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F O UR O N T H E F L O O R A N D A B OX ER I N T H E B A C K . . .

Okay, Okay, Okay! 'Five on the Floor' if you've got them. At least we all the word 'boxer' and some history to boot.

And sharing is and always will be what this magazine is about. I know some still find it difficult to comprehend the invisible barrier between wh makes a VW (Casio) owner tick and what makes a Porsche (TAG Heuer) do the same. Like more and more these days, I fall into both camps (TA and I suppose this doesn't make me see any dividing line at all. Far from f a c t, f o r I s e e th e s i m i l a r i ti e s .

I grew up with VWs, beginning way back almost 27 years, and they've b huge part of my professional life and my play-time. A couple of years ag took delivery (you do that with a Porsche) of my first one, a '62 356 B missing rather a lot. Some of it was on the back of a transporter, some had already been lost and the remainder followed behind in my station wagon. Like you saw in issue 1, a painted shell and boxes of crusty all s What I do with it will be up to me. I like the Outlaw thing, though what think of that creative canvas is your own business. I know that Porsche e n th u s i a s ts w h o pr e f e r th e i r c a r s a s o r i gi n a l a s th e y l e f t th e f a c to r y pr o won't get it. Have you seen some of Picasso's work? No, I mean his oth stuff. Stuff you can interpret in a flash. Stuff that rarely makes the spre Art that we're all familiar with. No? Well if you saw that you'd get him s away. But the more obscure? Well, now that's open for debate. But I sti him. Makes no difference to me. Same bloke. Different space and time.

This issue, with its 2 free supplements, has an arty feel to it, and I thin more inclusive, more people oriented. It's certainly bigger, bolder and m evolutionary in terms of where we're going. The team were particularly of issue 1 and I know they're just as proud of issue 2 (we've worked ex hard to bring you those suplements). And don't forget Kombi Life mag is just around the corner! Will we ever sleep? LOL Enjoy :-) Paul Cave (Editor/Designer/Tea Boy)

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T H E B I G PI C T U R E The control centre of Dean Farr's s tu n n i n g bl a c k a n d w h i te V W bu s , pictured on the front cover. A vehicle o f e x tr e m e l y h i gh c a l i br e a n d n o w residing in New Zealand

Main Front Cover Image: 1965 Volkswagen Type 2 belonging to Dean Farr

Copyright 2011 - Aircooled Classics Magazine

A i rc o o l ed C l a s s i c s - I s s u e 2 - P a rt s 1 , 2 a n d 3 : - ) P a u l C a v e ( m a n a g i n g ed i t o r/ d es i g n er/ t ea - b o y ) R i c h a rd C o p p i n g ( v i n t a g e ed i t o r) A l i s t a i r C o x ( UK f e a t u r e s e d i t o r ) Da v i d E c c l es ( V W t y p e 2 s p ec i a l i s t ) M i k e H o p k i n s ( c a rt o o n i s t / rep o rt er / b u g g y b u i l d er) L a u ri e P et t i t t ( en g i n e s p ec i a l i s t , C ro m w el l i a n ) J a k e R a b y ( t e c h n i c a l e d i t o r ( US A ) ) D r . S p i t z e n f a h r t s ( c h i e f t e c h n i c a l e d i t o r ( ! ) ( UK ) ) Ge o f f T h o m a s - A u s t r a l i a ( 3 5 6 / S a m b a l o v e r ) G e o f f T h o m a s - UK ( V W & P o r s c h e p e r f o r m a n c e s p ec i a l i s t ) S p ec i a l T h a n k s T o D e a n , L i s a & M a t i l d a , Gi l l , A i l e n e , S h a n e , K e v i n & B i l l , J a s o n & J o n , B a z , E ri c & F ra n k , R o y & A n d rew , M i l t o s , S t ev e & L i z , S y l v i a & P a t t i , M i c h a el , H o p p er a n d , o f c o u rs e, V o l k s w a g en & P o rs c h e. W i t h o u t a l l y o u r g en ero s i t y a n d s u p p o rt n o n e o f t h i s w o u l d b e p o s s i b l e. I h o p e w e d i d y o u r v eh i c l es a n d y o u r a rt w o rk p ro u d . F o r c o n t a c t d et a i l s , s t o ry s u b m i s s i o n s a n d a d v ert i s i n g o p p o rt u n i t i es g o t o w w w . a i rc o o l ed c l a s s i c s m a g a z i n e. c o m I s s u e 1 o f t h e n ew V W C a m p er, B u s & C o m m erc i a l L i f es t y l e m a g a z i n e i s d u e o u t i n O c t o b er. T o m a k e s u re y o u rec ei v e n o t i f i c a t i o n o f w h en i t i s p u b l i s h ed l o g o n t o t h e K o m b i L i f e m a g a z i n e w eb s i t e a t w w w . k o m b i l i f em a g a z i n e. c o m o r b ec o m e a f ree A C / K L m a g a z i n e n ew s l et t er m em b er. L e g a l m u m b o j u m b o : A i r c o o l e d C l a s s i c s i s n 't a s s o c i a t ed o r c o n n ec t ed w i t h V o l k s w a g en o r P o rs c h e. I t m erel y l o v es t h e c a rs t h ey o n c e p ro d u c ed a n d c el eb ra t es t h a t f a c t w i t h t en s o f t h o u s a n d s .

W e 'v e Go n e a L i t t l e C r a z y ! I s s u e 2 C o m es W i t h 2 S p ec i a l S u p p l em en t s A rt C a rs & C a rs o f A rt C l i c k H ere F o r M o re I n f o

J o i n i n g Ou r N ew s l et t er M a i l L i s t L i k e O u r F a c eb o o k P a g e S e n d Us Y o u r C a r s , C l u b s , S t o ri es & P h o t o s


'YOU'LL NEED A PERMIT FOR THAT.' Silence fell all around for just a few seconds. I'd wrapped up the photoshoot, stowed the tripod and camera into the bag and was discussing a few matters about the van with the owner when the putt-putt-putt of over zealous job's worth employees descended upon us and left us momentarily stunned. Unsure of whether the council employee and his pillion buddy, now staring at us astride their go-ped was just pulling our legs or quite serious, one of us in the party gestured with the words, 'I don't think so'. By then the gaze of said two employees, whose job it was, so obviously, to tell people they needed permits to fart, had both moved their gaze upon the '64 VW bus parked on the boat ramp. 'Nice kombi.' And with that our faith in humanity and men wearing bright orange council attire with overbearing attitudes or simply an odd sense of humour was instantaneously restored, which is more than could be said of the 'kombi' blocking the route to a nonexistent line of boats and trailers. To you and I they may be 'microbuses', 'campers', 'Sambas' even, but to Aussies no matter what the model or type, they're affectionately all known as Kombis. And why not? Everyone in this part of the world has either owned or knows of someone who has owned a Kombi in their life. Practical, rugged and mostly aircooled. Perfect for the winter snow regions of the Victorian Alps and the blazing hot lands of the northern coasts and central desert regions. Kombi. The giant killer. Stumpy noses with little overhang to deal with sharp declines that suddenly flatten out, and traction over the rear wheels that have

proved versatile enough to conquer some of the most rugged terrain Australia has to throw at it. Some of the roads are long, straight and rutted for miles, others covered in a fine red dust – bull dust to the locals – 'so fine it'll dye your skin red like a Pommy tan.' Drive a Kombi through it and the cooling fan will suck in the red dust storm left by the rear tyres, smother the engine and clog the air-filter. It'll get into any and every crevice or split axle gaters, even filling reduction hubs and making a fine grinding paste whilst its there. It got so bad around the engine that Volkswagen promptly moved the cooling slots high above the waistline to draw in cleaner air from a less affected zone. And it worked, to a point. Donaldson air-filters replaced the stock oil baths, and these needed emptying every day on bad roads. But

nowadays you'll rarely see a Splitscreen Kombi driven hard across such roads, not because they don't exist, for they most certainly do, but mostly because those old Splitscreens are too precious to be taken outback and mostly because those old Splitscreens now drive on the other side of the world in the UK. Hey, if you get the chance, grab a copy of 'Bran Nue Dae' and tell me there isn't something there that stirs your imagination. Great movie! A couple of Kiwis by the names of Dean and Lisa own this beautiful piece of Teutonic transportation. When I first met Dean, the van stood parked in his garage alongside his red Bay Window Kombi. Both looked to be in great nick and I was curious and asked far too many questions that night. Still, ask while you've got the chance. So what was the story with the crazy Splitscreen, slumped on the deck in a flashy paint job of white and metallic green and purple. In stark contrast to the neglected but shiny Bay, the Split was dancing the transporter tango. It was just one of those paint jobs and one of those vans. The underside was a detail of engineering, and I'm sure I spent half the night lying on my back on a polished concrete garage floor, but I'm probably mistaken. This was an extreme Kombi. Mostly Bay underpinnings, all around disc brakes on the wildest chromed alloys I'd ever seen and a custom paintjob, the result of a $16,000 spending spree care of an internet auction site that should be named 'e-Buyer Beware'. And to be fair, Dean did fly to Sydney from Brisbane to inspect the van and, for the asking price of $18,000 it obviously looked like a bargain when that figure tumbled a couple of grand. Great bodywork, decent chassis and a reconmotor. Well, one out of three ain't bad. The body was severely dented and the amount of filler clutching the sides

and corners was, in places, rather disturbing. The reconditioned motor actually wasn't reconditioned at all. Without reputable receipts and a TMFF detector (that's: Too Much F%&ing Filler) it was always going to be a tough ask to fly into Sydney armed only with a fridge magnet. The deal was done. Suck it and see. Over a period of weeks the little old Kombi from 1964 made its way up north only for some of the horrors to unfurl. In the flesh she may have looked the business, but what lay beneath the gloopy pounds of filler meant a total respray and professional panel beat lay on the cards. The bargain bus was now beginning to burn a hole in the boardies. What was expected to be a matter of months slowly developed into a matter of years. From apparently good Kombi to really good Kombi took 4 years and a heck of a lot of cash. Of course, pumping money into projects like this usually does place a financial burden on young people settling into their new lives abroad without family to support them. The trusty '76 Bay was pensioned off to help finance the reconstruction, including the rebuilding of the engine into a 1916cc torque-meister. This combination of well balanced crank and rod assembly and 94mm pistons, a mild cam and 36mm twin-choke Dell'Ortos makes for a comfortable ride. The stainless sidewinder exhaust is definitely more 'show than go' as Dean doesn't ever drive the bus hard enough to warrant the need for near-zero baffling. Its most recent outing, all the way back to Sydney in fact, was a gentle cruise and back to the national VW event held there this year. At a little over 2200km this is hardly a weekend's outing, more of an excuse for a holiday, so preparations were afoot to make this a more pleasurable all-round journey. A new clutch was ordered to take the grunt from the bigger motor and, taking advantage of the weak US

dollar, a new straight-axle transmission from cog builder gurus Rancho. As it goes, this would and should have been a walk in the park except the revenue department wanted their slice of the cake and wouldn't release the Pro Street 'box from the airport until all duties were paid. Another unexpected dint in the monthly cash flow then as the rates didn't quite work that far in his favour. Never mind. The engine was pulled, the old transmission assembly wheeled out, axles unstitched and re-stitched to the Pro Street 'box and in she went. Sydney was looking closer by the hour. Finally, with the engine in place, it was time to gently ease it out of the garage and onto the road. Holy Moses! Four reverse gears and one forward! You have to be joking! No blokes for miles wearing orange zoot suits this time around. Oh no, not again... This was one of those moments when you just thought the unprintable – and probably said it too. Fortunately, in a trans set-up like this, it's not rocket science to 'flip the diff' and correct the issue, but it does mean undoing all the hours of good work and heaps more besides. It was, shall we say, a genuine misunderstanding between Rancho and Dean over the telephone lines. With the old reduction boxes no longer there, and a gearbox designed to utilise them, the inevitable happened. Rancho, none too happy at the misunderstanding, reimbursed Dean to the tune of the Australian import duty fee. All is well now, as I can testify as we powered comfortably up a 20% gradient on our way back from the photoshoot, and afterwards managed to find top gear

whilst my eyes streamed tears and flies from the open safaris. There is an amazing amount of space in the van. With very little seating – only enough for six adults (!) it's a dual purpose vehicle, although if I was lucky enough to own it I doubt I'd be throwing bags of cement and rough sawn timber inside. The seats up front are genuine '64, reupholstered in the most astonishing red vinyl with white piping. The back row are from a Bay and carry the mandatory seat-belt points. The door cards are plywood copies of the originals. With popout windows all around this is a well ventilated machine. And it would be a noisy machine too, for despite all the carpet fittings and roof-lining this is essentially one big sound box. Knowing this already, every steel panel, from the floor to the ceiling, has been covered in Dynomat sound deadening material and the difference is remarkable. It seems every time I meet Dean he had another 'accessory' close at hand. Safaris and a multitude of popouts I could handle, but what was this new baby in his arms? At just 11 months, baby Matilda (gotta love that!) is oblivious of all the traumas this old Kombi has bestowed upon its new custodians, mum and dad. Such is the draw of family now, with a new family member in tow, that Dean's bus is destined to make the long journey back to his home town area of Christchurch, on New Zealand's South Island. We wish him, his family and his Aussie Kombi a safe trip, and hopefully the old girl will go down as well in New Zealand as she has gone down in Australia. AC

K eep i n g t h i n g s n ea t , t i d y a n d c h ro m ed . T h e en g i n e i s f u l l y b a l a n c ed a n d m ea s u res 1 9 1 6 c c . E v en t h e f u el t a n k g o t t h e red p a i n t t r e a t m e n t . C a r b s a r e D e l l 'O r t o 3 6 DR L A a n d i g n i t i o n s p a rk c o m es c o u rt es y o f C o m p u t ro n i x .

