WINTER 2021
- PARTS ARE NOT PARTS! - THE FIRST PORSCHE SEDAN - 2021 TAYCAN TURBO S TESTED!
PRESIDENTIAL MUSINGS Fr om our Past Pr esident When I became President two years ago, I set out with two primary goals: improve communication between the Board of Directors and Region members, and improve member engagement outside Hampton Roads. I attended events all over FSR and met so many fascinating members. I received the most compliments for my ?FSR News?emails. Members appreciated the timely information and the pictures of fellow members enjoying their Porsches. I have enjoyed the support of many wonderful volunteers during my Presidency. This includes the Board of Directors as well as many other volunteers with great ideas to improve communication and grow member engagement. Examples include adding volunteers to photograph our events and expanding our newsletter to a magazine format. There are many more great ideas on the table for 2021. I look forward to supporting the new Board of Directors as Past President.
Melinda
Fr om t he Pr esident I admit it: I?m nervous. Our country is polarized, my youngest daughter Judy is sweating out the college acceptance process, holiday sized credit card bills are coming due, and Melinda has just passed the baton. But every new year brings new possibilities, how exciting is that? With Melinda?s generous support, the Board of Directors has been working hard over the past few months to transition the business of the club. While significant work remains ahead, I want to be clear about our goals. 1- relentless focus on bringing a diversity of safe and enjoyable activities for members across our region while reveling in all things Porsche. 2- to grow our membership. 3- ensure our car club remains good stewards of the marque while doing good in our communities. 4- always remember that ?what got us here?, ?won?t get us there?. 5- member feedback is our score card. Nervous and excited at the same time, I am happy to have been given the opportunity to serve you all and I look forward to exceeding your expectations.
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HO Edit or / Adver t isin g Bob Weber 113 W Landing Williamsburg,, Va 23185 757.880.3396 bobweber@cox.net
2020 Boar d M em ber s President Er ik Apot h ek er 203.733.1470 eapotheker@comcast.net Eastern Vice President Jim Ham el 908.329.5845 hamels@cox.net Western Vice President M ik e Ball 804.240.9296 mjohnball@comcast.net Activities Officer Gr eg Kah les 757.802.1890 kahles68@gmail.com Secretary & Archivist Joh n Gr een e 757.663.8249 greenie4720@yahoo.com Treasurer Jer r y Ken t 757.971.7849 jerrykent1@aol.com
Horizontally Opposed (HO) is the official publication of First Settlers Region (FSR), Porsche Club of America (PCA). All opinions, views and information appearing in the HO are those of the author(s) and not necessarily those of the PCA, FSR, its Officers, or the Editor. The HO Editor reserves the right to edit all material submitted for publication. Permission is granted to reprint any material provided that full credit is given to the author and to Horizontally Opposed. This publication, and all previous publications of Horizontally Opposed, is available to view on-line at www.fsrpca.org. Advertising rates, schedules and commercial partner marketing support is available to all parties interested in engaging the members of the First Settlers Region of the Porsche Club of America. Please contact the Editor, Bob Weber at bobweber@cox.net or call 757.880.3396 for more information. FSR members may place free classified advertising in HO. Classified advertising is subject to review by the Editor prior to placement. Contact the Editor for more information.
WINTER 2021
IN THIS ISSUE: Pr esiden t ial M u sin gs
Page
2
Tech Cor n er Clear You r Calen dar ! Det ailin g 101 You Need To M eet Bar n ...Beer Fin d! Tr ef f en at t h e Gr een br ier DRIVEN! Taycan Tu r bo S 1973 911T Rest o Fin al In st allm en t Por sch e's Fir st Fou r Door Sedan Fir st Set t ler s Classif ieds
Page 5 Page 7 Page 9 Page 11 Page 12 Page 13 Page 16 Page 20 Page 26 Page 33
photo by Mark Gaudette
TECH CORNER
by Joe Finkle
Cer t if ied Por sch e Tech n ician Gold M eist er
Ar e All Par t s Cr eat ed Equ al? our 2014 Cayenne Turbos S' water pump gives up the ghost after 7 glorious years of service covering some 78,000 miles of faultless performance while hitting your personal reset button on what one can expect from an SUV. After all, it's a Porsche...YOUR Porsche!
Y
With the advent of a vast array of replacement parts sitting mere keystrokes away via online retailers such as RockAuto and PartsGeek, it is near impossible to not cast a glance at a replacement water pump for your Cayenne on one of these sites. And when you get there, the availability and pricing are, well,
water pump that will provide you another 7 years of worry-free service for your Cayenne? You're likely not going to put that part on your Cayenne, but how about the Genuine Porsche water pump that eBay seller PartsContainer is offering at a 20% discount over a Genuine Porsche water pump sold at Checkered Flag or EuroClassics parts department? Sixty Dollars, after all, is sixty dollars and for the very same Genuine Porsche part that difference is meaningful. Do you buy it?...it's the same part, right? Well, in a word, no it is not....but it is. Porsche, like most manufacturers outsources most of their parts production to independent suppliers. In the case of Porsche water pumps, it is likely Pierburg. The parts are built to their exacting specifications including processing and quality control systems.
