his wall. This new
instruction follows a string of paintings featuring classic
911s, a 917, a Carrera GT and three separate pieces
featuring 964s restored and reimagined by Singer
Vehicle Design. Work featuring a 981 Cayman GT4 was
being finishing during our visit to Jean-Yves’ home
studio, as was a painting of an Aston Martin V8. “The
Aston assignment is a particularly big job, taking more
than a hundred hours due to the inclusion of the owner’s
house, the surrounding trees and bushes. I usually
complete work within a two-week timeframe, but extra
subject matter adds complexity.”
After initial consultation, Jean-Yves will often
meet with the commissioning owner and take many
photographs of their car, thereby providing a solid
bank of reference material to work with. Away from
the original paintings, each finished piece is available
to order in the form of a high-quality print produced
in different sizes to suit various living spaces. Only
the finest materials will do, demonstrated by giclée
spray print on Hahnemühle etching 310grs art paper.
Adding a personal touch, each print is hand-signed
and individually numbered. See the currently available
collection by visiting jytbespokeart.com.
Jean-Yves shows no sign of slowing down. New
work includes yet another DLS painting, as well as
one of a stunning Olive-coloured Carrera RS 2.7. “Gift
74 December 2023

commissions are popular, and I get a fair amount of
repeat business from clients in possession of multiple
Porsches. I consider it astonishing how the 911
has repeatedly entered and influenced my life, from
witnessing the SC RS in full rally mode when I was a
child, to Bernard Béguin helping me get a job at RAS
Sport and then, later, the DLS project, my more recent
work with Paul Stephens and Tuthill, and now my art.”
Things could have been so very different if he’d stuck
with Italy’s Dancing Donkeys. CP

Below Work to commemorate
the hundredth anniversary of
Le Mans includes this new
painting depicting the Matra
MS670B and Martini Racing
RSR at the day-long race at
Circuit de la Sarthe in 1973

Impact Bumper
Cars & Parts urgently
required, call now!

December 2023 75

912

WHAT’S YOUR FLAVOUR?
This early Aga Blue 912 spent decades in the possession of the family behind the influential Pauter
Machine Company before the car made its way to the UK, where it was subjected to full restoration...
Words Dan Furr Photography Dan Sherwood
an’t decide between heavily modified
or standard specification? Afraid you’ll
make the wrong decision? Perhaps
you should do as Dave Lewis did
and buy air-cooled Porsches of both
persuasions? Not only is he the proud
owner of the immaculate three-gauge Aga Blue 912 you
see pictured on these pages, he’s also in possession
of an S/T-aping 911 SC backdate powered by a 270bhp
Carrera 3.2 engine.
Nine years ago, he bought the four-cylinder Porsche
from a company in Banbury specialising in importing aircooled Porsches
from the USA.
We’ve championed
the 912 in
previous issues of
Classic Porsche,
but beyond the
model’s low
price point (when
compared to a same-age 911), what is this four-cylinder
Porsche’s appeal? For the benefit of readers new to the
912, let’s delve deep.
Despite being a rear-engined sports coupé like
the 356 before it, the 911 was always going to be a
considerably more expensive proposition thanks to the
introduction of a six-cylinder powerplant. Concerned
the 911’s asking price — some thirty percent higher
than the outgoing 356 — would reduce overall sales
for the brand, Porsche pulled together a plan of action
intended to produce a more affordable, four-cylinder
version of its new car, thereby maintaining appeal for
Porsche products among less affluent buyers. To keep
development costs low, many of the same components,
including the body shell, were used across both 911
and 912 production.
Initially given the factory designation 902 (to tie
in with the 911’s original 901 identifier, which was
changed to 911 after a challenge from Peugeot claiming
ownership of three-digit model names with a zero in
the middle), the 912 first appeared in 1965. It fulfilled
its maker’s brief to the letter, combining the curvaceous
looks of the then new 911 with a simpler, less powerful

litre engine became the preferred choice. The resulting
616/36 featured cast-iron cylinder liners and a finned
alloy jacket in addition to a light alloy crankcase and
matching cylinder heads. A pair of twin-choke Solex
carburettors and low compression ratio of 9.3:1 meant
the new 1,582cc unit developed 90bhp at 5,800rpm.
This was five ponies down when compared to the
356, but the 912’s engine delivered its 90lb-ft torque
700rpm lower than that of its predecessor. A Type 901
four-speed gearbox provided the drive, while 60mph
was reached from a standing start in 11.6 seconds.
Yes, the 912 was off the pace of the 130bhp 911, but
the smaller-engined
Porsche still managed
to deliver respectable
performance,
especially at a
time when drivers
in the USA were
experiencing enforced
tightening of speed
limits — at 115mph, the 912’s top speed was 16mph
lower than that of its six-cylinder sibling, yet the smallerengined Porsche was quicker and faster than the 356
due to a more aerodynamically optimised body and
advanced-for-the-time independent suspension.

PORSCHE PULLED TOGETHER A
PLAN OF ACTION INTENDED TO
PRODUCE A MORE AFFORDABLE
VERSION OF ITS NEW CAR

Facing page Time in the
possession of a family
prominent in the automotive
world included twenty years
locked away in dry storage

four-cylinder engine. Options explored, but ultimately
discounted, included a new engine based on the flat-six,
as well a unit derived from the Type 616/16 powerplant
used to propel the 356 SC. In response to concerns
about the little amount of cash Porsche had to play with,
however, a detuned version of the 356’s regular 1.6-

DIFFERENT STROKES
Looking at the 912 and 911 side-by-side, it may have
seemed as if buyers were being short-changed, but
Porsche was keen to highlight how the four-cylinder
car offered considerable benefits over the brawny sixshooter. For starters, superior 44/56 front/rear weight
distribution trumped the 911’s 41/59, while the 912’s
more neutral handling meant it was less likely to bite at
the limit. Helped by its lighter engine and overall weight
of just 970kg, the 912 was also more economical,
returning close to 35mpg. With a silver rear badge
designed to let admirers know they weren’t staring at
the model’s more powerful stablemate — 911s wore
gold-coloured emblems — the 912 officially entered
production on the 5th April 1965. At DM16,250 (£2,466),
cost of ownership was DM6,000 (£972) less than a 911.
Porsche would soon discover it had a hit on its
hands — by the close of 1965, 6,401 912s had rolled
out of dealer showrooms. This figure is almost double
the 911’s 3,390 sales volume for the same period.
Interestingly, until production of the 356 ended in
September of the same year, Porsche limited availability
of the 912 to continental Europe, but from September
December 2023 77

onward, the model was available to buy in the USA. With
a price tag of $4,700 against the top-line 911’s $6,500,
sales success was assured.
Though it was built to attract buyers who couldn’t
stretch to the pricier 911, the 912 was virtually
indistinguishable from the more expensive Porsche. As
mentioned earlier, the cars shared the same body, but
also the same fifteen-inch wheels, 165HR tyres, brake
discs and suspension. That said, these near identical
Porsches could be told apart if you knew where to look.
For example, the 912 made use of plastic interior trim,
whereas wood was used for 911 cabin assembly. The
bigger-engined car enjoyed the full complement of five
dash dials, where buyers of the four-cylinder machine
had to settle for three. Also, the 912 lacked the black
plastic finish atop the 911’s painted dash, a feature
inherited from the 356.
Patience paid off for would-be buyers when the fivedial instrument cluster became standard equipment for
the 912 in 1967. Fuchs wheels became a cost option,
allowing the entry-level Stuttgart speed machine to look
even more like a 911 than it already did. Heightened
specification, however, attracted heightened cost — in
the UK, the price of acquiring a new 912 rose to £1,974,
saving buyers only £462 over shelling out for a 911.
The 90bhp flat-four’s output was modest, especially
when compared with the 911’s 130bhp, but in reality,
the smaller-engined Porsche was pretty gutsy, not least
because at just 970kg, it was positively lightweight when
pitched against its 1,080kg six-cylinder sibling. Despite
the 911’s flagship status, however, the four-cylinder
model proved a commercial success, particularly in the
78 December 2023

North American market. Indeed, 912s were considerably
more numerous than contemporary 911s, with 28,333
912 coupés and 2,562 912 Targas built against 22,768
of all types of 911 made between 1963 and 1969.
Significantly, perhaps, the 100,000th Porsche to roll out
of the Zuffenhausen plant was a 912 Targa (destined for
Stuttgart’s traffic cops).
There’s also the driving experience to consider. Sixty
years ago, the 911 wooed Porsche devotees with its
two-litre six-pot screamer and its fresh new contours,
but early short-wheelbase 911s had a reputation for

Above The car’s original
colour of Aga Blue was
reinstated following its switch
to black while in the USA
Below Mick Pacey confirmed
the punchy flat-four engine
was in exceptional condition

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December 2023 79

on-the-limit, tail-happy handling, especially in the wet.
It took the wizardry of a seriously skilled driver to
demonstrate how to turn that quirk into an advantage.
The 912, with its smaller and lighter flat-four engine, not
to mention its mass located further inboard, was more
confidence-inspiring, despite — or because of — being
less powerful.
Tuned 912s can be made to go very well. Need proof?
Rally star, Sobiesław Zasada, not only won the 1967
Polish Rally with a 912, he also used the model to score
Group 1 category victory in the 1967 European Rally
Championship. Reinforcing the point, Vic Elford won the
Group 3 class in a 911 S.