The stance of Dean and Lisa's 1964 Kombi is due in part to adjusters fitted to the front beam and re-setting spring plates fitted to the rear torsion bars. The low profile tyres also help reduce the overall height, measuring 205/40 x 16 on the front and 205/45 x 16 on the rear. The chromed alloys came with the bus and Dean's yet to discover what make they are. They bolt to disc brake hubs at each corner, Bay Window at the front and after-market at the rear. The paint, fresh from the polishing shop, gave me lots of grief trying to avoid myself in each photographic frame. Together with the stainless bumpers it was inevitable that it would happen and it's not every day that you have to ask people standing some distance away to move even further away to avoid becoming part of the reflection. Samba trim and a 3-bow stainless steel / timber roof rack balances the appearance well. Dean would like to thank his family for their support, the DSK forum for help and parts assistance, Martin at Image Auto Body Repairs in Bli Bli, Queensland for the astonishing paintwork, Rob at Pearce Sheldon Upholsters, Caloundra, Queensland for the upholstery and George at Classic VeeDub in Sydney, NSW for general VW parts. And let's not forget Conti Engines on Bribie Island, Queensland, for the 1916cc engine.

Do you own a VW Beetle, Splitscreen Bus or Bay Window Bus? Then enter our free giveaway competition to win one of the prizes shown opposite. Aircooled Accesssories (UK) has teamed up with Aircooled Classics magazine to bring you a great free prize draw giveaway. Not only can you win one of 3 sets of VW Beetle Stainless Steel Hinge Covers (4 pieces to a set) or one of 2 sets of Splitscreen and Bay Window Rear Jail Bar sets, but each prize winner will have their prize delivered free of charge to ANYWHERE in the world! HOW TO ENTER Visit and discover how much it costs to purchase a stainless steel Jail Bar set for a Splitscreen or Bay Window from them without any postage costs added. Then let us know by entering online at: Competition closes on December 1st 2011 Conditions of Entry into the Free Prize Draw Only one entry per person / per email. Entry must be via the Aircooled Classics magazine website competition form and include the following: a) the correct answer to the question b) full name of the entrant c) a working email address d) and a full postal address including the postcode No alternative prizes are offered and all prizes include full postage of items delivered to the winner to the address supplied. All entrants will automatically be signed up to receive the Aircooled Classics magazine newsletter with items of news, information about other competitions and special offers, which may be unsubscribed from at any time.

Got a Porsche Motor

Words: Geoff Thomas

in that mate? ONE THING THAT USED to annoy me was someone coming up and saying: ‘Got a Porsche motor in that mate?' People assumed that because your Beetle had just zapped them along the bypass then it had to have a Porsche engine. I eventually gave up explaining it was actually a VW, but stroked out to 2.1 litres with twin 40 IDFs etc. They weren’t listening. If they’d been blown off by a Beetle then it had to have a Porsche ‘motah’! So in the end I’d just say: ‘Yep, something like that’ or just wink, which might be a dangerous thing to do these days, though I got away with it then! However, my first foray into VW tuning was in fact just that; putting a 4 cylinder Porsche engine into a Beetle. I was running around at the time in a pristine rust free 356A coupé. Well, I thought it was until I noticed a crack underneath. I propped it up at 45 degrees one Saturday afternoon and in about 10 minutes found the underside was totally skinned in GRP, and not even mat! It was thin tissue, and then undersealed over that. It came off in vast sheets revealing? ………………sweet nothing! I had wondered why the carpets had been glued down, and now I knew why! What to do next? I then remembered an old ‘Safer

Motoring’ article about an Ulsterman who had successfully run a 356 engined Beetle in sprints and hill climbs. That really appealed to me and I’d wanted to do the same but had been unable to acquire an engine at the time. Now it was all coming together. I had a sound engineless ‘55 ‘Oval’ Beetle doing nothing, so over the course of a week I put the 356 engine in along with a later ‘tunnel’ 34hp gearbox, which from memory required a 211 prefix selector housing to line up with the Oval front mount and selector rod. I made up a copy Jenks' 4 into 1 exhaust, and grafted on the big 356 front brakes and steering box. I was flying. Inside I hooked up the Porsche rev counter and oil temp guage. Wheels? They came across too, but I had the rears cut and banded (all the rage then) out to 6 inches. A pair of Konis on the rear and Pirelli Cinturatos all round just about completed the job. And then, like many rush projects, it fell at the final hurdle! The green paintwork looked drab, but I was supposedly on a budget or perhaps just plain mean so I sprayed it over with silver ‘Hammerite’. No don’t laugh. It was a new product then and its naff image was well into the future. Maybe it was even a first!

Being lighter than the 356 and with its low 1200 gearing the Oval really flew, a great A/B road blaster, long lines of johnqpublicmobiles being despatched with consummate ease. Looking back in the mirror one could often lip read ‘What the ……!’ and ending ‘…….**!xx**!!’ However, like many things, it was probably all relative to its time. Jump into it today and it would probably feel quite tardy. I ran around in that car for some time, but rather worryingly I can’t remember what on earth happened to it. Hmmm. But I could really say of it: ‘Yep it’s got a Porsche motor!' For me that was the first and last hurrah of Porsche engined Beetles. The future was going big on the Beetle engine and that meant the mighty SPG roller bearing stroker crankshaft. A customer wanted one quickly. He had already ordered one from Cartune, that neat VW tuning firm that had been going since the early '60s, but for some reason they couldn’t supply one quickly enough. Aha! My chance to steal a march on them. I would go to West Germany and collect one from the factory. My distant schoolboy German plus phrase book to hand amazingly established by phone they had one. Well, I thought that’s what they said! So on to Zurich by a rear engined BAC 111, followed by a rear engined 'you know what' over the Rhine like many before me, then turning right to the Black Forest area where SPG were based. It was apparent SPG used a lot of migrant labour who, off work, resided in bunk houses alongside the factory, but on being shown around by the Beitriebsleiter (boss), the main product looked like lawn mower cranks. They were everywhere. Their bread and butter, I suppose. But then, in a quiet corner of the factory, my first sighting of the legendary SPG VW

stroker crank. Shiny ground mini flywheels either side of the dinky copper plated one piece conrods, it presented a magnificent sight. It was the correct one too - 82mm stroke 34hp, so all seemed to be in ordnung! Time to make tracks, but first it was taken back off me, Bitte, only to return a few minutes later neatly packed in a cardboard box! Danke. However, on my return to Blighty and eagerly opening the box all was definitely not in ordnung. The mighty 82mm 34hp crank had turned into a midget 74mm 30hp! What on earth were they up to pulling that one on me? A phrase book in hand phone call did not bring much joy either, just ‘Nein, it is impossible we make a mistake, Ja’!! However, to their credit, following a suitably worded telegram from the phrase book, they promptly sent over (by air) the correct crank, but I’d ended up buying two when I only wanted one. I wished I’d left Cartune to get on with it in the first place! Anyway, the 82mm crank went into a road rally Beetle on twin 40 DCNs . The performance was incredible, a new dimension, so much so someone even came up to me and said………………….. ‘Got a Porsche motor in that mate?’ PS. And what happened to the 30hp 74mm crank? Well later on someone wanted to uprate his 30hp engine. I had a new 30hp crankcase and some overbore 78mm pistons, so built up a 1491cc engine. Fitted a Nikki twin choke carb and adapted a BrabhamLukey tuned exhaust. Went quite well. Wonder if it’s still around? PPS. SPG? Went on to take loads of roller cranks off them and the right ones always turned up! It was simply Wunderbar!!

Words: Gill Cave

Greener Drives Ahead? FOR MANY YEARS I’ve loved driving a classic Beetle. Approaching its charmingly friendly shape, opening the door to a piece of history and then taking the controls of something unique and special has always brought a smile to my face and brightened my mood. When I say unique and special I mean it too. I know there are still thousands of Beetles out there but each and every one, like all classic cars, is unique and special – a result of the personal history of the car itself being shaped by its owners throughout the years. Just like the story told in an episode of the TV show Who Do You Think You Are? Imagine the tales of triumph and tragedy that might be told. But more and more over recent years I have found myself facing a moral dilemma. How do I reconcile driving my old Beetle just for pleasure with my desire to be a good global citizen trying to live a greener life? We are frequently reminded to reduce unnecessary car trips, and as much as attending VW shows or taking a road trip through some stunning parts of the country are good for my mental wellbeing, I can hardly describe these journeys as absolutely necessary. So what can classic car users do to balance this particular carbon equation without giving up the use of our beloved cars entirely? One way

is to offset the CO2 emissions from the travel by buying carbon credits in projects that reduce greenhouse gas emissions. The ideal scenario, from the planet’s perspective of course, is to offset all travel miles but if that’s not affordable then I think aiming to offset all 'pleasure miles' is a good start. The first step then is to calculate how much CO2 is generated by the distance travelled. The Carbon Footprint website - lets you calculate your car footprint separately and is easy to use. It has a drop down list for choosing year of manufacture, make and model. Needless to say, it doesn’t have an option for cars as old as ours but you can select 'Other' and then proceed based on more general classifications. As far as offsetting options you can consider buying carbon credits in projects that relate to energy efficiency, renewable energy or forestry projects. There are many carbon offsetting schemes around now, some more effective than others, so if you do decide to offset your travel miles look for a scheme that is government approved or that can be otherwise verified. And then jump in your classic and enjoy the drive.

Artwork by Ailene Christopher

Birth, Volkswagen

FOR MOST PEOPLE, when you buy a car you buy a form of transpor f r o m A to B w i th l i ttl e f u s s . . .

Me? Well my route was a little different as 17 years ago I decided I w h a d th e m a n d th e y ' d be e n to B u g J a m a n d th e n s pe n t w e e k s a f te r th e

So, in 1994, I didn't buy a car when I bought my 1967 Savannah Beig to change my life forever!

At the time, my daily was a fairly modern and occasionally reliable Au something nonsensical to my family and everyone else around me, ap travel up to 50 miles a day for work, buying a Bug seemed the ludicro

As soon as I became the proud owner of my '67, I started to notice th th e f i r s t f l a s h I th o u gh t I ' d go t a pr o bl e m , bu t a f te r th e s e c o n d I r e a l i owner would understand... I knew now that this was going to change

Over the next few months I became friends with several other local V owning friends, I decided to start up a local VW club: FLF4s (Fun Lovi th e o r i gi n a l m e m be r s .

W o rd s & P i c s : A l i s t a i r C o x

Needless to say, we weren't alone and we soon had 20 - 30 other airc amongst friends, I knew I was part of something big.

As the years passed, the club scene became a huge part of my life. H became the norm. In 1997 we managed to have a local evening cruis This was in the days before the powers of the internet and was all don pe r s u a de F L 4 T m a ga z i n e to c o m e do w n a n d j o i n i n th e f u n o n o n e o f J o n n y ' 5 th G e a r ' S m i th a n d I g o t l o s t g o i n g h o m e . . . E d) . S o m e pe o pl e here to stay.

The club scene became a large part of my life, from the inception of o together of the local VW clubs which ultimately formed the Volkstorqu years later. I still find myself at the heart of this scene.

With the average UK V-Dubber having around 2 - 3 shows per weeken bu n c h f o r m e to a tte n d a r e th e l o c a l l y o r ga n i s e d o n e s , w i th a bu n c h o with nothing more than one acoustic guitar, a pile of wood and a light Heres to the next 17 years!

n, Death

rt. Something you can jump in each day, turn the key and get

wanted a Volkswagen. It had to be a Beetle; my friends at work e event extolling the virtues of this new life they had found.

ge Beetle, I bought into a lifestyle. Something which was about

ustin Maestro, so buying something 25 years old seemed part from a few of my friends who 'understood!' Given I had to o u s o pti o n .

he flashes and waves from other VW owners as they passed. At ised it was a sign. It was something which only a fellow VW e my life forever!