surprising to say the least. Are parts just parts? Are they created equal? Is purchasing that URO water pump for a mere $79.95 and 2-day shipping providing a
But even then, Porsche will test supplier part performance to certify that the parts do meet their stringent and unwavering standards. After all, it is the Porsche brand name that goes on the part
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via a Porsche part number. We have all seen the Porsche test rig where they test brake caliper, pad and rotor dura- bility. Rotors are glowing bright red ultimately to the point of destruction. Only when a part passes Porsche's test procedures does it gain placement on their cars....and in the parts department of their dealerships. By purchasing through the dealer network, you have complete assurances that the part you are purchasing is not only genuine Porsche, but has met the stingent set of specifications for that part. In purchasing from the dealer parts department, not only do you get these assurances, but they are underpinned by a 2-year full replacement warranty on every part sold by Porsche. That Genuine Porsche Cayenne water pump that you sourced from the eBay seller carries no warranty, and in this case, the part is non-returnable. But what about the price differential? Beyond the 'you get what you pay for ' cautionary note, as a dues-paying PCA/FSR member, the mention of your club affiliation will immediately net you a 10% discount at the parts counter which when you add the shipping charges, you effectively negate the perceived price advantage of the online retailer and you rest better knowing that Porsche stands behind the part you just purchased. Are all parts created equal? Not really...and now you know why.
F&S Enterprises is the Official Photographer of First Settlers Region of the Porsche Club of America
CLEAR YOUR CALENDAR! PCA WERKS REUNI ON - MARCH 5, 2021 This year 's Werks Reunion marks the 5th Anniversary of this PCA National event held in Amelia Island, South Carolina on the Friday of the Amelia Island Concours. 500 Porsches will be registered and on display. Registration for the judged event begins on January 6th, 2021, or you can park your Porsche in a corral for those there to soak-up and inhale the Porsche DNA in the air. Importantly, it is one of the closest proximity national PCA events to us here in the First Settlers Region. Being held in early March, the Werks provides you with a needed opportunity to steal a march on the coming year 's Porsche events in 2021. To register or simply get more details on the Werks Reunion, head over to h t t ps:/ / w er k sr eu n ion .com . See you there!
FSR FUN RUN - Apr il DATE TBD Fun Run? Ed Merry? The event and the man behind them are inseparable. Ed's credentials include dozens of FSR Fun Runs. if you count yourself among those club members who have not wheeled-out their ride, gotten the 'red mist' of being in the midst of a stream of Porsches piloted by fellow members down some of Virginia's finest driving roads and ending-up in an appropriate eatery....well, you need to make this Fun Run your first of many. How can we so sure about all of this?....because all of Ed's events are always sold out. Word to the wise?...make absolutely sure that you are at the front of the line when registration opens up for Ed's next Fun Run. See you on the road!...
HI GH PERFORMANCE DRI VER'S EDUCATI ON MAY DATE TBD. One could make the case that Virginia International Raceway (VIR) is in FSR's 'backyard'...if you accept a 2:45 minute drive as in your backyard. But once there, you are on a race course that will mark it's 75th Anniversary in 2022. The track and facility were spectacularly renovated in 2000 and it now stands as one of Car and Driver magazine's 6 top road courses in the country...right here in our 'backyard'. Our Porsches were bred to be run on road...and track...and our first HPDE event of 2021 will put you and your Porsche on the very same pavement that drivers such as Roger Penske, Dan Gurney, and Hurley Haywood raced over the years. Add this HPDE to your 'must do' list for 2021. Keep an eye out for registration via Erik's E-blasts.
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DETAILING 101
by Eric Jackel
BROUGHT TO FSR BY
YOU' VE COME A LONG WAY, BABY! Som e Hist or y ack in 1961, 3 German engineers walked into a trim and upholstery shop in Burbank, California seeking to find a way to create a protective front-end cover for their prized Porsche. As it turns out the engineers, who worked for Lockheed Aircraft had Bill Colgan create 12 trim vinyl covers to fit the 356 Porsche. Their second order was for 150 covers, and the front end car 'bra' was off and
B
into the discussion; it turns out that the development of 'helicopter tape' played a role in the development of the paint protection film (PPF) for cars. The military found that as copters gained proximity to the ground in take-off and landing, the rotor blades were being damaged by debris, affecting the critical leading edges of the blades and compromising performance. 3M developed a thermoplastic urethane
film. (Editor 's Note: leave removal of Porsche film to the pros. It is time consuming, tedious and potentially destructive process to your finish).
photo by Reflections Detailing
Eric Jackel of Reflections removing film from the Editors '05 Carrera S over a 2-day period.
photo by Reflections Detailing
running, finding its way into the auto aftermarket lexicon. In the '80's and '90's, the ubiquitous black vinyl bras were seemingly everywhere... especially on our beloved 911. And Colgan Custom Manufacturing emerged as THE player in the market. As much as a vinyl mask offered rock chip protection, most thought they were unattractive, and despite a plush inner lining to the mask, it would actually hurt the car 's finish as the mask vibrated under speed. It was a matter of 'pick your poison': rock chips or micro-scratches. Here is where helicopters (?) enter
tape that provided protection inconspicuously and with low weight, however it was both thicker and not workable to conform to more complex surfaces. But the protection it afforded was not lost on the racing community and the film was widely used on race cars to prevent the 'rash' that always appears. Porsche has used a version of this product in factory applications to prevent damage to rear fender flares and rocker panels. However, as many discover, the product had a limited life, would yellow, harden and become a bear to remove, often removing the underlying paint with
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Not surprisingly, PPF products have blossomed with numerous manufacturers offering films for this expanding industry. Why? With the advent of integrated bumper systems on cars, those systems feature urethane covers that are painted and susceptible to rock/stone chips affecting the appearance and value of the vehicle. Given the price of paint preparation/application, a quality PPF application is a relatively inexpensive barrier to ward-off this type of damage. Recognize that there are DIY kits available on the market that have digitized vehicles and cut application panels to fit your car. But if you've ever been aside/behind someone who elected to do their own window tint, you'll understand that a DIY install is a fast path to a regrettable install. As you can see from the accompanying Taycan photo , this is best left to the pros .