END OF AN ERA
By 1969, the deal with Volkswagen to produce the 914
as a joint venture called time on the 912, which literally
had to make way for the mid-engined roadster on the
Porsche production line. From then on, the Targatopped two-seater was presented as the new entrylevel Porsche sports car. In any case, Zuffenhausen
was confronting increasingly stringent US emissions
legislation. This spelled trouble for the 912. Porsche
also had to rationalise its product line-up — the deal
with Wolfsburg meant the 914 was a given, and the 911
range by now comprised three models graded according
to performance and trim: the T, E and S.
Under these circumstances, the 912 seemed like an
anachronism. We hadn’t heard the last of it, though. In
1976, between the end of 914 production and delay of
the incoming 924, the ‘baby 911’ resurfaced on the US
market as the 912 E, complete with G-series impact
bumpers, although as far as the cognoscenti were
concerned, the comeback kid was pegged back by its
Bosch L-Jetronic-injected 1,972cc flat-four, derived from
the VW 411 and developing just 86bhp, less than the
original 912. Only 2,099 9121 Es were manufactured,
80 December 2023

all left-hand drive. Famous owners include self-styled
Wheeler Dealer, Mike Brewer.
Dave’s early 912 spent most of its life in California
and was owned by the matriarch of the prominent
Pauter family, famous for establishing the Pauter
Machine Company, a pioneer in the design and
development of high-performance engine components.
“It was her daily driver from the 1970s through to the
early 1990s, after which it was kept in dry storage,
only emerging two decades later, when the previous
owner took ownership and recommissioned the car.
He enjoyed it for a few years until deciding to sell up
in order to fund the purchase of a 993.” By this point
in time, Aga Blue — a glorious solid hue — had given
way to a variation of grey with a bronze tint. The
exterior was tidy enough, providing you didn’t look too

Above Unless you know
where to look, there is nothing
to distinguish the appearance
of a 912 from a same-age 911
Below Dave’s 270bhp 911
SC backdate has become
his go-to air-cooled Porsche,
allowing the 912 to enjoy
occasional drives for special
events around Europe

912

Above The original seats were
beyond saving, giving Dave
an excuse to buy a set of
S-style sports seats trimmed
in houndstooth fabric

closely. “In truth, the car was pretty rotten underneath,
despite spending most of its life on the West Coast.”
Dave continues. “Not long after taking delivery, I was
introduced to Mick Pacey, proprietor of Bedfordshirebased independent classic Porsche restoration
specialist, Export 56. He agreed to configure the car for
British roads. The work included lowering the ride height
from US specification, which leaves a huge gap between
wheel arch and tyre. Immediately, the car looked and
handled better than when I first got behind the wheel.”
A couple of years passed. Mick’s team dutifully took
care of remedial work required for each of the 912’s
annual MOT tests, but the writing was on the wall.
“Long story short, he didn’t want me to keep nursing
the car through its yearly health check. It was time to
consider full restoration,” Dave recalls. Under different
circumstances, this might have been a difficult pill to
swallow — with the obvious exception of its engine, the
912 shares almost all its componentry with the same-

age 911, meaning cost of parts and restoration is largely
the same between models. Fortuitously, Dave bought
his 912 back when the price of acquisition was low.
Additionally, a rising tide carries all ships — with renewed
interest in air-cooled 911s and values rising accordingly,
the 912 enjoyed a sudden change of fortune, meaning
the cost of restoring Dave’s car would be offset by the
rapid rise in its financial worth.

FOUR TO THE FLOOR
“I was lucky enough to be in a position to cover the cost
of a full nut and bolt rebuild,” he says. “Mick’s team was
excellent throughout the project. The body was stripped
and restored, and running gear components were either
overhauled or renewed. Pleasingly, the engine proved
to be in superb condition, so much so Mick reckons it’s
the best 912 flat-four his team had seen.” Low mileage
helped. “The car had covered little more than sixty
thousand miles, although its interior was beyond saving.
I ended up buying a set of replica 911 S seats.” Finished
in black with houndstooth fabric, they’re period perfect,
even if original specification included less sumptuous
pews and a headrest for the driver only.
Chrome-finished wheels were another optional extra,
but they were a mess when Dave first laid eyes on them.
“They were originally four-and-a-half inches wide, but
somebody had seen fit to have them banded in order
to increase width to six inches. I had them returned to
their original size. Instead of an application of fresh
chrome, however, I took the wheels to a specialist wheel
refinisher in Poole, where they were treated to a chromeeffect powdercoat.” Offering the same look, but with
reduced maintenance and more resistance to corrosion,
the finish is indistinguishable from chrome unless you’re
looking closely.
Fortunately, there were no major surprises when
the body was stripped. “As far as an old 911 or 912 is
concerned, when the kidney bowls are gone, you have
to accept the rest of the car is likely to be in poor order,”
December 2023 81

Dave smiles. “When it came to restoring my 912, every
piece of corroded metal was dismissed and every
non-functioning part was either restored or replaced.
The work carried out by Mick’s team was phenomenal,
resulting in one of the very best surviving early 912s.”
This three-gauge sixties smasher is certainly a looker,
attracting attention everywhere it goes. “I’ve taken it to
local shows, plus I’ve driven it to Belgium and back a
couple of times, but the arrival of my S/T-styled 911 SC
backdate put paid to extensive 912 use, although I’d like
to enter the car into
the Zoute Grand
Prix, a high-end
automotive, art and
lifestyle festival
spread across
several locations in
the municipality of
Knokke-Heist in the
Belgian province of West Flanders.” Incorporating a road
rally, art exhibition, racing and an exclusive Bonhams
auction, Zoute has repeatedly been voted historic
motoring event of the year by a panel with a good idea
of what enthusiasts are looking for — Jay Leno, Derek
Bell and Bruce Meyer are among the judges.
Export 56 might not be responsible for developing
Dave’s 911, but Mick’s team takes care of ongoing
servicing, maintenance and modification. The build,
which was carried out in the Netherlands, cost in the
region of €150,000 in parts alone. Dave was lucky to
secure ownership — it seems the specialist who started
the transformation and acquired all the necessary

restoration of my 912 back to factory specification, I
wanted a rawer and more powerful classic Porsche,”
Dave explains. “I’ve always loved the look of the S/T
over the Carrera RS 2.7, but there have been far fewer
S/T backdate projects over the years, meaning it’s
unusual to find one for sale. I reasoned I’d have to
build my own.” The aftermarket has worked wonders
to supply owners of mass-produced air-cooled 911s
with all the equipment they need to turn their cars into
S/T replicas. The super-rare motorsport model, recently
namechecked with
a limited-run 992,
provided the blueprint
for many signature
911s produced by
some of the bestknown marquespecific restoration
houses. And, of
course, the S/T look served as the starting point for
Singer Vehicle Design’s series of 911 restomods.
Export 56 rebuilt the SC’s transmission, altering the
gearing and fitting a new input shaft. JPS Motorsport
in Bletchley carried out full suspension and chassis
tuning. For engine setup and balance of the installed
PMO carburettors, the car visited the rolling road at
Marlin Motor Engineers, where it delivered the previously
mentioned 270bhp at 6,000rpm. Needless to say,
Dave is keen to get the most out of this stunning 911,
including regular track work at major historic motorsport
events, both in the UK and overseas.
He’s the proud owner of two very different air-cooled

parts had to check out of the project at short notice.
He passed the car to a fellow Porsche restorer, who
completed the work.
Perhaps the SC’s arrival and its irresistible draw is
no bad thing for this beautifully restored 912? Less
use means extended preservation, after all. “Following