V W o w n e r s a n d i n 1 9 9 5 , to ge th e r w i th a c o u pl e o f o th e r V W in' Flat Fours). We're still going to this day and still with many of

cooled VWs attend out meets. For those 3 hours every fortnight

H e l pi n g to o r ga n i s e m e e ts a n d c r u i s e s w i th o th e r l o c a l c l u bs se to Ironbridge, which attracted no less than 76 air-cooled VWs! ne by word of mouth! Heck, back in 1999 we even managed to on f o u r c r u i s e s ! ( Y e s , I r e m e m be r i t w e l l – a n e x c e l l e n t da y u n ti l e moved on and others took over their place, but I knew I was

our local VW club in Telford, Shropshire and then the bringing ue Midlands VW community - - some 17

nd to choose from, we do get rather spoiled. But the pick of the en of like minded friends from local clubs, getting together in a field te r to ge t th e c a m p- f i r e s ta r te d!

Words: Paul Cave

THE VIEW FROM the window isn't something I care much to think about, or even want to remember. In fact, now I do think about it, after all those years of driving safely, the sequence of events viewed from an angle most peculiar has almost slipped my mind. There's a certain fuzziness to it all. Patches of dark and patches of light. And the noises. Good grief! I hope you never have to hear them; certainly best left to the imagination. Of course, I was upside down at the time, gliding (probably the best way to describe it given the coefficient of friction) on the scaly bitumen, leaving a trail of sparks behind, a growing hole below my head and a plethora of camping paraphernalia – pots, pans and the like - strewn randomly upon the Queen's highway, losing their way via the rear door opening that spontaneously occurred shortly after touch down! The violent swaying and subsequent impact into the earth bank, just moments before, had caused me to lose control and bent one steering track-rod simultaneously, pushing the nearside tyre tight against the chassis rail so it couldn't move left, right or even rotate. With one wheel and tyre pointing forward and the other at right-angles, pinned to the chassis, there was little hope in controlling the slide I suddenly found myself part of. First 45

Ups Stuff


degrees, then 90 degrees (that one really hurt!), then 135 degrees and finally one-hundred and eighty! Oh well, better enjoy the ride... It's not something I'm particularly proud of, rolling a Splitscreen bus on an English country road in East Sussex (anywhere else would've been fine... boom, boom!). I was following a mate in his own Splitscreen bus. He'd negotiated the bend quite well, considering his kingpins had about 10mm of play in the bushings and his steering a mind of its own. My 'pins were as tight as tight could be. In fact everything was feeler gauge perfect. Even the notorious sloppy steering box was spot on. So what happened? How did I stuff up so badly? Part of life's rich tapestry is learning something positive from the 'stuff ups' we make, and boy have I made a few. No excuses. Is anyone so perfect? These so called 'lessons in life' that we have to undergo in order to become a wiser being do we really, really have to? Like the classic 'always use axle stands when under a vehicle' message our fathers tell us. If you're ever going to lift a wheel off the ground to work on a vehicle, don't be a dummy and rely on a jack. But - don't be a dummy and rely on axle stands that are sitting on squidgy ground either. Whatever the cause, I know my father once

had his van (yes, I am the sad offspring of seventies custom van man) perched in the air only for the whole lot to tumble under the laws of physics, the predicted force of attraction between van and earth, and tumble downwards upon him. Well, towards him at least; saved in the tiny space afforded by the van crunching sideways into the house... Oooh, that was handy. Who put that there? As kids we briefly got given driving lessons in the front yard. Seventies van man had just bought a beauty of a Morris Minor saloon for a friend, with a couple of quid in it for him to sweeten the deal. One phone call and the car would be delivered. Still, whilst we've got it why don't we take it for a spin instead, eh? Forwards and backwards. So that's how you use the clutch, brake and accelerator. You try. So I did. Passed. Easy enough... Next we turned the steering wheel. Bit tough on soggy dirt but I soon got the hang of it. Then it was the turn of my baby brother. Some 4 years younger than me, just 8 years old at the time, he could barely reach the pedals. Not a problem. Gently forwards we went. Gently backwards. OK? Now you try. Easy does it... Look out! Someone who was keen on riding a moped at break-neck speed around the garden was about to be let loose with someone else's piece of smart machinery. You could say the writing was on the wall. That's when the confusion must have set in - just as he sat in the driver's seat. Accelerator on the right, brake in the middle and clutch on the... No. Er... Brake on the right. Ah sod it. I can only imagine what was going on in his mind. It wasn't his fault. Push it to the floor and lift and go. Once again the house proved its worth at preventing the worst because it saved the little car from propelling itself into next door's place. The front of the car was squashed, the impact zones of the

British car industry proving their worth - tested against the might of bricks and mortar. She suffered a few scratch marks, some broken concrete cladding and a shattered cast iron gutter pipe, but all up she was a bit of a strong beast, our house. After my own accident in the VW bus it took me a while to get used to going around corners – in anything with four wheels. Everything felt like it was about to topple. Once the campervan had been knocked into shape and set-up for the road it was a slow journey anywhere for a month or so until body, bowels and mind were once again in sync. The bus looked a little worse for wear, but she was back on the road and faithful as ever. What caused the accident in the first place? Well, if you jumped to the conclusion that it was teenage reckless driving you'd be wrong. It was only upon closer examination and the obvious discussions that followed (how embarrassing...) that it became clear that the last thing swing-axle buses need is a faulty shock absorber to exacerbate an already topsy-turvy design 'caricature'. Yes, my friends, next time you replace the shocks on your VW or Porsche make sure you use a really hefty large washer. Then, when the shock works its way off the rubber bush over time (because some silly sod who should've known better advises you to retro-fit better rubber bushes into half decent shocks...) you won't have to go through the pain I went through. Did I tell you the story where several trucks almost ran over my legs at night on a motorway? I was saved from certain death by a spooky pair of police officers. What about when Pop spun his rear tyres on my flattened feet? No? Oh yes! More horror stuffups in the annals of a magazine editor that should know better. How embarrassing! ;-)


HERE'S A QUESTION FOR YOU. Brand new Mercedes or Audi (middle of the range models, I'm afraid...) or classic car? I pose the question on two levels. Firstly, in the case of what happened to me about fifteen years ago, or more precisely what happened to my wife about fifteen years ago, and secondly, what happened to Shane Balkowitsch just a couple of years ago. In my wife's case she was an employee of a multi-national outfit. As part of a well structured team she had reached that point in her career when she was offered a

company car, so that she could drive overseas clients around to where they had to be, from point A to point B, and back again. Hmmm. Mercedes or Audi? Decisions, decisions... You know what? She took the small 'cash adjustment' and chose to keep her '65 Volkswagen Beetle daily driver. If it was good enough for her, it was good enough for high-flying executives landing at Heathrow International. Shocking! So, this time you're self-employed. No high-flying executives landing on your doorstep to usher around. It's time to buy a car. Something nice, something with style,

something as individual as you are. Will it be the Mercedes, Audi or a classic car? Well, you could look at it this way. The money you would have spent... and let's not forget that all important depreciation factor swinging in your favour year on year, you're going to end up with something so unique, so YOU. Shane's choice? Need you ask? But 356s aren't exactly replicated showroom fodder, so research was required and the Net threw up lots of Porsche porn to drool over. The 911 wasn't his thing, but the 356 style was, once you removed the weighty attributes of safety, and pepped up the power for more punch. Shane, who lives in North Dakota, USA, a state that sits 'northcentral' and borders Canada, hadn't even seen a 356 in the flesh. But as you do through the web you look and you learn and, if you're smart enough to realise the thing that you're about to invest a small Merc's worth of dough into, you seek out a decent guy to help you purchase something just right. Well, purchase is one way. To rebuild is another. That decent guy was forever almost retired Bill Hamilton of Hamilton Classics in Texas – – someone who freely admits to being an advocate of 356 Porsches over all other types. Shane, due north, contacted Bill, due south, and the team built-up a picture of what Shane wanted and what Bill could build him over a distance spanning America's mid states. A one way flow of instructions? Hardly! Bill's a master at his craft and has the knowledge to make dreams come true.

So ideas floated around between the two of them, and Bill veered Shane towards a 356C with all-around disc brakes, a good transmission design and about as modern as it could get in terms of Porsche development at that time. The right car was sought, media blasted to reveal years of damage and, much to Shane and Bill's delight, found to be in fairly good nick. Some poor repair work to the nose area at some time following an accident was the only major concern, but all up finding a car in such a condition was a great start to what has turned out to be a great Porsche. Now Outlaws are, let's be fair, not everyone's cup of tea. Losing the aesthetics of the bumper-line, lowering the stance, fitting nonfactory alloys, headlight grilles and suspension aids, plus streamlining the interior and the exterior of superfluous necessities doesn't always cut the mustard at concours events. However, the execution of the build and the final result must surely be worthy of credit. Let's begin with the paint. The '65 Porsche does not wear 'silver'. There are, as many Porschephiles will tell you, many shades of silver and if you're going to order something from the showroom why not go one better and order something from THE showroom of showrooms. 'If we are going to do silver,' said Shane, 'let's do the silver of the first Porsche ever, the famous K45-286.' Jens Torner, the Porsche museum curator in Germany, was most helpful in this fine detail. That is very special indeed. The white stripe? Well that was Shane's idea too, but Bill

Opposite: Bill Hamilton (left) and Shane Balkowitsch in front of Shane's '65 Porsche

Original Porsche Specifications From the Certificate of Authenticity Year: 1965 Vehicle Identification Number: 222063 Model: 356C / 1600 SC Karmann Coupe Production Completion Date: February 19th, 1965 Number of 356C Coupes Produced in 1965: Only 1101 Number of 356C Coupes with SC Engines in 1965: Less than 500 (very small number for worldwide distribution) Transmission Number / Type: 85879 (741/2C) Original Paint Color / Code: Ruby Red / 6402 Interior Material Color / Type: Black Leatherette / B Optional Equipment: Ventilated Chrome Wheels with Phoenix Tires (165/15) Suggested Retail Price in 1965: $4,685.00 Previously Registered to: Richard Rittiger, S. Pasadena, California, April 1983 Last Registered to: Tracey Cameron, New Haven, Connecticut, May 1985 Sold to Peter Burns by: Pray Porsche, Greenwich, Connecticut, 1986 Shane Purchased from: Peter Burns, Wilton, Connecticut, July 4, 2009

wasn't convinced, at least for the 18 m the fact that it was for keeps, Shane ha are the door mirror mounting holes and polished stainless four-pipe system fro and the addition of a licence plate light feature, of course, dating back to the s improved acceleration due to the now l steering damper too. A heavier duty fro and a half inches. This car was originally sold with Por muscle. A figure that was good enough by fitting low-profiles, it follows that su is to regain some of that lost performa

months build time. Individual it certainly is then. Knowing how unique this car would be and ad no hesitation in asking Bill to make almost irreversible changes to the body work. Gone d the bumper bracket cut-outs. The exhaust cut-outs also disappeared in anticipation of a om Stebro. You'll have spotted the Porsche Spyder wing (fender) mounted rearview mirror t now that the rear bumper mounted lights have exited centre-stage. Minilites are a period sixties and these carry Z-rated Toyo RA1 205/50 low-profiles for flatter cornering and lower gearing. Adjustable Red Konis occupy each corner and to supplement there's a Koni ont anti-roll bar aids in the corners, as does a subtle lowering job all-around by about one

rsche's 95HP 1600 mill, a beast that would crank up to 5800rpm to deliver that kind of h to propel it at speeds of 110mph. If the gear ratios have been knocked back a peg or two uch top-end speed in all gears will be immediately lost with the stock engine. The issue here ance by creating an engine capable of revving higher, but one torquey enough throughout

the mid-range to enable a fair bit of acceleration whilst getting there. To this effect, working in conjunction with Competition Engineering, Bill created a superb package that on paper delivers around 150BHP from an increase in capacity to 1883cc. Those extra 301 cubic centimetres make all the difference in the torque department, and add a little horsepower too. What adds a lot more horsepower are some trick racing bits. The cylinders are billet Nickies with JE lightweight 90mm pistons. Yes, we are talking expensive and high quality components here. The stroke of the crankshaft remains at 74mm but is now a Scat forged and counterweighted beast. Super strong Carrillo connecting rods ensure the higher revs don't cause havoc in the case. Revs? Beyond the measures mentioned how do you achieve a comfortable 150 horses, if not by breathing extra revs into the powerplant? It follows, therefore, that the camshaft has been swapped for something with balls (LN Engineering Performer) and the cylinder heads (also from LN Engineering) now feature CNC designed chambers. Bridging the gap between new lifters (followers) and tougher valve springs are a set of chrome-moly pushrods. The fuel flows down a pair of twin choke Weber 40IDF carbs and is ignited by a mix of Pertronix ignition system and, wait for it, Bosch Blue Coil. Together with the Stebro 4-tip custom exhaust the drive is enough to make you grin from ear to ear – The inside cabin space hasn't been reduced to the minimum, as you might think it would be on a car like this. However, the seats (the o.e. fitments are quite hefty items in fact) have been shelved in favour of some lighter Speedster buckets with simple WWII B2 bomber lap-belts, and the