Today 's Pain t Pr ot ect ion Film Here at Reflections Detailing, we have been using Xpel's Ultimate Plus 10 PPF. Today's films are remarkably flexible, extremely durable and will effectively last 10 years when installed by a factory trained installer. We recently had Woody Staub's 997 GT3 RS in our shop for an extensive PPF application. The car had a mid-hood forward film applied some 9 years ago and that product gave the appearance of orange peel and Did it protect?..yes. Did it look right?...Absolutely not. photo by Reflections Detailing
chips; in the event you do have damage to the film, it is self healing with an application of heat to the damaged area. And then the discussion turns to one of aesthetics. Today's modern films can be stretched and manipulated to work on any complex surface. Custom film applications find the installer wrapping the film around panel edges leaving no surface unprotected. Have a look at the finished installation of Xpel Ultimate Plus 10 on this 2020 Taycan 4S, and then scan back to the 964 on the previous page. It 's simply amazing how far the industry has come over the past 25 years. If you have any questions on PPF, feel free to give me a call or drop me an emiail.; I'm always here for fellow FSR members. photo by Reflections Detailing
Today's films are crystal clear, nearly undetectable when installed correctly and will last for a warranted 10 year period. The film will breathe, and resists scratches and
Eric Jackel reflectionsdetailing80@yahoo.com 757-645-6524
photo by Reflections Detailing
YOU NEED TO MEET... (OUR DEALER PARTNERS!)
MARK COOKE Mark Cooke started Euroclassics in 1988 and has built a business that not only manages to sell Porsche automobiles while maintaining the integrity of the brand, but has built a workplace that his employees love. When asked why a potential Porsche owner should choose Euroclassics, Mark says, "We're here every day. Our customers have our cell phone numbers. They can call us on weekends. We are completely available to our customers." His favorite model Porsche is the new Cayenne. He says it 's a great lifestyle car. 'I have kids, I have golf clubs. I go to the beach a lot. It 's very driveable, has a great sound system and is a perfect everyday car." Mark and his family enjoy the beach, skiing, wake surfing, running and spending time together.
ED KLI MA Ed has been with the Checkered Flag family since 2001. He has managed multiple different departments within the dealership, and previously spent numerous years as the Porsche sales and leasing specialist. A long-time Virginia Beach Oceanfront resident, he decided to give the automotive industry a try after graduating from Randolph Macon College. The rest is history. As much as Ed loves anything with an internal combustion engine and four wheels, all who know him understands he has ?drunk more than enough of the PORSCHE Kool-Aid?
WENDY STRADFORD As Mercedes-Benz brand specialist for the Tysinger Auto Group, it 's great to meet all of First Settlers Region PCA members. I have been affiliated with the Air Force basically my entire life, as my father served for 20 years and then I decided to marry an Air Force aviator, Robert, who happens to be an avid car enthusiast. I can honestly say that you could call me a ?car guy? not just another salesperson selling cars. I love the products that I am fortunate enough to represent, as well as the family dealership that is the Tysinger Auto Group. Unique in the industry in that they not only care deeply about their customers, they consider the employees a family. I look forward to meeting you !
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BA RN ...BEER FI ND! t this point in automotive enthusiast time, most of us are absolutely convinced that the notion of a barn find falling into our deserving hands ranks right up there with hitting the Lottery. Every last collectible car hidden in someone's garage, covered with a mountain of dust left behind by a person who had every intention of 'getting around to it ' has been winched out to daylight by Wayne Carini for Chasing Classic Cars. Right?
A
Steve Karnes is an FSR member, mega Porsche enthusiast and owner of Lee's Upholstery in Newport
'getting around to it ', Steve had unearthed a barn find that evaded Wayne Carini's network! As the story unfolds, the owner of the 356B was a mechanic working for Joe Watson, owner of German Motor Service in Newport News, but also a local racer of some reknown. The owner managed brake system work at German Motor Service and was insistent that the brake system on the 356B was in perfect working order, though one would imagine that after all those years, a brake system flush was in order. According to the owner and Steve, both the engine and transaxle were rebuilt by Joe Watson 'in the day' and believed to be significantly 'beefed up'. There seems to be a Bursch exhaust/headers, likely an uprated cam, and well...who know what else as the dual Zenith carbs remain in place. Included in the sale were a box with an NOS set of Mangels chrome wheels, which were highly sought after in the day. How about a trove of NOS oval side mirrors, photo by Steve Karnes
photo by Steve Karnes
News. Like so many stories about meeting a friend for a beer...or two...talk among car folk often turns to the 'I know this guy who has a car ' that sets enthusiast minds adrift to 'but, what if?' scenarios. In this story, those few beers led Steve to a storage facility off Jefferson Avenue, and once the door was shoved aside, there sat a 356B that had sat forlorn for some 35 years as suggested by the 1984 inspection sticker affixed to the windscreen. Replete with the mandatory inch of dust, spare parts flung around the storage bin, and the requisite level of disassembly as left by a guy with every intention of photo by Steve Karnes
wheel hubs and hood pulls? Most every part was there, just aching for Steve and his team to put it back together. The car had undergone a repaint at some point in the past, and after a careful sponge wash and a coat of wax, the goodness of the car came sharply into focus. Of course, 35 years of sitting always wreaks havoc with fuel systems so Steve has replaced the fuel tank and the Zeniths are being rebuilt, but the engine fired and ran! Steve's intent with the 356B is to effect a 'sympathetic' restoration, keeping much of the 'patina' that accompanies a car sealed in storage for so long and drive it...just as it Ferry Porsche intended. The message here? Do not take sharing a beer with a friend too lightly as you never know where it will lead you. For Steve Karnes, it was a Porsche barn...err...beer find.