Porsches delivering contrasting driving experiences.
One may be mild, one may be wild, but there’s no
denying, thanks to the efforts of Export 56, his 912 looks
and drives every bit as fantastic as it did when new. If
only we’d all had the foresight to import a ‘baby 911’
before prices skyrocketed. CP

THE BUILD, WHICH WAS CARRIED
OUT IN THE NETHERLANDS,
COST IN THE REGION OF
€150,000 IN PARTS ALONE

82 December 2023

Above The value of aircooled Porsches rose rapidly
following Dave’s purchase of
the car, allowing him to shell
out for complete restoration
safe in the knowledge his
investment was safe

McE
Mike champion engineering

PORScHE

Classic Porsche Engineering
All works from minor servicing to full vehicle rebuilds, entirely
in-house and exclusively for air-cooled Porsche.
Full body restoration, paint, rotisserie and celette jig facilities.
In-house engine build, tuning and performance development.
Chassis & suspension rebuilds. Dedicated interior trim workshop.
Engineer’s reports and pre-purchase inspections.

www.mceporsche.com
Banbury, UK. 01295-710-374 / 07796-372-239
Email: mceporsche@gmail.com

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AUTOMOTIVE TARTAN COLLECTION

@duragarages

December 2023 83

901 FLAT-SIX

STARTING SIX

Kicking off a three-part series charting the history of air-cooled Porsche engines, we
delve into the design and development of the Type 901, which served as the starting
point for more than sixty years of flat-six development...
Words Shane O’Donoghue Photography Dan Sherwood, Porsche Corporate Archives
rankfurt Motor Show, Autumn 1963. The
covers were whipped off the 901, a pretty
two-door coupe previewing Porsche’s
replacement for the highly successful
356. This sensational show car was
precursor to the 911 — a name change
was required following Peugeot’s challenge to Porsche,
when the French car maker claimed rights to three-digit
nomenclature with a zero in the middle. The rest, as
they say, is storied history, but just as interesting as the
svelte new 2+2’s slippery lines was its engine. Carrying
on where the
design of the 356
left off, the allnew flat-six was
mounted behind
the rear axle,
setting the 911
template, which
hasn’t changed
dramatically over the course of six decades.
The story of the then new Porsche engine (retaining
901 designation until 1970) began some time
earlier. Ferdinand ‘Ferry’ Porsche was convinced the
replacement for the 356 shouldn’t stray too far from the
earlier car’s rear-mounted powertrain layout and should
continue to make use of an air-cooled boxer. His faith in
the effectiveness of this design undoubtedly came from
his father, Ferdinand Porsche, an engineering genius
responsible for the 356’s parts donor, the Volkswagen
Beetle (and much more besides), despite the fact aircooling doesn’t have many clear-cut advantages over
liquid-cooling. Sure, you can potentially reduce cost,
weight and complexity by ditching the radiator, coolant
pump and hoses, but doing so introduces plenty of
other challenges, the kind few other car manufacturers
persevered with. In contrast, Porsche continued down
the air-cooled path, introducing a characteristically large,
oversized cooling fan to cope with a wide variety of
operating conditions.
It’s worth noting, an engine’s cooling requirements
change, not as a function of its speed, but of its power
output. It would have been difficult, back in the day,

ambient temperature conditions. In the case of the Type
901 engine, the fan spins 1.3 times as fast as the crank,
though this figure changed throughout Porsche’s aircooled engine development programme.
In short, airflow through the fan is proportional to
the crankshaft speed, which isn’t directly related to the
cooling needs of the engine. In the interests of safety
and reliability, there’s generally more air being passed
through the fan than is needed.
The fan draws air in through vents in the bodywork
and passes it over the engine. To maximise the surface
area for heat transfer
between air and
engine material,
fins are cast into
the exterior of the
cylinders. Eventually,
hot air flows out from
the bottom of the
engine bay. Heating
to the cabin is provided by circulating air around hot
exhaust manifolds in simple heat exchangers. The
layout of the flat-six, with horizontally opposed sets of
cylinders, makes cooling with air much easier than, say,
a vee-shaped engine.
The 911’s beating heart is referred to as a boxer due
to movement of the opposing pistons being reminiscent
of boxers punching fists together at the start of a
fight. As opposing pistons reach the bottom and top of
their stroke at the same time, they’re in balance, which
significantly reduces vibration throughout the engine.
Contrary to popular belief, the opposing cylinders aren’t
perfectly in line with one another — they’re necessarily
offset by distance between the crankpins. This causes
a ‘rocking couple’ vibration. Even so, a boxer engine can
usually dispense with balance shafts.
Indeed, the flat-six layout eliminates the rocking
couple completely and can do without crankshaft
counterweights, too. Additionally, a horizontally opposed
engine’s centre of gravity can be significantly lower than
that of an equivalent vee or inline unit and, of course, the
flat engine design allows plenty of room for packaging
the rest of the car’s major mechanical components.

to alter the speed of a Porsche’s cooling fan to meet
optimal airflow for the cooling requirements of the
engine at any given second. Instead, the flat-six cooling
fan is driven by a v-belt from a pulley on the crankshaft,
thereby ensuring fan speed is proportional to crank
speed. The fan is oversized in order to cover higher

Nonetheless, the 356’s flat-four had come to the end
of its development.
Outright power wasn’t the issue, but the 356’s engine
was becoming increasingly expensive to build and
service. A new engine was desirable from the point
of view of manufacturing costs, enhanced comfort

OUTRIGHT POWER WASN’T THE
ISSUE, BUT THE 356’S ENGINE
WAS BECOMING INCREASINGLY
EXPENSIVE TO BUILD

Facing page The first iteration
of Porsche’s air-cooled flatsix, seen here in a restored
901, was a watershed
moment for Porsche

December 2023 85

and future development, with an eye on reliability and
suitability for motorsport.
Early in the new engine’s design stages, Porsche’s flateight Grand Prix unit, under development by legendary
factory engineers, Hans Mezger and Hans Honich, was
mooted as a possible starting point for Porsche’s new
production engine. Reasoning an eight-cylinder lump
would result in a much larger car, not to mention a much
higher price tag, company big-wigs quickly dismissed
the idea in favour of a flat-six. Subsequently, the first
proper prototype intended for road use was designated
Type 745. Its development was led by Chief Engineer,
Klaus von Rücker, and Head of Series Engine Design,
Leopold Jänschke, but the resulting engine turned out
to be a disaster. It used a cooling fan and two impellers,
but its main problem stemmed from the same overhead
valve and pushrod arrangement used in the 356,
resulting in lots of noise, overly complicated operation
and limited performance and revs — the Type 745 began
with two litres of displacement, but couldn’t hit the target
output of 128bhp (130 metric horsepower), leading to
increased capacity of 2.2 litres, even though Porsche
wanted to keep engine size down.
It should be known, Porsche’s flat-six design was
given dry sump lubrication from the off, mostly to help
reduce the overall height of the unit (Ferry Porsche didn’t
want the 356’s successor to have a radically different
rear profile), but also to reduce drag on the crankshaft
and to enable higher cornering speeds without starving
the engine of oil. Speaking of the crank, it used just
four main bearings, plus a fifth smaller ‘outrigger’. A
fascinating insight comes in the form of this translated
86 December 2023

quote spoken by Mezger, who was primarily working on
Porsche’s Formula One project when the Type 745 came
to fruition.
“At the time, Porsche was still a very small company.
Each department kept a close eye on what the other
was doing. Although my team was working on the
development of race engines, we knew full well the Type
745 was an engine with push rods, two bottom-mounted
camshafts and one crankshaft bearing for every other
crank throw. We could see the problem with this idea,
even on paper, and we were proved right when the 745

Above A period factory
technical cutaway drawing of
the Type 901 flat-six
Below Type 901 cylinder
heads photographed in
November 1964