We've put a couple of computer wall-papers together for anyone wanting to lavish their screen with Shane's Outlaw. Head over to and download yours

classy bakelite and chrome dished o.e. steering wheel has been replaced by a lighter period racing woodrim item from Derrington. Aluminium pedals rise above hard-wearing carpet and cloth. Some creature comforts are not worth taking away, although Shane remarks that the sun-visors lost the battle, not so much as a weight-saving exercise but rather a 'who needs them anyway' exercise when shades are compulsory in a car like this. So what of the journey? The build time at Bill's was close to 18 months. From Shane's point of view he was many miles away in one respect, but so close to the build via constant phone and email contact that he felt he drove it from the outset and could enjoy being part of it. This wasn't a 'handover the cash and leave it to me' sort of build. This car is what Shane wanted. It's how he envisioned it from all those web photos, from all those late night chats on the 356 Registry message board, and it's

how Bill took those ideas and put in his experiences into fashioning a car that is as good as it looks. Miles may have separated them, but the end result is one awesome Outlaw to be proud of. A true joint effort. Thanks for getting in touch with us Shane and sharing your story, and thanks Bill for providing the world with an Outlaw to be proud of. And special thanks also to Kevin Marriner Jr of 20b Photography – – for taking and providing such great photos for us to work with and also to Bill Hamilton for the sexy exhaust and barrel and piston photos. AC

Aircooled Classics Magazine caught up with... Dubs and Classics

Downham Market, Norfolk, UK With the use of a digital camera and an email it's possible for workshops up and down the country to email us and get their business in the limelight. After running some info on Retro Performance – - in issue 1 and their own Drag Beetle project (good to hear the gremlins are sorted guys and the car's launching well – more later in future issues) we were contacted by Dubs and Classics – - over in Downham Market, Norfolk.

Cookin' Cabrio You're never going to find a photographic studio 'round the back of a full-on engineering and paintshop workshop, so what you see is really how it is; work in progress – raw and unfinished. But it's the start of a story and, in Jon Cooke's cabrio case, the start of a very long journey indeed. Dubs and Classics work closely with engineering specialists Flatlands Engineering – – based in King's Lynn, Norfolk, who have been busy with a whole range of chassis upgrades. These include: Porsche 902/1 5 speed gearbox via Bug@5Speed; Early Porsche 944 Turbo rear suspension with 4 pot Brembo brakes; Porsche 944 S2 front hubs / spindles; Avo slimline struts and 4 pot Brembo brakes up front; VDub Engineering front strut brace & 5 bar Käfer rear brace; Modified seat mounts fully electric seats Porsche seats; Fully restored chassis including AN fitting based dual fuel lines and copper brake lines;


All lines have been routed via the chassis spine. Meanwhile, Dubs and Classics have spent their part of the bargain bringing up the cabrio body to decent spec. Jason Ford, proprietor of the business explains: 'When we got the body back from the shotblasters it was in a bit of a state; the usual rust, years of patching and interesting repairs, as well as evidence of a shunt to the driver's side, which had bent the sill strengthener / heater channel.' At this point Jon did consider looking for a better starting point. 'However after much consideration we decided to stick with it. Wherever

possible German panels from Hoffman Speedster and Volkswarenhaus were used.' The list of body repairs include: O/s heater channel / sill strengthener; Both A posts; O/s A post reinforcement panel; Both B post reinforcement panels; Both front 1/4 repairs; Large rear 1/4 panels both sides; Complete luggage area floor; Sections of all 4 inner wings; Front panel; Rear valance; Complete door skin and lower inner repair n/s as well as repairs to both door top edges and oversized hinge pins; New hood mounting points fabricated; Modifications to the rear inner wings to clear the K채fer rear brace bars. 'On Jon's instruction we also modified the steering column mount to allow us to fit a modified Mk4 Golf adjustable steering column and cut out the area behind the rear number-plate to allow a steady flow of air into the Porsche fan. The plate sits on stand-offs with discreet LED lights built in to the screw heads. We also widened the rear bumper by 80mm with a section cut from a donor bumper so the ends sit correctly in relation to the oversize CSP rear wings.' There's also: Solenoid bonnet catch; Hooky's Hi Pacs; Removable rear valance with Dzus fasteners. So what will power the cabrio? 'A street orientated Type 4 (via ) with the exact specification yet to be confirmed. I hope it fits!'

And for paint it's heading for a lick of VW Brilliant Orange with all the chrome being turned satin black. So from a Kiwi's head sprouted a German Looker, built in England and, wait for it, heading to Australia.

You've Just Been Tangoed What about the roof chopped Beetle project with the tangoed wheels? That's Jason's own toy and anyone who knows how difficult it is to pull off a decent roof chop on a Bug with so much metalwork will give heaps of credit for this piece of artwork. 'I originally bought this car with the intention of just restoring and selling it, but on closer inspection it soon became clear that it needed too much work to make it profitable,' explains Jason. 'So I decided to call it my own and have some fun with it (must stop doing that...). So far it has had a 4 inch roof chop, 6 inch narrowed front end, 8J banded wheels with stretched tyres and obviously the usual numerous metalwork repairs.' 'The plan for this car is a '70s race-car inspired paint job, white body, anthracite wings, orange wheels and graphics etc., etc. The pan will be fully detailed and finished in orange...' 'Just to be a bit different, in the engine department I am going to attempt to do an upright conversion on a W code VW412 engine that ustilises the Bosch D Jetronic injection setup. Yes, I know it would be easier and faster to twin-carb it, but I just like the idea of a stock D Jetronic in an upright configuration...' We'll have to return to this garage some time soon, me thinks! More info can be found at:

[ In this issue I want you to familiarize yourself with a twinchoke IDF carburettor. Every year new people, good people, become lovers of classic Volkswagens and Porsches and go on to modify them in one way or another. Our editor is testament to that! One of the most popular conversions available, albeit a pricey one, is the twin-carb conversion, and the most popular is the Weber 36 or 40IDF. Here's one I recently bought. It's one of a pair, once fitted to an Alfa Romeo. No bother. It was cheaper than a VW or Porsche one... So look you must. There are a few differences - mostly to do with age. Observe. The parts marked in the photos are the ones that you should pay special attention to. I will explain more in the next issue about what you need to know for fitting and adjusting too big to add to this chapter. A - I call this the 'stack' holder. B - This is the air-correction jet (note the size stamped on it - 190 or 1.90mm)

E pi s o de I I Taming the Screw With Dr Spitzenfahrts


C - The 'mixing tube' or emulsion tube' (part no. F67) D - The main jet (size140, or 1.40mm) E - The auxiliary choke - it is one of the ways fuel (petrol and air) is drawn into the airstream as air rushes down through its length. You can see an outlet slit if you view the second photo. F - The main choke tube. As this is a 40 IDF carburettor it has a 40mm bore running through it. A 36 IDF has a 36mm bore running through it. So the choke is 40mm in diameter on the outside and has a specified inside diameter. In this instance it is 32mm, but it could be less or more. There is a limit to how much less or more of

course! G- The idle jet. It's tiny. Sometimes you'll find it in the position shown and sometimes it will be in the side wall of the carburettor. H - The accelerator nozzle, or stompenundegassen nozzle. So called because everytime you stomp on the gas pedal it squirts a neat bit of petrol into the carburettor. The brass square piece and ball-bearing act as a non return valve. Be careful if yours is the carburettor where you have to use pliers to remove the nozzle. The brass piece and ballbearing sit below and may go whizzing across the workshop never to be discovered. Some nozzles are held in place by a little screw.

I - Thottle plate or butterfly. The number stamped on the base (83 in this case) is the angle of degrees to the side-wall of the main bore. I think not a lot of people know that!


WE NOW CONTINUE Jake Raby's delve into tuning the Type 4 engine for performance. We've left some of the images and tool list necessary so you don't have to go back and refer to issue 1 - unless, that is, you completely missed the first instalment (there are three in total).

Valve train geometry is important and MUST be checked when any of the following characteristics of your engine have been changed. Performance camshaft installed (no matter how mild!) OEM camshaft reground (altering its base circle) Aftermarket lifters installed (questionable pushrod cup height) Cylinder length altered Cylinder shims added Cylinder heads resurfaced Cylinder head gaskets removed (per the VW bulletin) Valve seats cut (dropping the installed heights of the valves)

Once again ensure that the dial indicator is zeroed. Then cycle the valve fully open paying attention to the distance the valve has travelled, especially as it gets close to the values stated on the cam card. Generally your first attempt will only get you within 0.040” of your goal, if you are lucky. Don’t get frustrated if your numbers are pretty far off base from the specs on the cam card; it will just show you how ineffective 'default' settings are in this area and what you might end up with if you hadn’t completed these processes. Now is where things get interesting.

The following parts of the processes require perseverance; trial and error and patience. If you lack any of these stop the processes and come back to it later. If you happen to be the type of person who chooses to create mathematics formulae and models to simulate these processes, give up right now and come back to the real world. Then understand that most of the biggest mistakes that are made in this area are made by Engineers, software geeks and those that choose to put their emphasis in trying to out smart the engine on paper! Let the dial indicator do the work; you just pay attention and leave your software and slide rule in the office. I have had literally dozens of individuals try to come up with jigs, tools, software and formulae to get through these processes. They wasted more time than anything else, but most of them also wasted components because they spent their time paying attention to something other than the engine. That’s a HUGE 'no-no'. Each of you that are working through these processes have

WORKSHOP different engines with variables that are also different. This spans from camshaft to the other seven impacting factors discussed previously in this article. Due to this you will have to enter the remaining portions of the article knowing that 'results may vary'. On my first cycle my net valve lift with the RAT 9550 and a default pushrod of 27.1cm came out to 0.400”. Not bad for a first cycle as my net valve lift goal is only 0.423” (0.6mm greater). Based on experience with this cam I decided to shorten my pushrod length very slightly (1/8 turn) and then compensating for the reduction in pushrod length by an adjustment of the 911 valve adjuster. Take great care to ensure that you only move the adjuster enough to get back to the 'zero lash' that you familiarized yourself with earlier in the processes. When you are at true 'zero lash' you will be able to rotate the pushrod easily, but not feel any lash in the rocker arm assembly. With the pushrod slightly shortened and the adjuster compensated, cycle the valve open again and note the difference in the new total valve lift value. According to your combination you may see a gain OR a reduction in total lift. There are no rules here because of the vast amount of variables being present. This is common sense if you lost net valve lift from the first cycle then you went the wrong way with the slightly shorter pushrod and your combo may want a tad longer pushrod with the adjuster compensated for the alteration. Remember that this is a 'trial and error' procedure, so no big deal!


Adjustable pushrod with span from 26.0-27.8 cm. Dial indicator with at least 1” of measuring travel. Cutting tool adequate for cutting of the pushrods. Vernier caliper with 11” of travel. Various hand tools for installation of measurement devices and checking components. Engine stand capable of rotating the test engine 360 degrees and capable of firmly locking at 90 degree intervals. COMPONENTS

Type 4 engine completed to “Longblock” state without pushrod tubes installed, equipped for SOLID LIFTERS (This directive does not pertain to Hydraulic engines). One rocker shaft complete with modified 1.7L rocker arms and solid spacer. Porsche 911 valve adjusters with nuts (NOT IMITATIONS!). Set of 8 cut to length pushrods without tips installed. Rocker studs, installed.