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TREFFEN...FSR STYLE!
by Phil Grandfield
photo by Greg Kahles
T
reffen, translated into German, means ?to meet ?. Meeting is exactly what 300+ enthusiastic PCA members did at the Greenbrier Resort in September 2020 despite Covid complications. The four-day event included driving awesome roads, eating great food, catching up with friends and making lots of new ones. Treffen is a PCA National sponsored program, that normally happens twice a year, and the one at the Greenbrier (the only one of 2020) was hosted by the First Settlers, Shenandoah and Potomac Regions. You may have read the stories in Panorama or online, but the real story starts two years earlier.
Each of the three Regions took responsibility for two tours, but every detail had to been coordinated and balanced against the other. We obsessed over the details of the experience we wanted to offer down to the smallest detail. For example, we figured some folks would appreciate the tablecloths at the iconic Homestead Resort, but others would prefer the BBQ at Wolf ?s in Marion. If that wasn?t enough, the tours were required to meet exacting PCA standards for length, appropriate bio-breaks and safety considerations. We didn?t want
In 2018 we gathered at the PCA Headquarters with Harry Season the National Treffen Chair, Rose Ann Novotnak the Zone 2 Rep, and some Region Presidents. Disguised as a meeting, this was an explanation of how Treffen works, and an interview of those interested in making it happen. Rose Ann raised Josie Grandfield?s hand and she was selected to be the Treffen Chair. PCA National coordinates details with the hotels to include lodging and menus for the major parties and dinners. They also handle the website, advanced registration, the swag and signing the contracts. The staff is small with only one paid employee, Mariela Murphy. The rest of the National team consists of volunteers and the heavy lifting comes from the local regions. Our primary job was to plan, coordinate and execute six driving tours. We avoided use of the same roads, offered a variety of tours with varying cuisine offerings at our destination restaurants, and showed our guests some Southern Hospitality. Planning details included scouting the roads, negotiating with restaurants, preparing descriptions for the website and writing up the turn-by-turn driving instructions. All the while, being on the lookout for even better roads, unique roadside sights and the most fun ways to get there. Much of this searching was trial and error, with many roads only driven once, most all done while socially distancing while at our homes five hours away.
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photo by Greg Kahles
people to wake up too early and we needed to get them back to the Greenbrier in time for high tea and the evening events. Most importantly, we wanted people to have great memories of driving experiences from our Treffen. Given the Covid-19 restrictions and changes across Virginia and West Virginia, Josie stayed in near constant communication with the National team, each of the venues and the volunteers as the situations evolved. PCA did a masterful job of working with the Greenbrier and the Regions to ensure our planning met their criteria. Finally, they made the tough call to ?go? because they were convinced we would get it right.
photo by Phil Grandfield
Even though we started advanced planning two years earlier, the final decision wasn?t made until about two months in advance."This is really happening! Let ?s go!?. For the tours, we settled on the famous ?Tail of the Dragon? from Tazewell to Marion, VA; the New River Gorge to include driving into the gorge and under the bridge; lunch and tour of the Homestead Resort; a trip to Snowshoe Mountain with a stop at the Cass railway; a walking tour and lunch in historic downtown Lexington, VA; and lunch at the historic Natural Bridge Hotel.
first chance to make a good impression and it worked! The info desk was manned by volunteers through the entire weekend. Overall, it took about 60 dedicated, smiling, and hardworking volunteers to make Treffen Greenbrier happen!
The ?nerve center ? for the tours early each morning was the Staging Area. Our responsibility included volunteers managing flow in order to safely get 150 Porsches parked in the right place and heading on their tours on time. It began with Google Maps and a tape measure to design the area and ended with orange cones to mark it. The key to every Treffen is the driving tours. Get it wrong and there could be lots of unsatisfied folks who traveled a long way for the experience. If safety were compromised, it could have been even worse. Each tour required a lead, mid and sweep cars driven by volunteers from the Regions. The Leads were responsible for their tours and drove them several times in advance. Mids and Sweeps also pre-drove the routes to ensure everyone was ready for contingencies. Each lead used a standardized safety briefing guide for the driver briefs that were touted as ?best ever ? by the National team.
Treffen at the Greenbrier was a massive effort, but we pulled it off making the only National PCA event in 2020 a huge success! Working with the National staff, and the cooperation from all the volunteers from the different Regions, was great and made all the work worthwhile. Most of all, it was lots of fun!
Meanwhile, back in the hotel, the volunteers were registering our guests, welcoming them with goodie bags and answering lots of questions about the event, the local area and other activities. The Registration Team was our
The best part was the universally positive feedback we got from our fellow members; ?the customers?. Several people boldly proclaimed that their experience was the best ever in PCA! Great feedback indeed!