901 FLAT-SIX

Above Testing the two-litre
Type 901 engine in 1964
Right Type 901 pistons and
cylinders photographed in
November 1964
Below Installed in the back of
a factory fresh 911 in 1965

first made it onto a test bench — the engine made a
huge amount of mechanical noise and didn’t deliver the
necessary performance. In the words of Ferry Porsche
after a test drive in
the 745-equipped
T7 prototype, it
simply will not
do! Fundamental
changes to the
engine’s design
were urgently
required, which
is why, when Porsche’s Formula One campaign finally
came to an end in late 1962, engineers who had been
involved in the project were assigned to the 745’s next
stage of development. Two colleagues and I formed a
team known as The Engine Group. I was given the task
of implementing many of the design changes featured
in the second stage of Porsche’s flat-six construction

project. The resulting engine was the Type 821.”
Though still a flat-six unit with air cooling, the Type
821 was significantly different from its predecessor.
Mezger ditched
the valve gear
and instead
designed a chaindriven overhead
camshaft system
(one per bank of
three cylinders)
with one inlet and
one exhaust valve per cylinder, allowing higher engine
speeds. The cooling system was also redesigned,
with a single centrally positioned stationary impeller
and, inherited from Porsche’s motorsport programme,
a big-end bearing was fitted to the crankshaft for
each crank throw. This significantly reduced vibration,
while enhancing reliability, even if manufacturing was
expensive. An example of the Type 821 engine was, in
fact, installed in the 901 demonstrator for exhibition
purposes at the aforementioned Frankfurt Motor Show.
From Type 821 to realisation of the Type 901/01 was
a relatively short hop, although Mezger didn’t do all the
heavy lifting. Ferry Porsche’s nephew, the esteemed
engineer, Ferdinand Piëch, was responsible for merging
Mezger’s motorsport-led approach with the realities
of series production. Despite the costs involved, the
resulting flat-six made use of much aluminium (the
two-piece crankcase, for example) to keep weight down
and to enhance cooling. The cylinder barrels were cast
iron, however, with the previously referenced finned alloy
sleeves cast onto the outside, the design being referred
to as Biral and produced by Mahle. These sleeves were

FERDINAND PIËCH WAS
RESPONSIBLE FOR MERGING
MEZGER’S MOTORSPORT-LED
APPROACH WITH PRODUCTION

separate to one another in order to allow airflow over
and around them.
One of the targets set for the 901 engine was to allow
for future displacement increases, all the way up to
2.7-litres, which is why the space between cylinders was
generous, even considering the relatively wide 80mm
December 2023 87

bore. This allowed for large valves (39mm for the inlet
valves, 35mm for the sodium-filled exhaust valves)
to help with breathing. The stroke was only 66mm,
meaning the swept capacity of the 901/01 was 1,991cc.
The forged aluminium pistons had domed crowns with
valve recesses, contributing to the relatively high 9.0:1
compression ratio. Porsche quotes peak outputs of
128bhp and 130lb-ft of torque, but just as interesting,
perhaps, was the firm’s confidence in the reliability of
its new engine — flat-six-powered Porsches were sold
with a one-year, 10,000-mile warranty. In contrast, the
356’s engine afforded owners a six-month warranty.
The 901/01’s dry sump lubrication system contributed
to Porsche’s sureness. “It’s hard to overestimate the
importance of dry-sump lubrication,” Mezger later
commented. “Without it, the reliable racing performance
of the 911 in later years would have been impossible,
given the increasing adhesion of racing tyres and the
resulting high lateral acceleration.
The 901 used two oil pumps: one to supply oil to the
engine, and the other to take it away again, via the oil
filter, to the oil reservoir. Unfortunately, after a year in
production, internal camshaft oil passages were found
to be insufficient for low engine speed lubrication, hence
an oil spray bar being developed thereafter. There was
an oil cooler, too, allowing sustained periods of high
speed, even in warm climates. Similarly extravagant for
a car designed to spend most of its time on the road,
at regular speeds, driven by regular drivers, was the
carburettor setup. The earliest cars were equipped with

designs are more interesting than others. The Type
901/02, for example, powered the achingly beautiful
1967 911 S, a car famous for the introduction of the
Fuchs five-spoke. The model’s engine was subject to
substantial revisions, including reprofiled camshaft
lobes, larger valves, larger jets for the carburettors, new
exhaust ports and compression ratio raised to 9.8:1.
The result was a jump in maximum power to 157bhp,
with torque marginally increased. Also, the maximum
torque figure of 132lb-ft was produced 1,000rpm higher,
at 5,200rpm, hinting at the freer-revving nature of this
version of the air-cooled flat-six.
The same year, Porsche launched the 901/03, a
detuned version of the engine designed to power
the brand’s entry-level 911. Badged with the recently
revived T suffix, this 109bhp model was pitched as
a replacement for the flat-four-propelled 912 and
is recognised for being the least powerful 911 ever
assembled. Then, in 1969, to coincide with launch of
the longer wheelbase B-series 911, Bosch mechanical
fuel injection was introduced to the 911 S and 911 E,
the latter a mid-range offering. The S engine received
901/10 designation and its output was upped to 168bhp.
In 1970, thanks to a hike in bore size, Porsche’s flatsix received its first increase in capacity, taking the unit
to 2.2 litres of displacement. The company took the
opportunity to rename the engine (it became the Type
911). Here, abruptly, ends the story of the Type 901
flat-six. Well, sort of. The unit’s influence extends way
beyond Porsche engine nomenclature and air-cooling —

a single-choke downdraught Solex unit per cylinder, an
electric lift pump from the fuel tank and two mechanical
pumps supplying the carburettors. By 1966, Porsche was
fitting triple-choke Webers instead.
There are some nineteen different variants of the
901 engine, as far as our research can confirm. Some

there’s no getting away from the Type 901 boxer being
recognised in all flat-six engine development to the
present day. To say this humble two-litre powerplant was
important to Porsche would be a gross understatement
— we’d go so far as saying it is the foundation of the
brand as we know it. CP

88 December 2023

Above The Porsche flat-six
has come a long way since
its humble beginnings in the
back of the 901, evolving
to become a powerhouse
of performance capable of
propelling today’s production
911s to 62mph from rest in
an astonishing 2.6 seconds

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We look forward with the Canford Classics GT, a five-decade-old
911 T reinterpreted for the 2020s…
Words Emma Woodcock Photography Rich Pearce

90 December 2023

CANFORD CLASSICS GT

December 2023 91

lick the fob. The Canford Classics
GT’s alarm system disarms, the doors
unlock and the interior bathes in light.
Pull the aluminium-skinned door and
a puddle lamp twinkles across the
ground, illuminating safe passage to
tailored wool carpets, a sea of Alcantara and boundless
tan leather. Your smartphone starts charging the instant
it hits the door pocket. The slats behind the sport seats
hold your luggage. LED headlights flood the road. One
squeeze of the thick-rimmed, shrunk-down steering
wheel confirms it: up-to-the-minute sophistication oozes
from every inch of this extraordinary 911, right up until
the engine bursts to life with classic air-cooled clamour.
Let’s be clear: this is no backdate. The flat-six
growling through a bespoke equal-length exhaust
system doesn’t hail from a G-series, 964 or
993-generation 911. Canford Classics founder, Alan
Drayson, wanted a challenge showcasing the vast
in-house capabilities and individuality of his Dorsetbased Porsche restoration company, which meant
starting with an Italian-market 1972 911 T 2.4 and
building toward the future. Enter ‘forward-dating’. “We
had to do something different. I wanted to add luxury
without losing focus, to equip a 1972 car for modern
European touring. Function, purpose and design was
paramount,” he explains. “Everything we developed or
adjusted would need to serve at least one of these three
standards, resulting in a car representing our thoughts
and, importantly, our creativity.”
A small number of mechanical components aside,
the task would be undertaken entirely by the Canford
92 December 2023

Classics team. “I hate relinquishing control,” Alan
admits. “Everything matters on a project such as
this. Overseeing every stage of the process, all jobs
undertaken in-house, means we’re fully invested, from
the instant an idea pops into my head to the day our
technicians or trimmers incorporate it into the car,
adding their own design flare in the process.”
Rear-engined renovation is a way of life at Canford
Classics. Operating from a suite of former farm buildings
just outside the village of Winterborne Kingston, the
seven-strong team dedicates itself to every aspect of
air-cooled Porsche restoration. The workshop rings out
with engine, transmission and suspension rebuilds.
The company even carries out its own crankcase

Above All the charm of a
classic 911, but packed with
tech (and a redeveloped flatsix) to make the car better
suited to modern-day touring
in mainland Europe