Keep cycling the valve with slightly altered pushrod lengths, always compensating for the pushrod length change with an adjuster movement, always keeping the 'zero lash' in the sweet spot. With my engines, after 4 cycles and 3 slight pushrod reductions I ended up with 0.420” net valve lift, well within the +/- 5% rule that we created earlier in the article. ***NOTE It is sometimes possible to net MORE valve lift on the intake valves than the cam card calls for. If this happens take advantage of it within the 5% range. If you end up with more


than this for net lift, start questioning the cam card for accuracy. Don’t allow the intake side of things to go over 5% more lift than the card specifies. If this happens you may actually imbalance the port flow of the heads as it is very odd to ever get the full net lift from the exhaust side of the engine due to the rocker arm ratio and rocker/head design.*** After reaching your goal with the total net lift it is time to tackle the second portion of the goal on the intake valve: attaining proper valve/valve adjuster alignment at ½ net valve lift. After reaching this you’ll go on to the exhaust side of things if your camshaft is a dual pattern cam with altered specs on the intake and exhaust valves. With the pushrod and measurement devices still in place and unaltered on the intake valve the next steps are to ensure that your 'sweet spot' for net valve lift is also not creating side loading on the valve at ½ the net valve lift. This is THE most important part of these processes and what you have been working to manipulate from the beginning of this article. It is important for you to understand that a few thousandths of net valve lift should ALWAYS be compromised in favour of better adjuster/valve alignment. This alignment is what wears components and promotes engine failures; it’s your biggest enemy. This is the point where your full valve lift values need to be used to determine the true 'half lift' position of the valve. We will use my engine as an example. I was able to attain 0.420” net valve lift from my arrangement. By dividing this value by two I came up with 0.210”, so my 'half lift' point will be at 0.210” of valve travel. It is important to understand that your 'half lift' value is NOT what the cam card specifies divided by two - it’s the actual net lift that you attain by doing these procedures that is to be used. My cam card specified 0.423” but I came up with 0.420”. Now that true 'half lift' has been calculated, cycle the engine clockwise to this position and then pay very close attention to the valve/adjuster relationship. This is the point where the valve and valve adjuster must follow the same plane; they must appear as one unit. Imagine them as being one solid piece, that’s how straight they should be. If your valve/adjuster are not totally straight you will need to either alter the pushrod length or install correction shims under the rocker arms. The specs of your engine will dictate which route to go. I always make an attempt to alter pushrod length slightly to correct misalignments of valves/adjusters when I am working

WORKSHOP If your cylinder heads have been equipped with dual valve springs, we recommend that the inner springs from your test valves be removed as they will exert unnecessary force onto the adjustable pushrod as well as all valve train components right down to the camshaft. They will also increase the force needed to cycle the engine, requiring more user input.

Porsche 911 valve clearance adjusting screw. We liked it so much we wanted to show you again!

with these processes. 90% of the time with our cams the best results will be found with this method, instead of adding correction shims under the rocker arm assemblies. If you plan on working in this manner do yourself a favour and remove the measurement device, rocker arms and be careful NOT to alter the length of the pushrod, at least not yet. This is due to the fact that you spent a lot of time finding the optimum pushrod length and smart people will measure that pushrod PRIOR to altering its length to correct alignment issues. If you do this you can always default back to your optimum pushrod length to swap approaches to curing the alignment issues, if you have to. It’s a good insurance policy. Now that you have measured and recorded the pushrod length, reinstall the rocker assemblies, pushrod and measurement devices and ensure that you are back at 'zero lash'. You should be as long as the pushrod length and adjuster have not been altered. With everything back together, SHORTEN the pushrod by 1/8 turn and then compensate for the change at the valve adjuster to attain 'zero lash' once again. At this point cycle the engine to the previous 'half lift' value (mine was 0.210”) and see the results that your change made on the geometry. You may find that the results are satisfactory or that they have been made worse. If the latter is the case you may have needed to LENGTHEN the pushrod instead of shortening it. If that’s the case, no sweat. Just go the opposite direction and remember to compensate for the adjustment with the valve adjuster. Continue to recycle the engine making changes, noting the results of your efforts on the positions of the geometry until you reach that perfect alignment that we are looking for when the valve and adjuster appear to be one piece. This may take HOURS to do and if it does you’ll understand why our work is not cheap as most of our engines have EVERY cylinder set up individually, usually taking a full day of labor. When all is said and done and you have achieved a satisfactory result you can then cycle the engine back to full lift and see what the new total lift actually is. As long as it’s within 5% of the cam card you will be fine as you must remember that ultimate geometry is well worth a few thousandths of net valve lift. If you lose more than 5% of your lift you may have to consider starting over and using a correction shim under the rocker pads to try and overcome the alignment issues without losing lift. It is important that I state the fact that it’s sometimes impossible to achieve ultimate geometry without the use of a correction shim under the rocker arms. If you were able to complete the above processes with satisfaction, skip this portion of the article, if not pay close attention to these procedures. I start by going back to the default pushrod length of 27.1cm and then installing a 0.015” rocker pad shim under the rocker assembly. I do NOT alter the pushrod length. I simply use the valve adjuster to get back to 'zero lash' and then begin all the processes over again and note the differences that I have gained with the correction shim in place versus without it. If the alignment is better than previous, but still not perfect, I go up to a 0.025” or 0.030” correction shim and then repeat the processes and cycles. Typically, at this point you will see great benefits or you will see great issues with the alignment, and at this point you must decide which of the previous set-ups gave you the best alignment with the default pushrod (the only engines that should need more than 0.030” correction shims are equipped with longer than stock valves). 99.5% of readers should NEVER need more than 0.030" pad shims). When this is decided, put that set-up back under the rockers and then complete the procedures by slightly changing pushrod and adjuster positions, keeping always in mind that you MUST be at 'zero lash' to do any measurements accurately. Continue cycling and noting the differences until you reach the best valve/adjuster alignment possible. The final instalment will be in Issue 3.

VW Heritage celebrates 25th birthday with 25% sale! More than 1,000 VW enthusiasts and their cars came out in force to mark VW Heritage’s quarter of a century at Brands Hatch. The one-off party, which was part of the monthly German ‘Prept’ car meet, encouraged the air- and water-cooled scene to ‘Unite 4 2nite’ summing up VW Heritage’s position well within both camps. Alongside the show and shine at the birthday event, which automatically entered every VW on site, the bar was open for food and drink and music played all night courtesy of the Sweetland brothers. Behind the scenes the obligatory birthday cake washed down with a limited edition VW Heritage Birthday Beer did the job just fine for the staff and old friends that were revelling into the night!

'To Ryan and Anna at Prept: a huge thank you for inviting us and a few friends to your event. We are sorry to the latecomers who had to park and walk in; we honestly never imagined we would be filling Brands Hatch to capacity! To those who couldn’t be with us, your birthday messages have been great and really do make us proud to be in the VW scene.' Now VW Heritage is looking forward to celebrating the rest of its special year with a 25% off sale. More than 1500 parts from every corner of its huge range will be discounted online from September, while stocks last. Only VW Heritage with the largest choice of custom and classic Volkswagen parts in the UK could bring you an offer this big! To take advantage of this mega sale. Go to: For further details visit the VW Heritage website: email: Tel: 0845 873 7250 / Int: +44 1444 251274

Advertorial - VW Heritage

David Ward, MD of VW Heritage, was overwhelmed by the celebrations. 'What an incredible evening, and such a great way to celebrate our 25th birthday surrounded by the people who helped us get where we are now.'

It’s August 12th 1969, the summer of love, and for one lucky student from Lake Tahoe a very lovely day indeed. Gerald Ahlstrom, a student, was about to take delivery of a brand new Porsche 911 2.0S. Little would he know at the time the adventure that car was about to embark upon! The purchase price was $4000 and he very proudly took his ‘check’ to Pardee Volkswagen in Lake Tahoe in South California. There he was handed over the keys to his new car and, as would surely be the case, happily drove it away from the dealership. This became his daily driver for the next 18 months, after which he traded the Porsche in for a newer vehicle. Then along came a local geologist by the name of Eugene Nelson from Paolo Alto, California. Gene was in the market for a Porsche 911 and soon emough he became a very proud second owner of the 2.0S. He even gave it the registration plate TECTONIC. These were the days when Porsches were bought to be used as a daily driver rather than being hidden away for high days and holidays, and use it as a daily driver is exactly what Gene did. For the next 15 years, to be precise, keeping every bit of documentation, receipt, oil change bill, etc. along the way. In 1979, the daily drive was starting to take its toll on the 911 and the engine was in need of some work, so Gene pa i d f o r a f u l l e n gi n e r e bu i l d to 2 . 2 S s pe c . T h i s a c tu a l l y c o s t more than the initial purchase price of the vehicle! It was to s e e th e c a r i n go o d s te a d u n ti l th e m i d 1 9 8 0 s w h e n G e n e decided to rest the Porsche a little and use it mostly for weekends. After all, she had now clocked up in excess of 200,000 miles. She was also treated to a fresh lick of paint in Grand Prix white, as the Californian sun had taken its toll and he wanted her to still look her best for the weekend blast. Gene used the vehicle until the year 2000 when he decided, after nearly 30 years of careful ownership, the ti m e h a d c o m e to s e l l o n th e 9 1 1 a n d l e t s o m e o n e e l s e enjoy her. The car was imported into the the UK in 2000 by an MG s pe c i a l i s t c a l l e d C l a s s i c M G f r o m L o n do n w h o h a d bo u gh t i t for a client named Fergus MacDougal. During the next 4 years the 911 spent its time in and around the capital until she was sold on. This time she was purchased by Alan at Cranford Classics and this is where the current owner, Barry Adams (Baz), found her. Baz had first seen the car a few months before, when it was put up for sale by Fergus, but when he made the call it transpired that the 911 had already found a new home with Alan, much to his dismay! Barry has a fondness for all things VW and Porsche and had recently finished a 3 year restoration of a 1955 Oval Beetle to an exceedingly high standard. He is rather


f o r tu n a te i n th a t h i s f a th e r i s a pa n e l beater by trade, as well as a trained paint sprayer and one who does not do a job by half! I have fond m e m o r i e s o f go i n g to s e e th e 1 9 5 5 Oval during its restoration some 10 years ago and watched in awe as his father carefully flatted away the dash using 3000 grit wet-and-dry! The finish, as you would expect, was beyond superb! Baz had finished the Oval in 2003 and had two happy years o f ta k i n g h e r to s h o w s , bu t n o w yearned to own a 911. Consequently, many months were spent trawling the s a l e s a ds l o o k i n g f o r h i s n e x t pr o j e c t. Eventually, he found the same 2.2S a ga i n f o r s a l e a n d a f te r s pe a k i n g to Alan on the phone decided to take the tr i p do w n to th e S o u th C o a s t to v i e w the car. He arrived in the afternoon and after going over it with a fine tooth-comb decided to take it for a test drive. About 30 minutes later he returned. It wasn’t exactly what he was expecting; it felt underpowered and something just wasn’t quite right. Alan said he’d have a look at it that afternoon and Baz arranged to return next morning to have another drive. Next morning arrived and he fired her u p f o r th e s e c o n d ti m e . No w s h e f e l t like a different machine and all it was down to was a replacement coil. After 30 minutes this time he was sold, and so was the car! The next chapter in the adventure of this 1969 911 had j u s t be gu n . After the drive home, Baz used the car on high days and dry days and having some fun behind the wheel, bu t h e ’ d a l r e a dy go t pl a n s to ge t th e car back to its former glory. He had a l s o go n e th r o u gh s o m e o f th e c a r s extensive history and decided he w o u l d w r i te to G e n e a n d s e e i f h e could get hold of any pictures or more information whilst it was in his possession. After all, anyone who owns a car for 30 years and puts over

a qu a r te r o f a m i l l i o n m i l e s o n th e c l o c k is surely going to have some fairly good m e m o r i e s o f i t! W i th a bi t o f i n te r n e t searching it transpired that Gene still r e s i de d a t th e s a m e a ddr e s s . B a z pu t pen to paper and wrote him a letter. A few weeks passed when Baz received an email from Gene, excited to hear that the love of his life had fallen into good h a n ds a n d w i th th e e m a i l c a m e ph o to s and tales of Gene’s time in the S. I n 2 0 0 6 , n o w a r m e d w i th a l l th e i n f o r m a ti o n h e n e e de d, h e de c i de d to bi te th e bu l l e t a n d c h a n ge th e s i l l s a n d o u te r do o r s k i n s a s th e r e w e r e s i gn s o f bubbling. This was the start of a four year journey, collecting many NOS parts and period accessories from all over the world. For anyone who knows Baz, when he does a restoration it has to be done r i gh t! Ne a r l y de f i n i te l y i s n ’ t go o d e n o u gh for him. So, with the sills and door skins c u t o u t, a n d a l l r e pl a c e d w i th n e w m e ta l , it was time to go over the rest of the car. There’s only one way to do this right and that’s to strip the car back to bare metal! The major re-metalling involved the r e pl a c e m e n t o f th e j a c k i n g po i n ts , k i dn e y bo w l s , i n n e r s i l l s , o u te r s i l l s , B posts, bottoms of the A-posts, sections i n th e bo tto m o f th e w i n gs ( f e n de r s ) a n d driver's door skin, which, according to Baz, is a pain in the neck of a job to do. The metal of the car was like new in the f l o o r a n d u n de r r e a r a r c h e s , th e r u s t be i n g l o c a l i s e d to j a c k i n g po i n ts a n d s o m e s m a l l pi n h o l e s i n th e i n n e r s i l l s . However, as he planned on keeping this c a r f o r a l o n g ti m e to c o m e , h e c h o s e to replace everything as at that point it was daft not to. Upon stripping the car down i t a l s o be c a m e a ppa r e n t th a t h e ’ d f o u n d a m e m e n to o f i ts pr e v i o u s l i f e i n California: plenty of Long Beach sand in the sills! It also looked like the damp h a d s a t i n th e s a n d a n d pi n h o l e d pa r ts o f th e s i l l s . T h e B - po s t h a d pr e v i o u s r e pa i r s to th e m w h e r e th e y h a d be e n c u t to a c c e s s th e k i dn e y bo w l s be f o r e , maybe, a local repair, so they set about