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photo by Phil Grandfield
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I VEN R D FSR
- 16photo by PCNA
ere's a little known story worth sharing: in 2004 Elon Musk - his pockets lined with cash from the PayPal sale - walked into the offices of AC Propulsion in the Los Angeles suburb of San Dimas with some questions. Among them was whether they would convert his Porsche 911 Turbo into an electrically powered configuration. He was reportedly willing to pay a tidy sum ($250,000 according to some sources) for the conversion. but Al Cocconi, AC's eclectic founder demurred and passed. So, Tom Gage, Cocconi's likely bewildered business partner, redirected Musk to a promising coastal EV startup.
have been taking careful notes with regard to this Silicon Valley upstart.
gearshift 's hammering torque hit nearly put the fledgling company out of business.
The Taycan Turbo S traces the Model S' blueprint; dual motors, one in front, another in back, all-wheel drive, a battery floor, amazing performance, a frunk in front, all sheathed in a slick, fuselage skin.
Now, let 's get down to how this all translates to performance as nothing else defines a Porsche more than how it accelerates and handles. The Taycan, nearly defying physics, does not 'squat ' when it launches. It remains seemingly flat to maintain weight over the front driven wheels. Porsche's height adjusting air suspension keeps the car absolutely level. The car fights with threshold wheel spin as it accelerates to 60mph in 2.4
And that is where the Tesla saga began. Would Tesla exist today (arguably the 2nd most valuable car company in the world as of this writing) if Elon had gotten his electric 911 from Cocconi?
But in other categories, they are starkly different. These days the Model S front motor is basically the Model 3's permanent magnet rear motor (part of which defines the latest Raven architecture). It 's rear one is the slightly less efficient inductive type (switches on and off) so it can freewheel during light-load cruising, making it more efficient.
H
Now some seventeen years later, Elon can now drive that electric Porsche, in this case a 2021 Taycan Turbo S, at a billionaire's bargain price of $187,700. In our car 's case, it is optioned-out to $205,360. But would it be dreadful optics if the Tesla wunderkind would be driving a Porsche Taycan Turbo S, Stuttgart 's four-door, four-seater counter attack against Tesla's recurring, nasty habit of crashing the private parties of Europe's fuel-consuming elite? That said, Porsche appears to
The Taycan's fixed-glass panoramic roof imitates the Tesla's copper color when sprinkled with rain (due to the UV reflective layer). And traveling Taycan's are mainly replenished by a respectable knock-off of Tesla's Supercharger oases with the fastexpanding Electrify America network.
In contrast, both of the Porsche's motors (a combined 750hp) are permanent magnet, so the rear motor 's decoupling is necessarily mechanical, and moreover bundled with a two-speed transmission for better low and high speed performance. Tesla tried that with its original Roadster a decade ago; the struggle to tame the
FSR DRIEN
"...the Tayca n Tur bo S r edefines the wor d 'FAST'." seconds. The Turbo S blisters the 1/4 mile dash 10.47 seconds at 130.7mph Let me share some observations on the Taycan. It is 98% of the length of a Panamera GTS, yet is 109% of the weight. You hit 60mph in the same time that the Panamera needs to hit 50mph. Opinions vary, but the Taycan design seems understated considering it is a 2.4 second 0-60mph car with the legendary Turbo S brand. And the battery pack is impressively large, sacrificially providing holes for the rear seat passenger feet (lower knee height). Then there's the synthesized drivetrain sound that 's a techno mix of the motors' actual soundprint. In Sport mode it 's the whoosh of a high-speed elevator headed to the 77th floor; switch to Sport+, and you're looking in the rear view mirror watching everything just disappear.
There are ergonomic quirks: the shifter toggle is completely hidden behind the steering wheel rim. The side mirror controls are more easily reached by a rear seat passenger; the critical rear glass is reduced to a oblong porthole, yet the panoramic roof provides an unobstructed view of clouds, birds and whatever else is up there that you shouldn't be looking at. How does this all come together on the road where much, if not all, of our driving will happen?
BUT!...get the Taycan Turbo S on the track, and it is un- questionably a Porsche. Active anti-roll bars virtually eliminate body roll, and the massive Goodyear Eagle F1 ultra high-performance all seasons provide tenacious grip and let go progressively and controllably. The Taycan Turbo S provides the balance and adjustability of a good mid-engined sports car with the ability to rocket out of corner not unlike a rear-engined 911 Turbo S. Dynamically, it 's nothing short of magnificent.
The acceleration is so violent that every straight is The Taycan is an incredibly smooth and quiet non-stop pucker moment. It gathers speed best cruiser. There's no wind noise, even at triple-digit described as being in a lateral free fall. speeds, just the distant thrum of tire noise and whine from the drive motors. the steering is precise, The inevitable question that arises with each perfectly weighted and accurate, if numb, with zero discussion of the Taycan is whether it is a Porsche. texture or feedback. Ride quality is astonishingly Does it have the passion? Does it hold true to the supple even with the adaptive dampers and air Porsche heritage? That is the central question springs in their harshest settings. In normal driving, surrounding this amazing car. the car is simply too good at being a car to be a Let 's be honest here. The emerging EV marketgreat Porsche- with no engine to interact with, no place is a sterile environment. It took a manufacturer sensation of speed, little steering feel, it 's virtually an like Porsche to inject its DNA into the mix and shift isolation chamber and quite un-Porsche-like. the attitudes of fossil-fueled enthusiasts. We now know that EV cars can deliver more than just blisetering acceleration, but can...indeed...deliver the vehicle dynamics that enthusists crave. The Taycan is a transformational vehicle and better yet for us FSR members, it 's a Porsche in every sense of the word.