CANFORD CLASSICS GT

Above and below The Canford
Classics GT’s interior is a work
of art, retaining period charm,
but including a wide variety of
electronic trickery and some
of the most comfortable car
seats you’ll ever encounter

machining, as well as interior trimming. Cross the yard
and a dedicated welding room tackles panel adjustment,
rust repairs and parts fabrication. A Junair spray booth
ensures paintwork boasts a flawless finish.
The company relishes a challenge. Alan responds to
vanishingly rare components and previously unexplored
avenues for air-cooled innovation by rolling up his
sleeves and
crafting solutions
from scratch.
Research avenues
range from highflow cylinder
heads to heated
carpets holding
an interior at
the perfect ambient temperature. Every component, no
matter how small, is a valuable part of the bigger picture.
Every Canford Classics client benefits from Alan’s
obsessive attention to detail, whether their Porsche rolls
into the workshop for suspension refurbishment, an
engine rebuild or full restoration. Evocation is another

talent — previous projects include a screaming Carrera
RSR 2.8 restomodification and a faithful recreation of the
Slate Grey 911 S Steve McQueen drives in the opening
sequence of his motorsport movie magnum opus,
Le Mans. “We work down to the smallest detail. This
approach reflects back on us. When a customer wants a
factory standard car, we work hard to achieve absolute
originality.”
Creation, design,
specification,
fabrication, build,
trim, engine and
transmission
enhancement, paint,
testing and final
completion. Alan
has nurtured this 911 through every step of its twoyear transformation, always seeking to weave subtlety
and usability into the build. “We worked hard to make
sure the GT wasn’t too loud, too abrupt, too bright.
The car is intended to be an integral part of a driver’s
cross-continental journey, meaning travel needs to be
enjoyable and easy.” His approach can be observed in
the retained Porsche long-range fuel tank, the bespoke
brass oil lines — which work with a Carrera 3.2 oil cooler
to keep engine temperatures at bay — and the uprated
Wosp alternator providing power for (among other
features) the heated seats. Nowhere is Alan’s vision
clearer than the bespoke interior, though.
“Design and craft run through everything we’ve
developed in the cabin,” he explains. “We haven’t
created a single part for the sake of it.” He points to
the Alcantara dashboard top. The synthetic suedelike material forms of a streak flashing over the dash,

THE CLASSIC 911 SHAPE
REMAINS, WITH ONLY THE
DOOR SKINS SWAPPED FROM
STEEL TO ALUMINIUM

doors and horn push to soften the interior, while limiting
reflections in the windscreen. Bespoke door cards add
further functionality, providing nifty phone-charging
storage bins, mounts for the electric windows and
concealed umbrellas.
Details matter and they’re everywhere you look.
December 2023 93

Remote central locking makes it easier to climb aboard,
Porsche Classic Communication Management (PCCM)
plans the route and time-delay headlights help you step
confidently to your door at journey’s end. Meanwhile, a
full-size spare wheel sits snug inside a custom cover
in the wool-lined frunk and is accompanied by bespoke
bracketry holding a jack, breathalyser and high-visibility
vest. All three items are legal requirements when driving
in mainland Europe. Head back inside the cabin and
even the redesigned dials — note the gold font, 180mph
speedometer and absent redline — hide consideration
behind their visual flare. The oil and fuel gauges,
meanwhile, have been rotated to provide a better view
through the restyled rim.
Not that you’ll look past the steering wheel at first
glance, of course. Period styling cues crackle from
its quad spokes and contrast-trimmed circular horn
push, the latter finished to earlier short-wheelbase 911
specification. And yet, Canford Classics has tailored
every dimension of this original Porsche four-spoke
— the factory 400mm diameter has been cut back to
355mm for more immediate responses, the prongs are
dramatically bent to dish the wheel (and to create a
relaxed driving position) and the rim is double-wrapped
to provide a thick and certain grip. Each change might be
small, but the result is an interior transformation.
The theme continues outside. Drink in the Dolphin
Grey outline and the bodywork enhancements are
everything and nothing, all at once. The classic 911
shape remains, with only the door skins swapped from
94 December 2023

original steel to lightweight aluminium, yet the LED
headlights and bespoke exhaust finishers slung below
the rear bumper add subtle menace. Squint closer still
and you might spot the LED third brake light hiding in
the rear air vent. This is an important safety feature for a
classic 911 living in a world of high-rise SUVs.
The 1972-specific body-side oil filler has morphed
from its original ellipsis into a perfect circle. And this
is to say nothing of the most fundamental (but least
visible) exterior alteration. As part of a restoration
including new inner and outer sills, front wings and
bonnet (all parts sourced directly from Porsche), the

Above Oversized 2.5-litre
flat-six develops a healthy
244bhp, enabling the GT to
keep up with modern traffic
on Europe’s busy autoroutes

CANFORD CLASSICS GT

Above Colour-coding extends
to exterior pinstriping, rear
Porsche script and a bespoke
GT logo along the flanks
Below Alan’s careful execution
has ensured travelling in style
is the order of the day

body has been imperceptibly hand-flared across its back

injection for increased engine control. Hours spent

bumper and rear wheel arches to accommodate seveninch-wide Fuchs alloys. “We worked hard to keep the car
looking long and straight, even with the thicker wheels in
place,” Alan tells us.
“So much of this car
is bespoke, but I don’t
want it to look that
way. It has to remain a
1972 911.”
The matchingnumbers machine
retains its original
flat-six, albeit with substantial redevelopment. Canford
Classics rebuilt and flowed the cylinder heads, fitted
a range of new internals, all parts were fully balanced
and swept capacity was upped to 2.5 litres before the
installation of PMO throttle bodies and electronic fuel

on the company’s recently installed dyno honed the
specification. “This equipment is transformative,” Alan
grins. “There’s no more tuning on the road, no guessing,
no unknowns.” The
benefits of new
workshop machinery
show best in the
stainless steel exhaust.
Weeks of iterative
design refined the
equal-length system
to uniquely match the
oversized flat-six, bolstering performance and providing
an exciting-yet-restrained soundscape. The note is never
too loud or too raw, but you always know you’re driving
an air-cooled 911. Enjoying an 115bhp increase over
standard power and nearing output of 100bhp per litre,
the reconstructed boxer peaks at 244bhp.
Rebuilding the original five-speed gearbox matches
the driveline to its grand tourer task. “Our concept
wasn’t ultimate performance,” Alan stresses. “It
was all about offering a fast cruise at low revs.” A
reinforced side plate and single bearing retainer add
necessary strength to cope with the extra power,
while the fitment of a later 911 crown ring and pinion
works with lengthened fourth and fifth gears to create
high-speed civility. The balance between comfort and
capability echoes through the suspension and braking
systems, which are enhanced by more recent Porsche
parts without losing their classic 911 essence. For
example, torsion bar suspension remains, but the bars
themselves are upgraded to Carrera 3.2 units, working
with early 911 Turbo (930) anti-roll bars to tighten
cornering responses. Bilstein sport-specification shock
absorbers increase damping control.
“Coilovers would have been going too far,” says Alan.
“At that point, you should just buy a 964!” Excess is also
banished from the brakes. After trialling 930 discs and

THE BALANCE BETWEEN
COMFORT AND CAPABILITY
ECHOES THROUGH THE
SUSPENSION AND BRAKES

December 2023 95

six-piston calipers, Canford Classics eschewed overkill
and fitted the GT with smaller but better-matched
Carrera 3.2 stoppers.
When the Canford Classics GT rolled onto the road
in 2019, it represented the state of its builder’s art, but
much can change in four years. Always looking for
ways to improve, Alan and his team are taking concepts
from the Dolphin
Grey machine and
advancing them for
upcoming projects.
Where the GT boasts
the luxury of heated
seats, for example,
new bespoke
Canford Classics
911s will also benefit from heated steering wheels and
thermostatically-controlled carpet warming. Also, by
holding the car at ambient temperature during trickle
charging, the systems eliminate the annoyance of
fogged-up windscreens.
Intricate engineering extends under the rear lid, where
the since-sold GT points the way with a data-driven
development programme. “The sheer amount of work
we carried out on flow and velocity distinguished the
GT from our previous projects and continues with our

drive-by-wire throttle and ‘autoblip’ gearshift
rev-matching planned for the near future.
Thinking big defined the next two 911s to benefit
from Alan’s approach to forward-dating: a Carrera 3.2
equipped with a four-litre screamer and an SC enhanced
by full chrome delete and 3.5-litre power. “We’re building
larger capacity flat-sixes, but focusing far more of our
engineering work on
the cylinder heads,”
Alan reveals. “Since
we installed our dyno,
we’ve learned as
much about what our
engines haven’t got as
what they have. It’s a
new way of thinking,
which really interests me. We’re limited by airflow and
the flat-six configuration, but we’ve started looking at
high-speed secondary fuel injection systems and even
manufacturing our own billet cylinder heads.”
Like every other Canford Classics project, the GT
wasn’t complete until Alan had honed every component
to his satisfaction. “You wouldn’t buy a suit off-the-peg
if you wanted it to fit perfectly,” he reasons. “Though
they’re fantastic already, air-cooled Porsches can be
considered from the same viewpoint. With this in mind,

latest cars. Designing our own parts was the next logical
step,” Alan reveals. “We now create our own thin-stem
valves and use an in-house flow bench to find the best
cuts and sizes for each powerplant.” Experience gained
in fuel injection and electronic engine management also
translates to upcoming Canford Classics projects, with

each of our cars is tailored.” Take the pinstriped decals
and the matching bonnet badge, all colour-keyed to the
interior on the sixth exacting attempt, as evidence of
what he’s talking about. “We thought about them, then
we designed them. They tip their hat to what we built the
car to be. It’s original, but it’s modified.” CP