to c o m pl e te l y r e pl a c e bo th B - po s ts . Outer sills were delivered directly from Porsche in Solihull. The inner sills, j a c k i n g po i n ts , k i dn e y bo w l s , B - po s ts and door skins were made by Dansk, th e s e be i n g s o u r c e d f r o m D e s i gn 9 1 1 . T h e n c a m e th e ta s k o f r e pl a c i n g a l l the bright work, such as the sill covers a n d bu m pe r tr i m . T h e s e w e r e s o u r c e d from Roger Bray and were not cheap, as w e l l a s a f e w r u bbe r pa r ts s u c h a s r u bbe r s f o r l i gh ts , i n di c a to r l e n s e s , h o r n gr i l l r u bbe r s , e tc . The rare driver's side wing mirror was sourced from German eBay and is an original Talbot Berlin green dot. The original mirrors, albeit a little worn, have been carefully put away should the need ever arise to replace them again. The o r i gi n a l B o s c h i n di c a to r l e n s e s w e r e again sourced from eBay as they’ve been NLA for a number of years! T h e o r i gi n a l c o c o m a ts w e r e purchased 6 years ago just after Baz got the car. These original over-mats were sourced via eBay USA. Whilst Baz knew sourcing the correct parts was going to be costly, it had to have the right parts a n d h e h a te s to th i n k h o w m u c h ti m e h e has spent trawling through eBay Germany and eBay USA sourcing that elusive part, let alone the cost! It’s the little details with this restoration which make it stand out above the rest. Next to be sourced was a f u l l s e t o f s h o e s . T h e s e w e r e bo u gh t from BTMR in Birmingham. They are Avon CR6ZZ in the correct 185x70x15 tyres size. A racing compound rubber, they have come highly recommended by many a Porsche aficionado in the UK, so B a z r e a c h e d f o r h i s c a r d o n c e a ga i n a n d these were wrapped around his freshly detailed and refurbished Fuch alloys. Baz is a very dab hand when it comes to po l i s h i n g r i m s a n d h a s m a s te r e d th e craft very well in the past 10 years. O n c e h e ’ d go t a po l i s h e d f i n i s h w h i c h was up to his standard they were then sent back to Alan at Cranford Classics to

be anodized to the correct factory finish. All the preparation and the paint was performed by B a z a n d h i s da d, bu t th e y go t th e i r go o d f r i e n d J o h n to lay on the final coat of Light Ivory (6804G). Prior to laying on the top coat, the paint was mixed and then checked against paint cards to make sure they had absolutely the correct shade. The whole car was then treated in a fresh coat of two pack water based paint, followed by two pack lacquer in the baked spray booth at their local Ford (!) dealership. Baz sourced some matching vinyl from Cobra seats in Telford and re-trimmed the parcel shelf, door tops and rear trims himself. The underside was bare m e t a l l e d , a c i d e t c h e d a n d p a i n t e d i n F r o s t ' s PO R 1 5 , be f o r e be i n g 3 m s e a l e d a n d th e n pa i n te d a ga i n j u s t to be on the safe side! Every nut and bolt, every component was either replaced or cleaned up prior to being put back on the car. During the restoration Baz had remained in contact w i th G e n e a n d s e n t h i m r e gu l a r u pda te s o n i ts pr o gr e s s . So impressed with Baz’s dedication on getting the 911S back to her former glory, Gene decided to visit the UK

Baz! Your speedo's broken!

in 2010 and see the car for himself. At this point the car had been fully painted and the refit was well under way. Gene bought with him not only some old photographs from when it was in his ownership, but also many happy memories which he was more than happy to spend several hours sharing. If Baz ever does sell it, I’m sure he’ll have plenty of happy memories of his own, as well as a few headaches to talk about that he had along the way! The car was finished in the spring of 2011 and all that needed doing was to get the engine professionally set up. My own VWPorsche 914 needed its engine setting up so we decided to go over together and make a morning of it on the rolling road. Once on the dyno, Mick at Hi Tech Motorsport in Cradley Heath was soon working his magic. The S had been running very rich, but this was put right. Baz had been led to believe that during the '80s engine rebuild the power had been ‘lifted’ beyond standard 2.2S spec. and hoped to see the evidence on the dyno after Mick's fine tuning. It soon became apparent that this 2.2S had a little more to offer, producing a very healthy and impressive 205BHP at 7133rpm! Shame the journey home was undertaken in a torrential downpour! The joys of a typical British summer... When the rain finally gave in a few days later, Baz was at last able to get her out on the open road and see how she felt. What a difference a tweak can make! So what’s next on the horizon? The resto bug is firmly there and he is already on the lookout for the next project that he and his father can sink their teeth into. As for the 911? Baz tells us straight: That’s a keeper! AC

When Porsche first gave us the 911S they delivered their most potent race machine for the roads. The 2 litre (1991cc) flat six 'S' came with two triple-choke Webers, whereas the lesser model made do with two double-choke Solexes. The standard 911 delivered about 145BHP, whereas the 911S made around 170-180BHP. Quite a difference! However, the numbers on paper didn't quite stack up on the road. Whilst the 911S was certainly faster, it lacked the tractability of the 911 by virtue of its peaky horsepower further up the rev range. At around 90BHP per litre, any small capacity normally aspirated engine is likely to suffer with a lack of torque where you need it most. Consequently, journalists of the era commented that the standard 911 was a more pleasurable drive than the 911S in town and country traffic, for it lacked some of the 'missing torques', as Clarkson might say. With the 911S it was necessary to practice down-shifting more frequently in order to progress from medium speeds and this made journeying on anything but the Autobahn a tiring affair. Then Porsche did something special. They took the standard 66mm crankshaft and put it into a new design of flat six. It's common practice to increase the throw of the crankshaft to gain torque, but always searching for more horsepower, Porsche increased the piston bore by a substantial 4mm (80mm to 84mm). This gave 2195cc. Sadly things didn't improve as much as one might have hoped, and even the introduction of Bosch fuel injection in 1970 didn't crack it. Top end power rose to around 180BHP - 190BHP, but the flexibility of the engine, despite improving a little, still wasn't enough for comfortable commuting. It was however, if you didn't mind frequently shifting gear, Porsche's finest and fastest road car of the period. AC


THIS YEAR the Leicestershire and Warwickshire VW Owners Club, who organise the Stanford Hall event, were celebrating the 35th anniversary of Britain’s top classic Volkswagen show. With 18 classes in the enormously well subscribed to Concours, eleven of which are exclusively devoted to aircooled models, the emphasis throughout is on unmodified vehicles. These days there are also an increasing number of club displays, which usually attract good numbers and two particularly noteworthy lineups, in addition to the car-of-the-year display – 1961 to 2011. Could one of those clubs have been the Type 3? See issue 1 - Ed The first of those big line-ups is the ‘historic’ Beetle display, which now clusters directly in front of the Hall and attracts the widest selection of topnotch vintage cars with new vehicles coming out of the woodwork year-onyear. As the pictures illustrate, Splits were gathered in abundance, Ovals in profusion and following a change in the rules last year, later 30PS models aplenty. 47 cars in total lined up outside the Hall and, according to those in the know, that’s a record. Amongst this year’s highlights was Andy Axnix’s and Phil Murgatroyd’s ’49 Split finished in Henry Ford Black and the Concours Class One winner of Mike Tudor, a December 1953 Medium Brown Sun-roof model. Fully restored by Mike, using NOS or specially crafted parts where hen’s teeth are the order of the day, this was a real beauty. Traditionally, the Split Screen Van Club convoy to the show and a massive turn-out is guaranteed. With Barn Doors in profusion, great Camper conversions – Devons and Westies seem to win on numbers – plus an array of Delivery Vans and Pick-ups, the spectacle of their arrival en masse is not to be missed. Concours entrants

included a ’56 Ambulance and a ’67 Pickup, a ’70 Campmobile and a similar aged Devon Torvette, while a personal favourite was a ’64 Devon Caravette lovingly restored to appear as it would have done when it left J.P. White’s Alexandria Road workshops in sunny Sidmouth all those years ago. Richard Copping Aircooled Classics

Nordhoff's Volkswagen

A Beetle fit to Export By Richard Copping HEINZ NORDHOFF WAS FAR FROM impressed with the Beetle he inherited on his appointment as Director General at Wolfsburg. A decade later, in 1958 and on the occasion of his accepting yet another accolade to his success, he told his audience that the car had been 'full of bugs' and 'what you might call an ugly duckling'. Five years hence, Nordhoff was even more unequivocal. 'People in Germany at that time, immediately after the war, were satisfied with any car that would run. But as an engineer I was far from happy with the Beetle. This car had as many faults as a dog has fleas,' he complained before revealing his strategy in the face of such adversity. 'You don’t kill a dog to get rid of its fleas. Once the fleas were gone, we found we had a pedigree dog!' Nordhoff may have been advised by many a well-meaning and on occasion

industry professional to 'change name, design, everything about the car' but his policy was already clearly mapped out in his mind. 'There was so much to be done,' he said in 1958. 'Weak points in the design had to be ironed out, bottlenecks in production broken, problems of material procurement, quality control, personnel had to be solved. There was no sales organization… I was determined that, of all things, Volkswagen should have the best service in the world. So, I brushed away all temptation to change model and design… Offering people an honest value, a product of highest quality, with low original cost and incomparable re-sale value, appealed more to me than being driven around by a bunch of hysterical stylists trying to sell people something they really do not want to have.'

'This car had as many faults as a dog has fleas'

HISTORY The result of Nordhoff's travails was an enhanced Beetle which was released to the world in July 1949 and known as the Export or De Luxe model, the former title giving a clear indication of Volkswagen's intention to take the car into the heartland of countries already well established in the industry of car manufacture; a vehicle designed to raise

much needed revenue on which the fledgling VW Empire could capitalise and prosper. Parking the original and ongoing Standard model next to the De Luxe it was and remains easy to appreciate Nordhoff’s tactics. For what was roughly a 10 per cent price premium, purchasers of the Export model acquired chrome

'A product of highest quality, with low original cost and incomparable re-sale value, appealed more to me than being driven around by a bunch of hysterical stylists trying to sell people something they really do not want to have'

bumpers, hub caps, headlamp rims and door handles compared to the Standard's painted items. Similarly, as occupants of the interior they luxuriated in a full headlining, better designed and upholstered seats (remember that early Export models even had big car style rear seat bolsters), a more upmarket ivory coloured two spoke steering wheel, ivory coloured control knobs instead of plain austerity style black, and provision for the installation of a radio or clock. Crucially the days of indifferent external paint application were gone and all

Beetles exhibited a high gloss finish. Without committing Volkswagen to vast expenditure – at least initially there were no mechanical differences between the Export and Standard models – Nordhoff had created a car worthy of export, a Beetle people wanted to buy at what was still an affordable price for many. While incidental contributory factors may have helped Volkswagen on its way, the single act of creating a De Luxe Beetle set Nordhoff on the road to unprecedented production numbers.

Images courtesy of Volkswagen. Portrait - Heinz Nordhoff – Director General Jan 1948 – April 1968 Overleaf - Cover of a well-known brochure produced in 1949 to promote the new Export model. Above - Interior page from the same 1949 brochure. Shortly, Bernd Reuters would join Volkswagen and transform the staid appearance of Volkswagen’s promotional material.

Is it a Porsche, or is it a Volkswagen? Learn more about this amazing vehicle in our special supplement - see back page for details.


AS HAND-ME-DOWNS GO you'd be hard put to beat this one. Not just because it's the desirable 'new model' of Volkswagen Beetle – the new '67 with upright headlamps and restyled almost everything else – but because this is a car that skipped a generation and nearly didn't survive at all. Eric Shoemaker and his wife Amanda live on the island of Alameda in the San Francisco Bay area of California, USA. Eric is an art director and visual designer, and has a keen eye for what looks good. I'm pleased to say that Eric contacted us and not the other way around, implying, dear reader, that the look of issue one was, at the very least, artistically up to the mark of a professional. Phew! What will he think of this, I wonder?