PORSCHE TAYCAN TURBO S
Pr ice as Test ed:
$205,360
Pow er t r ain :
Du al per m an en t syn ch r on u s m ot or , 616 h p (750h p boost ), 774 lb-f t
Tr an sm ission :
2-speed au t om at ic
Layou t :
4-door , 4-passen ger , AWD sedan
EPA M ileage:
192 m i
L X W x H:
195.4 x 77.4 x 54.3
Wh eelbase:
114.2 in
Weigh t :
5,121 lb.
0 - 60 M PH:
2.4 sec
Top Speed:
161 m ph
To learn more about the 2021 Taycan Turbo S, schedule your test drive, or place one in your garage, please contact one of our dealer partners: Chris Rennie - General Manager- EuroClassics Porsche: (877) 715-3456 Ed Klima - General Manager - Checkered Flag Porsche: (757) 490-1111
STEP #5: I NSERT ENGI NE HERE... St or y By: Kevin Pir k le
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photo by Kevin Pirkle
P
icking up from Thanksgiving 2019 when the rear suspension was finally in place, and the front suspension was being readied for installation, it never once ceased to amaze me how many things still needed to be done. Fridays were my shop days, and I attempted to get in 8 hours, 4 of which included my buddy, Mitch Addison. Much like myself, Mitch is calculating and methodical. He can change paths on a dime when required, but he likes to plan and execute, making him the perfect restoration companion. The front suspension was followed by the brakes, then re-fitting the center tunnel with throttle, clutch and fuel lines. After refinishing and re-installing the emergency brake and fuel pump assemblies, I had a rolling chassis for the first time in two years! Of course, at this time, I also experienced the great joy of disassembling and re-building the CV axles. (If you haven?t done this yet, it may be one of the best ways to challenge your brain. Those of you who?ve done this will know exactly what I mean.) Next was installing the gas tank and reproducing the complex emissions/ vent line assembly. Wiring harnesses were also re-routed, and since I was one of the many lucky enough to have had an aftermarket alarm installed sometime during the 1980s? .well, that part of the wiring needed to be tidied up about the same time. The blower motor was also replaced, of course,
photo by Kevin Pirkle
photo by Kevin Pirkle
and OH, I almost forgot! My two absolute least favorite tasks: re-installing the steering column and heater control unit cables, all without scratching the newly painted dash. Semi-Pro Tip: Do NOT do these alone? Windshield wiper motors, fuel filter bracket/assembly and CDI box panel refinishing, were all additional, incremental steps in completely reassembling the 1973 911. By now, it was July, and much of the trunk area was starting to look pretty spiff! All small parts were either new or completely cleaned up.This included nuts, bolts and clamps. New Hoses. New heater tubes. New gaskets, new grommets, new clips and ?fan-dommets.? (Sorry? as we near Christmas, I must have been thinking of Dr. Seuss). It really was coming together, and I had barely entered the interior except for the steering column and heater control cabling. About this time, Rick Boucher came by and painted the door perimeters in my garage. It was a sight to behold! After rebuilding all of the turn signals, it was finally time for the front bumper to be re-assembled, then the hood and engine bay lid to be re-mounted. It was a fantastic day. Rick arrived along with my neighbor Chris, and we were lucky enough to only have to remove and adjust the bumper 3 times and the hood only twice! Gaps were just as they had been
when Rick test fit them prior to paint, and the chassis was finally starting to look like a car again! Next were rebuilding the glass tracks, rear quarter windows and window regulators. Nothing would return to the car as it was originally without cleaning and lubrication. All rubber parts were replaced, and admittedly, the rear quarter windows were, by far, the most difficult with regard to replacing the seals. My hands still hurt, and I'd like not to do that again any time soon.
That Saturday, November 28th, Mitch arrived early, and we double-checked everything start to finish. We were ready. I called Giniene, Ashley and Shannon out to ready
photo by Kevin Pirkle
Batteries were next, and thanks to the very popular Mazda Miata, I was able to find new Absorbed Glass Mat batteries to replace the old lead-acid types that would all too often leak and rot the battery boxes in the trunk. Of course the Miata batteries were white, unlike the black Porsche lead-acid batteries. Not to worry, I took them to DeSigns in Chesapeake, and they wrapped them in black vinyl. Once home, I slipped a vintage VARTA decal on the front, and fit them into the battery boxes. Voila! Vintage looks? modern, leak proof batteries. Finally, November was upon me, and with most of the interior in place (sans seats, steering wheel and gauges), it was time to install the drive-train. Mitch and I made of full day of double-checking torques, rebuilding the CV axles and staging the engine/trans for installation the following Saturday. I remember walking out of the garage that night and wishing we had more time. It killed me to have the engine sitting on the hydraulic cart for an entire week, waiting for me to get back from business travel. Such was the case a number of weeks, but this one was the toughest to that point. That following Saturday, install it we did. I wanted my wife, Giniene, to be there, and the car seemed to be flooded. That ?s when I found out what was even more difficult? waiting another week to start it. Just to be certain that we hadn?t made any mistakes with fuel or electrical connections, Mitch and I agreed to wait until we could double-check ourselves one last time. That week, I installed the driver seat, steering wheel, gauges and door map pockets. I was on pins and needles, since I knew that we were only days away from startup. My parents visited for Thanksgiving, and all I could think about was the car? Giniene was adamant that I would need to wait.As soon as my parents returned to Pennsylvania on Friday, however, right back to the photo by Kevin Pirkle shop I went.