A CARRERA 3.2 EQUIPPED
WITH A FOUR-LITRE SCREAMER
AND AN SC ENHANCED
BY 3.5-LITRE POWER

96 December 2023

Below The Canford Classics
GT started life as a 911 T 2.4
supplied in Italy back in 1972

BILL JENNINGS

SPECIAL SAUCE

Bill Jennings created a series of bespoke race cars, including not one, but two Porsche-powered
specials used to contest top-flight motorsport in his native South Africa...
Words Robert Young Photography Ann White, the Jennings family, Porsche Corporate Archives, Robert Young
n late December 1959, Derek ‘Bill’ Jennings
packed his tools, spares and suitcase into the
passenger seat of his self-assembled GSM
Dart-Porsche sports car and drove from his
home in Cape Town to East London, a trip of
more than six hundred miles in the days before
fast-paced highways. There, he not only took part in the
Sixth International South African Grand Prix, but finished
the 150-mile Formula Libre race in eleventh place (from
twenty-four starters, averaging nearly 75mph) before
adding a pint of oil to the car’s sump and driving six
hundred miles
back home to be
ready for work on
Monday. “I had
some annual leave
to take between
Christmas and
New Year,” he
recalled after the
event. “The race was on New Year’s Day 1960, a Friday,
which suited me fine because I could drive home on
the Sunday and be back in time for when the workshop
opened Monday morning.”
The Grand Prix was the first major international race
in South Africa since 1939 and was therefore of huge
significance on the local map. The race was won by
Belgian racing driver and journalist, Paul Frère, in charge
of the Ecurie Nationale Belge Cooper T51 Climax at a
race average of 85mph after Stirling Moss’s CooperBorgward, which led until the closing laps, when it lost
power due to a cracked fuel pipe and had to be nursed
home to second place.
Jennings’ association with all things mechanical, as
well as his fascination for speed, began when he was
tinkering with an old Indian motorcycle shortly after his
eleventh birthday. At the time, he was working on the
family farm near the diamond fields of Kimberley. After
watching the 1936 Kimberley 100 motorcycle race, he
knew mechanical work was his calling. He decided to
undertake training to become a motor mechanic and, at
fifteen years of age, left home to work in faraway Cape
Town. “A big city,” he recalled.
The Second World War intervened. In 1947, after

Fiat Cub’s rear end, the nose of a Riley (complete with
engine and gearbox), a Wolseley chassis and “various
other bits and pieces.” The finished product turned
out to be an attractively styled and speedy machine,
giving Jennings the idea of using it as a dual-purpose
competition car.
Motorsport in South Africa became increasingly
popular after the war. Jennings made frequent visits
to local junkyards and constructed a mid-engined
race car, mounting his Riley powerplant transversely
in a modified Fiat chassis using a Harley Davidson
drivetrain. This racing
special incorporated
some of the early
500cc Cooper ideas
and styling. It was fast
and very competitive
in hillclimbs and
sprints, but proved
unreliable over longer
distances, largely because of its two-main-bearing
design, making the crankshaft susceptible to breaking
under stress.
Encouraged by his successes, but recognising he
needed to construct a new, more reliable car if he was
to be competitive in the championship road races
being staged around the country, Jennings acquired
a damaged 1934 Riley Sprite TT engine. The racing
machine he constructed around it ranks as the most
successful ‘special’ built in South Africa. He was to use
his cigar-shaped Riley special to win the South African
Driver’s Championship in 1954, 1956 and 1957. He
finished second in 1955.

AFTER PURCHASING A USED
1.5-LITRE PORSCHE FLAT-FOUR,
HE DECIDED TO BUILD A NEW
SPORTS RACER

Facing page Jennings taking
the fight to established
drivers and teams in various
Grand Prix staged in South
Africa during the late 1950s
and early 1960s, with Stirling
Moss pictured taking a
particular interest in the
special cars Jennings built

being demobbed from the South African tank corps,
with which he had served in Italy, Jennings chose to get
married, but he did not yet own a car. Ever resourceful,
he decided to quickly build one in order to take his new
wife on their honeymoon. A visit to a local scrapyard
resulted in the acquisition of an accident-damaged

IMMENSE EFFORT
As a ‘man on the bench’, he wasn’t always able to get
time away from work, nor afford the costs of racing,
which included travel expenses to championship rounds
held all over South Africa. With this in mind, he carefully
selected the events he could participate in. In sixteen
major races during this four-year period, he registered
only one DNF, while winning on scratch nine times and
scoring four second-place finishes. The Riley special,
often severely handicapped, also achieved six wins
on handicap.
The Riley special was not only rapid by local
standards. During the 1957 summer season, Ronnie
Moore and Ray Thackwell brought their 1.1-litre singlecam Coventry Climax-engined Cooper T43s for a
racing tour of South Africa and Rhodesia. They were
December 2023 99

joined by Lord Michael Louth and his D-Type Jaguar.
The combination of the Riley special and Jennings
was more than a match for the visitors, as well as Dick
Gibson’s Connaught — in the 1820 Settlers Trophy of
1957, Jennings beat the Coopers in a straight fight. In
the Van Riebeeck Trophy, he was second on scratch to
Moore, but won on handicap.
Lack of finance and family responsibilities saw
him retire from championship racing, but he secured
sponsored drives in a number of events piloting other
people’s cars, including a Ferrari Vignale, a works
Austin-Healey, various Ford saloons and a tiny Fiat 850
Zagato. The lure of serious competition racing was too
much, however, which is why he made a comeback at
the age of thirty-six. He admired the Porsche sports
cars being imported in small quantities to Africa and,
after purchasing a used 1.5-litre Carrera flat-four, he
decided to build a new sports racer. Essentially, he
installed the air-cooled boxer into a front-engined GSM
Dart bodyshell. Interestingly, the South African-designed
GSM Dart was also manufactured in Britain as the GSM
Delta. Jennings helped with the construction of his new
special’s lightweight fibreglass bodyshell.
“The dry-sumped motor was, of course, in front,
coupled to a Volkswagen gearbox casing to facilitate
mounting to the chassis,” he remembered. “The VW
casing also acted as an engine oil container. The
gearbox differential mounted at the rear was coupled to
the motor by a light propshaft, running at engine speed
through the casing and, at the rear, a carrier bearing
attached to the Porsche bellhousing. The crown wheel
and pinion wasn’t reversed, as it would be in my later
100 December 2023

single-seater.” His trial-and-error idea of the mounting of
the engine up front — separated from its transaxle at the
rear — was, of course, what Porsche did much later with
the 924, 944, 968 and 928.
Motor racing had become very in Angola and offered
lucrative prize and travelling money. Jennings, as a
leading South African driver, was invited to take part
in the non-championship 1959 Angolan Grand Prix
at Luanda. A forty-lap race for sports and GT cars
named the Taca Cidade de Luanda preceded the main
event, but after Jennings posted the quickest practice

Above and below Sporting
number nineteen, the
Porsche-powered special
tackles the highly anticipated
1961 Natal Grand Prix

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lap, a protest from another competitor resulted in the
Porsche-powered special having to be equipped with
a hard-top. Needless to say, this appendage slowed
lap times. In fact, Jennings was down by close to two
seconds a lap. Nevertheless, he finished second behind
the rapid 356 A 1500 GS Carrera of the visiting Belgian
driver, Robert Darville. The Porsche-powered cars were
followed by an assorted field, including various Jaguar
XKs, Austin-Healeys, Lotus Elevens and MGs.