So when Volkswagen's designers and artists of the period were evaluating modern trends, both in Europe and the USA, and probably Japan too, perhaps this gargantuan move to a 'modern Beetle' was something to behold. Gone were Porsche's sloping lamps that oozed aerodynamics. Yes, VW was making modern strides and leaving Porsche's design momentarily in its wake - for a while at least. As more rounded car designs of the era gave way to contemporary square edges it would have been hard to visualise a square Beetle of the future. The big dome hubcaps, so much a part of VW folklore with their large manufacturer's logo pressed deep into quality German steel were almost as far as it got, if you avoided the squared-off deck-lid design. In August 1966 the hub caps on the new model were replaced with a flatter design. The reason? Nothing to do with fashion at all. A new design of rear axle with different brakes and longer drive-shafts would force the original hubcaps beyond the outer body lines. As for the front axle, this too was completely changed from the brakes inwards – well, in most countries, for there was definitely a period where old parts still needed to be used up from the parts bin before the new could take their place, and those countries at the end of the line wouldn't see the changes for some time to come. With the brand new '67 model no longer were the stub axles joined at the hip by king-pins and link-pins. These were replaced by simple ball-joints with new suspension arms to accommodate the pressed-in pins and, as a consequence of the steering and suspension geometry, new transverse torsion tubes and slats held each side in place. Well, the back bone's connected to the hip bone and the... and so on underneath the Beetle's body. In fact, right up to the cogs that make up

the gearbox with its all new 4.125:1 differential and its all new hi-horsepower 1493cc single-port engine with front disc brakes to match. Gone were the lousy 6v devices, replaced by a more useful 12 volts all around. Even the chassis incorporated a new frame-head upon which to mount the front axle, and so on and so forth. But what's interesting about this particular year of Beetle, the '67 model, is that it's a one year only design. And not only are its underpinnings different from its predecessor, so are some of its panels and interior designs. It represents the end of the '66 model and the beginning of the '68 model, where either side of 1967 there was little to change for some time – at least cosmetically. The transitional '67 model will always be, therefore, highly sought after by those that know they want something very special, that's very difficult to replace, and, on occasion, as a result of its exclusivity, very difficult to find those '67-only parts for, like the already mentioned squared-off engine lid. Corey Beaman, Eric's friend, is, arguably, the one person responsible for saving this fine example of VW history, for it was Corey who persuaded Eric to ask his grandfather for the keys of the, some might say, neglected Beetle at the time. Perhaps it would help if we put a time scale on this. It was in January 1967 that Eric's Grandpa paid out $1200 to the local VW agency and collected

the keys to his new car, the brand new model of VW Beetle. From that moment on this sa years you can forget about the car being treasured 24/7. This was, and let's face it VW B not for preserving. I'm sure there were good intentions to start with - we've all been the costs probably out-weighed financial practicality (but not safety) and the humble '67 was he retained quite a lot of its past service records. In fact, he says: 'I just changed the oil mower, or was that just my grandfather? Anyway, you can tell that keeping the old girl ru was a time, for example, in the late 1990s, when the fuel lines should have been checked time probably pointed this out to Grandpa. Anyway, no worries, the old girl survived anot Eventually, age crept up on both the car and Grandpa, and the Beetle simply didn't ge what he was going to do with the Beetle in the future? 'Come over and let's talk about it' and returning with a folder full of records and receipts relating to the car. Amongst the pa whole host of other documentation giving this car a life story. As any collector of anything About five years ago Grandpa signed the car over to Eric to begin yet another automo remember driving it home worried if I'd make it or catch on fire in the process. The car h

a very poor quality aftermarket front bumper, low engine compression, oil leaks, weak pan areas, etc. I could go on and on.' And so the process of rebuilding began, although as Eric points out: 'At the time, I had no idea of all the work that was in front of me. Actually, I did not even have plans of restoring it at first; I just wanted to drive the car and enjoy it'. In a nutshell there was much to do. 'I'm completely in love with bringing it back to its true German beauty. It started with the pop-out window rubber, then the tail light seals; next, a proper engine rebuild. The more I got into it, the more I really became interested in what these cars are all about. As an artist, I can't even begin to tell you how much I enjoy the restoration process. It's so rewarding to see it come back to life. It also reminds me of my childhood; seeing Grandma smile, going on 'rain rides' in the VW with my dad and sister. I’d love to restore air-cooled cars for a living. There is nothing more satisfying to me than creating with my own hands.'

And with that I think we may sum up what a fine pair of hands i The Shoemaker Beetle journey cont

ame Beetle remained with Grandpa up until about five years ago. Now during all those Beetles were a popular sight all over the USA at the time, a purchase made for driving, ere. So as the car aged it started to show. Eventually it reached a point where servicing s relegated to second driver. Now Grandpa admits to not taking good care of it, although in the Honda and put it in the VW'. It's just like you sometimes treat your old lawnunning probably wasn't one of his highest priorities throughout its later years. There d more often and the lucky passer-by who happened to have a fire-extinguisher at the ther day. et used. Eric, coerced by Corey's thoughts on the matter, called up Grandpa and asked was his reply. So he did and Eric will always remember his Grandpa walking downstairs aperwork were the original bill of sale, every service ever completed on the car and a g antique or vintage will tell you, provenance is a very important word. obile's journey. With documentation in hand it began quite perilously. 'It ran horribly. I had all types of issues. Old fuel lines, filters, worn out seats and carpet, rust, bad clutch,

it sounds like the little one-of-a-kind 1967 Beetle has fallen into. tinues... Drive safely my friend. AC

From Eric - a big thanks to: My wife for being so understanding about all the nights I was in the garage until 3 AM. Ron Bengry at Wolfsburg West for the hundreds of emails, advice, knowledge, great sense of humor and friendship. Bobby at Advanced VW (Atlanta, GA) for building my engine. Timm Eubanks and Joe Heinzen for their friendship. Corey Beaman for talking me into asking my grandfather for the car in the first place. Grandpa for giving me the car. I love you! Twitter for allowing me to connect with so many passionate people that share the same interest in these old cars. #VintageVW. VWBH™


I'VE BEEN A HAPPY participant in the past to the annual Gatherings (Porsches 356 Club members special outing) and after last year’s event in McLaren Vale, South Australia, I decided to give something back and put myself forward to organise the 2011 event. Living in the beautiful Southern Highlands of New South Wales, I began to put together an itinerary for 356 owners to show them the delights of the region. Milton Park in Bowral was the 5 star choice for our 3 night stay. The former estate of retail barons, the Horden family, has been reduced in size over the years, but the quality of the accommodation, food, service and the superb gardens remain as the best in The Highlands. The Sunday night pre-dinner canapes & drinks were served in the Conservatory, allowing local entrants to meet up with friends who arrived from the Carrera Down Under Tour. Obviously, there was more to catch up with than first thought, as the banter continued well after dinner in the snooker room, right up until 'last drinks'. The 30 participants in The Gathering were joined with another five on Monday morning in preparation for the day's drive. Local photographer and 356 owner, Neil Fenelon, was on hand to capture some great shots of the cars as they departed the grounds. Our route took us through the beautiful and distinctive gum forests of High Range and Kangaloon, before tackling the scenic and steep decent of Macquarie Pass, the hills of Jamberoo and onto Kiama for the caffeine hit. Rob and his staff provided a superb lunch at Silo’s Winery restaurant, again allowing more 'catch up talk' and taking in the beautiful vista of the vineyards. The Kangaroo Valley Road completed the day's journey back to Milton, allowing some to test their driving skills on the climb back up the escarpment,

enjoying back to first gear switch-backs to visit the township of Kangaroo Valley, a call into Grandpa’s shed for a bit of bargaining over must-have Objects de Antique, and finally a casual meander through the pastures of The Highlands. Coaches were on hand in the evening to transfer the group to The Burrawang Pub for a few quiet ales & great BBQ dinner. Burrawang is one of the many small villages in the Highlands, consisting of a butchery, the pub & the obligatory estate agency. It's a quaint and quiet (mostly too quiet) village, with the inability for locals to buy milk, paper or enjoy a coffee, but that’s how they like it. Photographer Neil had quickly assembled the 100s of photos taken over the day and we had a slide show presentation in the bar as we reminisced about the day over drinks. Tuesday's outing was a shorter drive over 100 kilometres (60 miles), taking us through Robertson, Wildes Meadow, Exeter, Berrima and back to Bowral. Along the way celebrity properties of The Lintott’s, Alan Jones, John Hewson, Nic and Keith Urban were all pointed out prior to a lunch break in Berrima or the alternative High Tea at Centennial Vineyards. The evening dinner back at Milton Park was hi-lighted by fine food, wine, speeches, and the return of Philip Nowell’s hilarious performance in the ancient Porsche tongue. Sadly, Wednesday morning brought to a close the 18th Gathering, and as we said our good-byes to those continuing on with The Carrera Down Under Tour and to friends returning home, I thought how fantastic it was to spend just a few days with mates, their partners and their 356s. It was a pleasure for both Dianne and I to host this year's event and we can’t wait to catch up with you all for the 19th Gathering. AC

LAST WEEKEND MARKED my 30th year of attendance at the Monterey Historics. What was once just a two day event now spans two weeks of car displays/concours, auctions, races, memorabilia and parties. Did I miss anything? Probably did. So much happens that you cannot do everything. If you had the energy, one could be on the go from sunup to well into the night. You have to pick and choose what you do and when you do it. In the early '80s, when I attended my first Monterey Historics, it was a very laid back low key event. Our small group of friends would drive up Thursday, Friday was devoted to making wives and girlfriends happy, Saturday at Laguna Seca in the Corkscrews, Sunday Pebble Beach and then the long drive home. We were happy doing just that. Now, to take it all in, you must start with the Pre Reunion the weekend before, the Carmel Street Show, Pebble Beach Tour de Elegance, Monterey Motorsports Reunion, The Quail, McCall’s Jet Party, Concourso, Pebble Beach Concours and all the major auctions. That doesn’t even scratch the surface because there are private parties, showings, demo drives and introduction parties going on the whole week. This year, I chose to limit my activities to just a few. I took in the Monterey Motorsports Reunion, the Goodings Auction and Pebble Beach Concours. This was done in

three relaxed days and nights. It is easy to tire yourself out if you don’t pace yourself.


550-09 and 550-0077 together. Both have extensive race histories. Close your eyes and you can imagine what it was like in the paddocks in the mid '50s when these race cars were in their prime. Both these 550s will be at The stuff in the very at interesting. But I Reunion sensed a restraint. With Rennsport the PRCC andpaddocks on thewas track Rennsport IV. Thanks to Gerry Reunion IV only months away, somefor of the not show. I can’t McCarthy and2 Michael Hodos theknock infoout onsurprises these did cars. 550-09 is a wait to see the announcement of 1954. the field for RR IV. prototype racer produced in

This year, a rare honour was accorded to two 356s. Cam Ingram from Roads Scholars presented a 1949 Gmund Coupe...

Cam Ingram's Q-tip brigade went to work immediately after placement.

...and Dirk and Marla Layer with their all original 1957 Porsche Speedster - both beautiful Porsches.

This year, Dirk asked me to help him with his car. What an honour for me. I got to participate. That is as close as I will ever get to checking that bucket list block off. Thanks Dirk.

THE EVOLUTION OF Aircooled Classics is subject to the feedback we receive and the conversations we have with you guys. As such, you can expect to see an interesting array of material that you probably wouldn't expect to see in a magazine like this, anywhere else. Through our Facebook page one such example of a conversation that developed into an idea was with reader Miltos Patronis from Athens, Greece. Miltos is as passionate about classic Porsches as he is about most other classic cars. He works with the Hellenic Motor Museum, shown here, and through our conversations we developed an idea to look at automobile museums around the world. It certainly helps if there is a Porsche or a Volkswagen in there somewhere, but that's not really the point. Does it have to be as impressive as the Hellenic Motor Museum? Not one bit! Great and small - all are welcome. If you are a museum curator or someone connected with an automobile museum, anywhere in the world, and you would like the opportunity to make people more aware, contact me, Paul Cave, the editor/designer of Aircooled Classics and a classic car fanantic! We know that a lot of automobile museums survive on financial and vehicle donations and staff who give up their time to restore and participate in the day to day running of the business. We support the work that all classic car museums do and will happily donate our time, resources and magazine space for you to reach out to lovers of

CULTURE these great classic cars and atttact them to your museums. Here then, in pictures, is the most amazing Hellenic Motor Museum in Athens, Greece, a place that one day I hope to visit on a European classic motoring tour. So many automobile museums make a statement on the inside. The Hellenic Motor Museum lights up the surrounding exterior on three levels both on the inside and the outside, as this night-time photograph beautifully demonstrates. Visitors to Athens, Greece should seek out this amazing tribute to great architechture and great car design.