photo by Kevin Pirkle
their iPhones to capture the moment, and BOOM? the car exploded. Just kidding, of course. The glorious sound of a mechanically injected, 2.4L air-cooled flat six filled the room, and I was elated. Timing would need to be adjusted, and more adjustments would need to be made to the idle and such, but the engine was running again for the first time in three years! That afternoon, I drove it around the block to see if the alignment would allow me to drive vs. flat-bed the car to RaceWerks to get the suspension properly photo by Kevin Pirkle aligned, and the neighbors came out to see the car they?d been waiting to see since I?d started the project. One neighbor, Dick Jones, is now in his mid-eighties, and being a Ford guys all of his life, has always said, ?There?s nothing else that sounds like that little car of yours. I always know when you?re outside with it.? And there you have it. Approximately 1800 hours of Work In, will hopefully yield endless Smiles per Gallon for another 47 plus years. I can?t even begin to thank those who have helped me on occasion in my shop. While I may have personally spearheaded the project, it isn?t something that a novice such as myself accomplishes in isolation. A special thanks to Mitch Addison is in order for approximately 375 hours by my side, generously sharing his air-cooled knowledge along the way. Not surprisingly, Mitch and I also enjoyed talking and becoming closer friends. It ?s not just the cars. It really is the people
THOUGHTS
by Bob Weber
"This yea r , the 911 T goes like la st yea r 's 911 E; the 911 E goes like la st yea r 's 911 S, a nd the 911 S goes like H!" Period Porsche Advertisement
photo by Kevin Pirkle
member Kevin Pirkle's series of restoration features here in Horizontally Opposed have been nothing short of spellbinding.
FSR
Through his adventure, he has taken many of us who passed our hands over the glass smooth Glasurit paint on a 911 in a Porsche showroom back in time to a period where the 911 model truly came into it 's own. It is little wonder that these long-hood models are so sought after these days in the collector market. The blend of timeless design undisturbed by federally imposed bumper standards, to a Bosch mechanically injected 2.4L chain-driven overhead cam flat-six that musically builds revs...all carried in a lightweight 2,734 lb package is surely intoxicating. Everything was just so 'right ' with these 911's; it was just a matter of time before their 'goodness' was known beyond the Porsche faithful, ascending to the pantheon of must-have sports cars.
has accomplished here. The details were not sweated, but rather, understood. That understanding was conveyed to a completely correct restoration that will leave mouths open and tongues wagging once his 911T rolls onto the Parade show field and the work that left us FSR brethren spellbound will leave judges equally amazed. Like so many others who have labored to create a masterpiece, once done it leaves a massive void. The level of intensive work striving for
Unless you have gone down the path of obsessive focus and assurances that each and every part, component and finish had to be exactly correct...not perfect, but correct...it 's truly hard to understand what Kevin
absolute authenticity commands your full and undivided attention; it is mentally impossible to think of anything else. Family and work take a back seat to the crusade. The good news?...Though the journey was fantastic, the 'end' more than justified the means as you are left with a piece of art that suspends time and space, taking us back to the day . Thanks for the ride, Kevin!
photo by Kevin Pirkle
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Lee's Aut o and Mar ine Upholst er y is a f am ily-owned business operat ed by FSR m em ber St eve Kar nes. We opened in 1962, it have been Ham pt on Roads m ost r eliable sour ce f or qualit y int er ior and sof t t op r epair , f it m ent and r est orat ion. Our wor k has f ound it s way int o aut om ot ive, m ar ine and aviat ion applicat ions wit h hand-craf t ed at t ent ion t o t he f inest det ails. Ensur ing com plet e cust om er sat isf act ion is Lee's #1 pr ior it y: -
Seat ing r eupholst er y & r epair
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Conver t ible t op r eplacem ent
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Car pet ing
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Door and Tr im panels
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Headliner s
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Full Cust om I nt er ior s
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...and m or e!
Call or st op-in and wor k dir ect ly wit h St eve and plan your int er ior / ext er ior pr oject wit h him .
10122 Jef f er son Avenue Newpor t News, VA
757 595-1341
Cruz Motorsport "If everything seems under control, you're not going fast enough..." Mario Andretti
photo by Porsche Cars
Por sche's Fir st Four -Door Sedan Y
By Larry Printz
"Por sche ha s dr ea med of building a spor ting four door for deca des, but somehow the 911 a lways seemed to get in the way."
ou would be forgiven if you thought that Porsche's introduction of the Panamera at the 2009 Auto Shanghai International Automobile Show represented its first foray into sedan territory. After all, the torch bearing brand ambassador who have forever worshiped at the altar of rear-engined, air-cooled flat six sports cars, blanched at the heretical notion of water cooling. and positively came unglued in 2002 when the crest was affixed to...good Lord!...an SUV, will persistently acknowledge that date of relative infamy. Yet the Panamera was not only an incredibly capable sedan, but a real Porsche in every sense, because Porsche had some very impressive credentials in the high-performance four-door sedan product category. In the closing years of the '80's decade, Mercedes-Benz engineering teams were heavily invested in the development of the new W140 S-Class flagship to the point of not having enough resources to develop a desired performance sedan based on the W124 E-class platform. Mercedes commissioned Porsche engineering to redesign the W124 chassis to accommodate the fitment of their 326hp 5.0L V8 sourced from the SL, along with upgrades to the suspension and drivetrain. Porsche completed the project only to discover that the dictated widened front and rear fenders would not fit down the Mercedes assembly line! Ooops! Porsche was thus commissioned to build the 500E, and over the course of the production run, 10,459 units were hand built in Zuffenhausen on the very same production line where the legendary 959 supercars were assembled. The 500E was a true performance sedan, eclipsing the 0-60mph run in 6 seconds with an ECU limited 155mph top speed representing a half-hearted attempt to limit the horsepower arms race. The 500E was priced at around $79,200 and a quick look at current trading prices hovering around $40,000, the Mercedes-Porsche 500E is a rare, and highly valued bruiser of a sedan. So, the argument could well be made that the Mercedes 500E engineered by Porsche is really the title holder of Porsche's first four-door sedan engineered in-house, usurping the Panamera's claim to that ground.
photo by Porsche Cars
Or...as you'll soon discover...there's the rest of this story...