STIFF COMPETITION
In the sixty-five-lap Grand Prix, Jennings finished a
most creditable eighth overall, beaten only by out-andout sports racing machine, not limited to a 550 Spyder
driven by Joaquim Correira de Oliveira, plus the Lotus
Eleven Climax of George Pfaff, Curt Lincoln’s Cooper
Monaco T49 Maserati and Mike Bond in an Aston
Martin DB3S. The next major event for the Dart-Porsche
was the 1960 South African Grand Prix, but car was
plagued by understeer.
In fact, it understeered so badly through the flat-out
Potter’s Pass curve, it wore a flat spot on the left front
Michelin tyre, hampering progress. “The back end was
all Porsche, meaning it stuck like a leech, but the car
understeered terribly. Even Bob van Niekerk and Willie
Meissner, designers of the Dart and acknowledged
experts of the period, didn’t know what to do in order to
eliminate my car’s chronic understeer.”
Nonetheless, Jennings finished third behind the 550
Spyder of Ian Fraser Jones and John Love’s D-Type
Jaguar. Jennings also outpaced a Ferrari Vignale
Spyder, a Maserati-Chevy, Tojeiros and a Lotus Eleven
— despite its Porsche flat-four engine being in a very
mild state of tune, the slippery Dart was timed at over
120mph along the circuit’s straights. Even so, Jennings
was never truly happy with his creation. He liked cars
with exceptional handling, but felt the Dart was lacking.
102 December 2023

Ultimately, he decided to sell his special, but kept the
Porsche engine for a fresh build.
In the early 1960s, the South African motor racing
scene was becoming more professional, demonstrated
by a newly introduced national Formula One
championship for 1.5-litre cars. Due to homologation
rules, the Dart-Porsche wasn’t eligible for sports car
racing and was out of its depth against the relatively
modern imported single-seaters (chiefly from Cooper
and Lotus) appearing on grids. Jennings, now forty
years old, decided to build a more competitive car. His
thoughts concerned a new rear-engined single-seater
powered by his trusty 356 flat-four.
He took a month to think out the design. No scale
drawings were made. Then, working at night and on
weekends across a three-month period, he constructed

Above Leading Stirling Moss
at the Natal Grand Prix
Below Jennings had a day job,
meaning he was unable to get
time away from work as often
as he would like, but despite
limited resources, he had a
big impact on the era’s South
African motorsport scene

BILL JENNINGS

Above Jennings attends
to the Porsche flat-four,
now equipped with Amal
carburettors in place of
traditional Solex units
Right Driving a Dart in the
South African Grand Prix
Below Lining up at the start
of the Cape Grand Prix

a bespoke tubular chassis. Transverse wishbones
fabricated from eighteen-gauge single-inch high tensile
steel tube obtained from a furniture manufacturer
formed the front independent suspension units. Coil
springs were fitted around Telaflo shock absorbers.
Visits to breakers yards came in useful for various
components. For example, the front wheels and brake
drums were lifted from an Alfa Romeo, but at the rear,
Porsche drum brakes and wheels were used. The
steering rack was from a Morris Minor.
Perhaps the most outstanding design was the gear
change linkage. The selector rod emerged from the
centre of the gearbox at the tail of the car and required
to be turned and moved in-and-out. Instead of utilising
rods sliding in plain bushes, Jennings decided on rods
sliding between the outer circumferences of groups
of four three-quarter-inch ball races mounted at
ninety-degree intervals around these rods. The linkage
incorporated two universal joints and twenty-eight

ball races. The rear axle assembly was self-made. The
original crown wheel and pinion was reversed. The
car was clothed in a silver aluminium body crafted by
Charles Hatton, a skilled artist of the English wheel.
Hatton hailed from Leicester and had been trained at
the famous Brush Engineering coachbuilders. Although
a specialist in rolling bus bodies, he was not unfamiliar
with race car construction and had carried out bodywork
modifications on Billy Cotton’s ERA.

STIRLING EFFORT
Jennings’ finished car was stunning. Ninety percent of
the aluminium panelling was rolled into its final form
and needed no buffing up and no painting. The sleek
silver body created by Hatton took a month to complete.
It was along the lines of the 718, but not copied from it.
For starters, it was far slimmer. It drew the admiration
of Porsche motorsport director, Fritz ‘Huschke’ von
Hanstein, as well as star driver, Stirling Moss, when the
pair brought the factory’s 718 race cars to Africa for the
December 1960 Sunshine series.
The new Jennings race car weighed 1,030lb, fifty
pounds less than the works 718s when they weighed
in for the 1960 Cape Grand Prix. The Jennings-Porsche
made its debut in July 1960 at the East London Grand
Prix Circuit and showed superb handling qualities. A
racing scribe enthused over the car, but considered “it
lacked legs, but given an RSK motor, would outstrip
any car in the field.” Jennings went on to meet with
international company on 17th December 1960, the
occasion of the Cape Grand Prix. While the 718s of
Moss and Jo Bonnier ran home ahead of Wolfgang von
Trips in the Lotus 18 Climax, Bruce Johnstone’s CooperAlfa and Godin de Beaufort, who was unusually in a
Cooper, the hastily finished Jennings-Porsche finished a
steady tenth.
During practice, the car attracted the attention of
the official Porsche team and was inspected by both
Huschke von Hanstein and Moss, the former indicating
December 2023 103

he might make a racing engine and gearbox available
for Jennings to use. Sadly, this failed to materialize. Two
weeks later, at East London, where Moss and Bonnier
finished first and second — ahead of Jack Brabham’s
Cooper-Climax — in the Seventh South African Grand
Prix, the Jennings-Porsche finished seventeenth, robbed
of a much higher placing by a late pit stop to refuel.
The 1961 South African Formula One Championship
followed the
international
series. Jennings
sought to extract
more power from
the previously
mildly tuned
Carrera motor. He
replaced the Solex
carburettors with GP Amals and tried RSK pistons. One
must remember he had limited funds and no access
to sophisticated tuning facilities or dyno equipment.
Although his lap times improved, this was negated by
the competition importing more up-to-date factory cars.
The season started encouragingly, with Jennings
finishing an excellent third overall (not far behind John
Love’s Cooper-Maserati and Helmut Menzler’s Lotus
18 Borgward) in the Van Riebeeck Trophy at Killarney,
but due to financial considerations, he was unable to
contend the full championship. Other than engine failure
during a mid-season race at East London, the by now
much raced Porsche flat-four was a reliable finisher.

Prix. After completing several thousand miles at racing
speeds with the car’s oil pressure gauge never faltering
from 40psi, however, he was destined to incur a rare
retirement when valve trouble terminated his race in the
Cape Grand Prix after thirty-five laps.
“The engine was ahead of the wheels, which is why
the crown wheel and pinion was reversed,” Jennings
later conceded. “I had terrible trouble with the gearbox
overheating and
always had to
pamper it. Although
reliable, the engine
was horribly down
on power and even
the fitting of RSK
pistons and cams
didn’t make much of
a difference. I must admit, though, both of my Porschepowered specials were raced for approximately fifteen
to eighteen months each, hardly enough time to get
them sorted and performing at their best. You have to
bear in mind many of us competing had to earn our
bread and racing money during the week.”
At the end of the 1961 season, with the grids being
increasingly filled with up-to-date factory Lotuses and
Coopers, Jennings hung up his helmet and sold the
Jennings-Porsche. He passed away on 1st September
2010 at eighty-seven years of age.
What became of the car? The chassis was lengthened
by the buyer and, believe it or not, a Volvo motor was

The Jennings-Porsche performed respectably during
the four-race International Series during December
1961 and early January of 1962, despite being in a
field of some thirty cars, many much quicker. Jennings
finished eleventh in the Rand Grand Prix, ninth in the
Natal Grand Prix and twelfth in the South African Grand

installed for club racing, but fast-forward to the present
day and the remains of the vehicle have recently been
located. Furthermore, the new owner has sourced a
period Porsche racing flat-four and is having the car
restored to its former glory. We can’t wait to see it
back on track. CP

THE JENNINGS-PORSCHE
PERFORMED RESPECTABLY
DURING THE FOUR-RACE
INTERNATIONAL SERIES

104 December 2023

Above Jennings driving
his phenomenal Porschepowered special in the 1961
South African Grand Prix

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file. This tribute car presented here
pays homage to the legendary 1973
2.7 RS, echoing that famous silhouette
very well, and was professionally built.
This striking car, now reborn, looks
just right in the classic combination of
Grand Prix .Please call 01798 874477,
South East. (T)

1994, 54000 miles, £45.95. 993
CARRERA CABRIOLET 3.6 Tiptronic.I
am delighted to present for sale my
beautiful Porsche 911 993.Owned
by me for the last 18 years, Always
garaged, USED sparingly only in the
summer months.Two previous keepers.
It’s a stunning colour combination and
probably one of the best for this model.
This fabulous example is finished in
Metallic Silver complimented with navy
blue leather upholstery and a navy
power mohair hood with a matching
Tourneau cover.The specification
includes electric windows, door
mirrors and fully adjustable seats with
lumbar support, power steering.Please
call 07957212299, Greater London.