KARMANN GHIAS GET A LOT OF attention wherever they go and rightly so. Steve and Liz Smith soon found that out when they bought their ’64 coupé a few years ago now. After all, as Steve says, 'you get a lot of style for your money'. When you buy a car, an old car - you know the type, two careful owners and 17 rotten ones - you don't normally expect to find the bonus of enough attendant original paperwork to have witnessed the end of yet another Amazonian rainforest. However, that's what Liz and Steve Smith were deluged with when they acquired their 1964 Karmann Ghia, a vehicle finished in everso-sweet Pacific Blue. What they wouldn't have entertained, and certainly didn't inherit, was the complementary 'oard of 17 'orrid owners. Far from it! What they bought was a true stunner, an elegant good looker with just two previous keepers and one of those, the original one, having cherished the car for the best part of no less than 37 years! Never one to disclose a lady's age, shall we say that a youthful Gertrud Barth ordered her Karmann Ghia Coupé on 27th January 1964 from Gus Mozart Inc., of Palo Alto, in sun-kissed California. Her specification instructions to Gus and Co. were specific: she wanted a Blaupunkt radio, an A0003 oil temperature gauge and an A0004 oil pressure gauge fitted. For the privilege of such goodies, Gus added $293.60 to the basic bill of $2,452.75. Just over two months later, on the not altogether appropriate date of 1st April at – and how is this for detail – 5.53pm precisely, a proud Gertrud took delivery of her new and soon to be enduring pride and joy. Returning to the paperwork trail, the ever so often throwaway original sales brochure, the often misplaced instruction manual, the highly cherished service booklet and the once obligatory VW

Distributors and Dealers book have all stayed with the car throughout the long years, while the vast majority of the receipted bills acquired as a necessarily evil of car ownership had been carefully stored, in the process becoming an archivist's gem. What the records shows was that Gertrud's annual mileage, whilst being far removed from sales rep excessive in those early years, definitely wasn't restricted to the nominal annual totals expected of a Concours show-queen. This was a car that was used but not abused as befits a vehicle of the Karmann's grace. Eleven years down the road after buying it, the car's mileage stood at close-on a comfortable 55,000 miles. However, after such a glorious start all was not destined to be plain sailing. Six months after its 11th birthday at the end of September 1975 and with a precise 57,548 on the clock, near unprecedented disaster struck. To the shock of its owner, and the mystification of modern day readers, the legendarily reliable flat-four needed much more than the usual tweak or tinker; replacement heart surgery was diagnosed in the form of a new engine. Fully fitted, Gertrud was faced with a bill of $660.98. To add insult to apparent injury, by the end of the year further expenditure loomed, as after two attempts to cure a 'starting problem', Carl R Carlsen had to replace the starter motor. Nor was Mrs Barth completely out of the woods. After nearly two years of more normal troublefree VW motoring, the transmission was in need of a thorough overhaul, during which a parts bill of $394.75 was amassed accompanied by a near perfectly counterbalanced labour charge of $395. The 1980s set off with the rather unusual requirement for the car's door hinges to be replaced. This occurred in

May 1981 and at a purse impounding cost of $366.39. Next in significance came a note in 1985 that first gear was hard to select, followed by a relatively small bill to readjust the shift plate. In July 1985 repairs to what was presumably a long and deep key scratch totalled $364.35, in itself proving that if you want a job doing well it won't be cheap. A month later, replacement wheel cylinders and rear shoes reduced Gertrud's bank balance by a further $403.89, while in May 1986 there was another visit to the body-shop and a bill on this occasion of amazing similarity to the one paid 10 months earlier. 1987 saw $336.76 spent on cutting out and welding in a new shift bracket, while an early and unwanted Christmas present in the same year came in the form of repairs required to fix fire damage caused by an electrical short. As every bill invariably included the vehicle's mileage when it went in to see the car doctor, it is easy to authenticate a by the end of the decade cumulative figure, which had crept up to 126,000 from the 77,000 miles of 10 years earlier. Even the shakiest of maths should suggest an annual mileage of around 5,000. A predilection for batteries might suggest periods of dormancy and feverish activity on other occasions – we'll probably never know. The 1990s proved to be an era of lower annual mileages. Indeed, between a new battery being fitted in October 1993 and its replacement arriving in the third month of the new millennium, little more than 2,000 miles had been covered. Bills in those latter years of Gertrud's ownership were mainly restricted to servicing, but the totals paid out illustrate that inflation had hit America just as badly as it had anywhere else. Perhaps it was this, plus the loss of first her husband and then her boyfriend that decided the no longer quite so

young Gertrud to part with the car she didn't use a great deal anymore. With the dreaded deed done and the car about to be driven away forever, as might be imagined the parting was a tearful one. How could it be otherwise after 37 years of loving ownership? As for Miss Pacific, a long journey lay ahead, as a voyage across the pond was ordered for her to take up residence in England. After a few years had passed by the car was up for sale again, although its future and indeed current owner didn’t know it at the time. Steve Smith's first dabble into the world of classic aircooled Volkswagen had occurred many a moon earlier. Lured by a succession of tidy Beetles appearing on the driveway of a relatively close neighbour, Steve bought a 1969 1500 finished in Chinchilla. He kept the car for the best part of four years before selling it and as he confessed, promptly 'forgot about the whole VW scene'. During that relatively brief association with the marque, although he was aware of the existence of the Karmann Ghia, Steve hadn’t seen any examples in the metal, hardly the most auspicious start to future true enthusiast status. However, 15 years later and by then married to Liz, not only had sufficient funds been amassed to allow for the occasional indulgence, but also a rekindled interest had emerged in the product's of Professor Nordhoff's Volkswagen. The time had arrived to look for the most beautiful of them all a Karmann Ghia. In line with contemporary ways, Steve trawled the web and happened upon Martin McGarry at KG Motorworks in Mansfield, Notts. All that was needed was for Martin to produce the convertible model the couple - oh yes, Liz was and is just as guilty - had decided upon. A trip across country followed and the coupé, soon to be christened Gertrud in honour

of her original owner, was quickly selected! Okay, it took 15 minutes after leaving Martin's premises, but who wants to be that pedantic. Gertrud needed a tiny amount of bodywork attention and the bumpers had suffered a small amount of rust damage, but overall she was still a beautiful car in amazing condition. During her years under the custodianship of family Smith, the car has become a firm favourite. She's been given the full cosmetic treatment such an attractive if maturing lady deserves. Apart from new stainless steel bumpers, the wheels have been powder coated, while the dinks in the hubcaps have been taken out and then triple chromed. On the more oily side, a new clutch was favoured, while the inevitable replacement of the exhaust led to rotfree stainless steels tail pipes being added. Ignoring originality in favour of common sense, seat belts have been fitted; a further contribution towards Gerty – an abbreviation of a chosen name inevitably equates to affection – rapidly becoming 'amazingly well suited to family use'. The Smith children, Millie and Isabella, aged four and two when the car was bought, loved Gerty from day one and at the time fitted comfortably on the notoriously cramped back seat. Now on occasion they do have other thoughts and with a hint of things to come, Steve and Liz have recently acquired an unwelded 11 window Splitscreen camper with a custom built interior. Does that mean that the Karmann Ghia will be on the move shortly? Not a bit of it, as both Steve and Liz delight on the attention the car draws when it's out and about. Prizes at shows are a bounty of course, but ownership of Gerty is all about the attention she draws wherever she goes. AC

VW 411 automatico. Estado de coleccion. 60.000km originales. Doble carburacion. Esta como salio de fabrica. Precio5.800€. VWPiezas. 0034625479426. Spain.

Sorry - we announced the FREE Private vehicle ads section rather too late in the day. But please bear us in mind if you're looking for a long term and inexpensive (no cost) advertising solution, available both in Aircooled Classics and in the new Kombi Life magazine. TRADE vehicle sales ads and TRADE ads generally are charged at the following inexpensive rates:

£20 - Quarter Page £30 - Half Page £40 - Full Page

Why not give us a try?

MARKET PLACE WHO? The Holy Grail Garage WHERE? California, USA WHAT?

1958 Rometsch Lawrence Convertible The Holy Grail Garage specialise in Vintage Volkswagens. They have over 20 years of heavy involvement in the scene in what they call 'the epicenter of Early VW activity, Southern California' and who are we to argue? 'Let our vast experience and knowledge help guide you towards the cool ride you are after. For us it's not about high pressure sales but assisting our customers in their search for the car they love and will bring a sense of pride of ownership.' Then we discovered this and here is what they had to say: For those of you who like exotic, this 1958 Rometsch Lawrence Convertible is just that! Some of you who have been around the early VW scene for years might recognize this as the former Phil and Marybeth Leadley car. The Leadley's founded the Rometsch Registry long ago before passing the torch to the late Steve Woods. This car was a regular attendee at major West Coast shows during the 1980's and has essentially been in very low key hibernation in the years since. It is believed that no more than 85 Rometsch Lawrence's were ever produced with only 30 examples still known to be living Worldwide today, 14 of which are Convertibles and 16 being Coupes. This very car also has another cool bit of provenance in that it was once the object of desire of former Playboy Playmate and Hugh Hefner girlfriend, Barbi Benton. The couple saw the car at a show many years ago and Barbi immediately fell in love with the Rometsch. She begged Hefner to buy the car for her but he resisted. There is a photograph of Miss Benton sitting on the fender with Hefner checking out the car that will come with it in the sale. The car has seen a older restoration many years ago that still displays nicely, is fully turnkey, and features an original Okrasa engine. Due to the fact that it has been sitting more than driven over the last couple decades, a general servicing would be recommended to get everything fully ship-shape. This is a very rare opportunity to own one of the coolest and most published and photographically documented examples of the Rometsch Lawrence Convertible still existing today! Thanks! $125,000 Photos: 10 Foot Doug The Head

BUSFREEZE, THE VW Splitscreen to T5 indoor show is pleased to announce that the main sponsor of the event this year will be.... US! Well, Kombi Life magazine actually. Now for those of you who have COMPLETELY missed the boat, Kombi Life is planned to be the baby sister magazine of Aircooled Classics (although something tells me she might end up being a he, and he might end up being the big brother...) and it too is due to open its doors in October. As a sponsor of the event, Kombi Life magazine (and Aircooled Classics, naturally) will have a presence at BusFreeze. Of course, we won't be selling magazines (duh!), but what we will be doing is showcasing our magazines to the public on the day and we'll be there to talk in person to the trade and to the new fans who may want to find out more about us as an independent magazine, and to talk about having a vehicle featured in either of the two mags. We'll have a few of the writers, photographers and contributors helping out behind the stand and we'd really appreciate you dropping by and saying hello. Tell us what we're doing right and where we're going wrong! At 1pm on Sunday something very special will be happening. BusFreeze is running the 'Love My Bus' free competition to win a £200 spending spree at the show. It's simple to enter. Visit the BusFreeze website and send a picture of your VW Bus to the email address given, together with a little write-up about your Type 2 (Split - T5) and why you love it so much. The idea is that one person will be selected at random from all the entries shown on the website. Closing date is the 18th October and the draw will take place shortly afterward. However, the winner will not be notified until Sunday 23rd October, the main day of the show. And who do you think will be doing the announcement? Yes, we'll be there and we'll be calling out the name at precisely 1pm (give or take...). So why not enter the competition now. It's free, it gets your van noticed and who knows, maybe it will be you that walks away with £200 to spend on the day. You'll also get a full refund on your entry fee to the show (for up to two people) and whatever you fail to spend (try hard now) will be donated to the charity auction total, so everyone's a winner!

The competition link you'll need to know is: Good luck and see you at 1pm sharp! Paul

W IN £200

With the help of so many people around the world we've been able to provide tens of thousands of readers with the world's first free VW & Porsche magazine. And in just a few weeks time we want to repeat the process and bring you the world's first free VW Bus magazine - Kombi Life. To make this happen, to keep the flow of magazines happening, we need YOUR HELP. Wherever you are in the world, if you own a classic VW or classic Porsche and you would like to share your story, or you would like to contribute a story or feature, perhaps an event or club outing, then we would like to hear from you. Let's keep the fire stoked. Let's open up new angles. Let's talk about turbos, slamming buses, creating customs and restoring classics. Let's build the passion for these great little cars and micro-buses and let's tell others about them. Write to me. Share your story. Let me put your car on the next front cover.

VW & PORSCHE BUSINESSES APPEARING IN ISSUE 2 Aircooled Classics magazine would like to thank the following businesses for supporting issue 2 of the independent UK based Classic Volkswagen and Classic Porsche magazine. In order of appearance they are: 26/27/147 28 28 28 29 29 29 30/31 32 33 33 33 54 55 57 71 73 110/111 116/117 119 124 140 142 143 143 144/145


If you would like your business to appear in issue 3 of Aircooled Classics then please contact our advertising department. Space is allocated on a first come - first served basis (with advert supplied) and invoices are only despatched after the magazine is published on the web. Issue 3 will be roughly the same size as issue 1 and 2 (approx. 154 pages). There may be supplements, but these would generally not carry advertising. Our rates are the least expensive you will find anywhere for a 3 month plus duration magazine of this quality and readership - issue 1 netted over 30,000 and is still continuing to find new readers. Try these amazing prices for size! £20 - QUARTER PAGE £30 - HALF PAGE £40 - FULL PAGE For further details visit the magazine website:

Aircooled Classics - VW & Porsche - Issue 2 VW, Porsche, Beetle, Bug, Bus, Kombi, Type 2, Camper, 550, 356, 911, 912, 914, etc.

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