116683

120815

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
110 December 2023

OR FIND YOUR NEXT!

CLUB MEMBER DISCOUNTS

SPECIALIST PORSCHE INSURANCE WITH YOU IN MIND 01480 484839

PORSCHE

912
Sales
Service
Resto

revival-cars.com
07768 791802
Keeping the 912 faith

PORSCHE 911

2001, 112000 miles, £42,250.
PORSCHE 911 TURBO FOR SALE.
C16 UK Car, Porsche Exclusive
Manufacture, Manual Transmission,
Non Sunroof, Sports Hardback Seats,
Extensive History, 2002 Model Year.
Taunton, Somerset. £42,500. , South
West.

PORSCHE 924

PORSCHE 928

120448

PORSCHE 912

£4,750. Very Tidy Porsche 924 with 1
years MOT and ready to drive away. Its
only done 53000 miles with mots to
back up the mileage. The car has had a
good bit of money spent on it since 2019
and it runs and drives very well. Please
call 01875 820527, Scotland. (T)
113125

1969, 100300 miles, £50,000. Manu.
3/6/69. Porsche col 8A3 reg California
Imported Uk 1/5/98. BGU440G
Exported to algarve Portugal
29/10/2008. 2016 Total restoration
began. Back to metal. Photos. Like
original. Twin webbers. 2 batteries
on/off switch. Drilled and vented disc.
Classic/mad. Radio. Undersealed Rust
protection. 20 min for Airport Faro. No
Uk tax to pay on import. Only 5%vat.
Please call 00351964768068, Rest of
the world.
120121

TO ADVERTISE VISIT:

110000 miles, £29,999. coupe
(pre-S- model). auto, a very desirable
car light blue metallic with royal blue
leather, full-service history.Please
call 01452 731289, South West.
110220

PORSCHE 944

PORSCHE 944

1990, 186000 miles, £20,995. As
featured in 911 and Porsche World, late
model 952 (250hp) with FSH, cream
leather, M030, genuine original car,
loved by me (4th owner) for 19 years.
Drives beautifully, fabulous condition
which belies its mileage. Please call
07710094124, East Midlands.
113444

PORSCHE 944

PORSCHE 928

1990, 72000 miles, £42,000. We are
very pleased to offer this stunning and
rare 928GT.One of just 38 right-hand
drive and manual gearbox. Please
call 01765 609798, Yorkshire and the
Humber. (T)

1990, 133000 miles, £12,950.
944S2 Cabriolet, Guards red, black
interior. Lovely condition, total 3
owners, doting last one for 29 years.
Every document for that period.
Please call 07711703542, South
East.

117274

113090

1989, £13,950. 944 S2 Cabriolet.
Lovely Looking Appreciating Classic
in Black over Cream Leather Interior.
Please call 07835 877345 , South
West.
110586

WWW.MOTORFREEADS.CO.UK
December 2023 111

WE’RE RATED EXCELLENT ON TRUST PILOT
SPECIALIST PORSCHE INSURANCE WITH YOU IN MIND 01480 484839

MOTOR FREE ADS
BESPOKE
AUTO TRIM
Classic, vintage & veteran trimmer
 SEATS, DOOR CARDS, HEADLININGS, SIDE SCREENS & CARPET SETS
 LEATHER, VINYL & FABRIC
 BESPOKE RESTOMOD INTERIORS

Call Piers on 07583 247533
Email: onyourway1234@gmail.com
www.bespokeautotrim.com
Based in IVER, Buckinghamshire SLO 9AH

ADVERTISING INDEX

PARTS & MISC.

PORSCHE 944

356 Panels

67

Kelsey Christmas Products 105

Adrian Flux

79

MCE Porsche

83

Art Wheels

79

Mittelmotor

16

Automotion

35

P R Services

67

Paragon GB

23

43

Patrick Motorsports

67

75

Perma-Tune

75

Beverly Hills Car Club

33

Restoration Design Europe 17

Canford Classics

97

Rindt Vehicle Design

Awesome Classic

PORSCHE

& Custom
Benton Performance

1987, 2 Previous owners current owner
18 years, 94 000 miles, summer use
only, always garaged, well maintained
and in excellent condition. Please call
07747020758, South West.

Cargraphic

120801

£1,500. Porsche Boxter S 18” alloys,
newly refurbished with Bridgestone
Potenza tyres. The tyres have done
less than 1000 miles. Please call
07546 270971 , East Midlands.
119488

1994, 54400 miles, £45,950. 993
CARRERA CABRIOLET 3.6 Tiptronic.I
am delighted to present for sale my
beautiful Porsche 911 993.Owned
by me for the last 19 years, Always
garaged, MUSED sparingly only in the
summer months.Two previous keepers.
It’s a stunning colour combination and
probably one of the best for this model.
Please call 07957212299, Greater
London.
120816

PORSCHE 911 / BOXSTER
TURBO STYLE WHEELS

43

Sportwagen Eckert

Coco Mats

51

Stoddard

5
21

116

Tandler Precision

4

25

Volksworld Show

89

Early 911S Registry

83

Webcon UK

31

EB Equipment

27

Elephant Racing

47

Classifieds

EMPI

29

Bespoke Auto Trim

4

Classic Passion 911

Export 56
Gaswerks Garage

34

Eisenbrandt

Go Classic

34

Lancaster Insurance

Goodwood Classic

Revival Cars
113

Greatworth Classics

43

GTS Classics

79

Jenvey Dynamics

59

Joma-Parts.com

34

Karmann Konnection

75

Rose Passion

Kelsey Christmas Portfolio 101

119322

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
112 December 2023

16

Design 911

Solutions

£595. Very good condition with god
Michelin 225/40 ZR 18 Tyres. PCGB
Member. Please call 07446881808,
East Midlands.

Roger Bray Restoration

Classic Car LEDs
Dansk

PORSCHE 993

115

2

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Classic Car Insurance
the Goodwood Way

I T ’ S A PA S S I O N W E S H A R E

From the moment we fall in love with the joy of motoring,
to owning the models we dreamt of as children, our relationship
with cars shifts gear as life unfolds. No matter where you are on
the journey, you can rely on Goodwood Classic Solutions to take
care of quotes and policies, leaving you to enjoy the ride. Because
Goodwood understands that insuring a classic car is about more
than just cover; it’s about protecting your lifelong passion.

01243 913333
Goodwood.com/insurance

NEXT ISSU
E

ON SALE
FRIDAY 15TH
DECEMBER

993-POWERED CARRERA 3.2 RESTOMOD
STUNNING CALIFORNIAN BACKDATE
LET LOOSE ACROSS THE BORDER
ORDER ONLINE AT SHOP.KELSEY.CO.UK/CP102
CALL NOW ON +44 (0)1959 543747**

Terms and conditions apply. *Delivery is included in the cover price for UK customers only. An additional £1 will be added to any overseas addresses.
**Lines open Mon-Fri 8.30am–5.30pm (GMT). Calls charged at your standard network rate. Image for illustration purposes and subject to change.

FREE FLOW CONVERSIONS
Convert your 3.2 ltr. 911G to free flow exhaust system without cutting and welding. A newly developed kit allows
re-use of existing tin-ware. Installation & sound have all been verified in the JP Group engineering center in Denmark.
If engine tinware has worn out, JP Group offers a full line of replacements.

NEW KITS FROM DANSK MOTORSPORT

Sport exhaust set

Sport exhaust set

Dansk no. 92.299S // JP no. 1620802210

Dansk no. 92.297S // JP no. 1620802410

Ø84 mm tail pipe / Ø41 mm heat exchanger with pipe set
for 3.2L. OEM style - no modifications on engine tin needed.

2 x Ø90 mm“GT3” Style tail pipes and heat exchangers with pipe
set for 3.2L. OEM style - no modifications on engine tin needed.

ENHANCE YOUR SOUND AND
ADD HORSEPOWER*

*Horse Power gain up to 10HP depending on engine condition, fuel, lubricants etc. JP Group can not be held responsible for any specific gain value