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photo by Porsche Cars
T
he story starts with a man named Richard
Rabe, chassis engineer Leopold Schmid, and body designer
Hutchinson,
Erwin Komenda arrived in South Bend along with a Porsche
head
of
Studebaker ?s
operations. The independent
export
automaker
was
looking to become more of an international
356and the Porsche Type 530? a prototype 356 with a longer wheelbase, larger doors and a raised roof.
presence, having built a plant in Hamilton, Ontario, and negotiated agreements to build Studebakers overseas.
But they arrived on a Sunday, so they couldn?t get a drink after their long trip. They hoped things would improve on
In the midst of this, British authorities, then occupying the
Monday.
part of Germany that included Wolfsburg, offered Studebaker the chance to take possession of the Volkswagen plant as an outright gift. The plant was a bombed-out shell and the car ?s Nazi association was an anathema. But Hutchinson was fascinated by the Beetle, and had one shipped to Studebaker ?s headquarters in South Bend, Indiana, with the idea that Studebaker would become the American distributor. But Harold Vance, Studebaker ?s president
and the former
head of
Ferry?s idea of a sports car with space for four, the Type 350?s performance didn?t impress Max Hoffman or Studebaker executives. This was not the sort of car they wanted. Yet the meeting led to an agreement for Porsche to design a car with a front-mounted, air-cooled engine with more power and less weight that the 1952 Studebaker Champion. A subsequent agreement called for the development of a water-cooled engine as well.
production, wouldn?t even look at the car, and the deal went In return, Studebaker would pay Porsche approximately
nowhere.
$500,000 (or $4.9 million when adjusted for inflation), money But Max Hoffman, Volkswagen?s U.S. importer, kept at Hutchinson, arranging for a delegation from Porsche KG to meet with Studebaker management in South Bend. While many enthusiasts consider Porsche as an automaker, the company
Porsche needed to construct a factory. Until then, Porsche had leased space in the Reutter body factory in Zuffenhausen, a Stuttgart suburb. The new facility, still in use today, was designed by the Stuttgart-based architect Rolf Gutbrod.
started as a design and engineering consultancy, which kept the What Porsche delivered two years later was a four-door
car company alive during its lean years.
sedan on a 111-inch wheelbase, four inches shorter than that of That ?s why in May 1952, Ferry Porsche, chief designer Karl
- 27 -
wheelbase, rather than the Coupe?s 120-inch wheelbase. As a result, sedans and coupes didn?t share most body panels and trim. The missing length sabotaged the sedan?s styling, yet managers actually thought consumers would prefer the sedan over the coupe and scheduled production accordingly. Once the coupe appeared in showrooms, orders flooded in. But as the company began production, the ran into a major snafu: the front-end sheetmetal didn?t mate properly to the body. This resulted in production stopping until January 1953 in an era when automakers?new models came out in September 1952. Sales declined as demand for coupes outstripped supply and sedans sat on lots. As a result, the company lost $8.3 million (or $80.7 million adjusted for inflation) in the first quarter of the Champion. Two versions were delivered: the 542L with an
1953, a trend that would continue as the year came to a close
air-cooled engine that produced 98 brake horsepower, and the
when General Motors and Ford unleashed a sales war.
542W with a water-cooled engine that generated 106 brake
effect on independent automakers was immediate: sales dried
horsepower. Unlike Studebakers of the time, the 542 had a
up
fully-independent suspension, although it did use many
Studebaker? whose 1953 production was 66 percent lower than
Studebaker components, such as door handles, steering wheel,
in 1950. The staggering sales drop and a lack of cash led the
brakes and wheels.
company to merge with Packard on October 1, 1954.
for
Nash,
Hudson,
Packard,
Willys,
It
The
Kaiser,
was
and
against
this
backdrop that the Porsche Type 542, also code-named Studebaker
Z-87, came to
completion. When it arrived, it was no lightweight,
as
anticipated.
Instead, it was 550 pounds heavier. And while engineers found
the
car
to
be
well-balanced, but the head of
advanced
engineering,
John Z. DeLorean? yes, THAT DeLorean? was critical of the car, noting its excessive vibration , tendency to oversteer and
bug-like
appearance.
"This vehicle has a large photo by Porsche Cars
amount of technical appeal, but a number of items need
But as the car was being developed, Studebaker was facing its own challenges.
refinement to increase its overall appeal as a small car to the average American car buyer."
The company had launched the stunning Starlight Coupe for 1953, but the coupe was conceived as a single model, not as a
Certainly, DeLorean was no different than most all American
sedan or wagon. The decision was made to apply the new look
limited-sight automotive executives who were immersed in the
to the 1953 sedan, which had already been styled. The company
'product era' where consumers would buy what they made vs.
rushed to change the design, with all sedans save the
what they needed. Let 's also not discount the ?not invented here
Commander Land Cruiser using the corporate 116.5-inch
syndrome. It 's a trait that would serve John well later at GM.
- 28-
photo by Porsche Cars
Undeterred, Porsche offered up the Type 633, a two-door sedan with a horizontally-opposed, air-cooled engine in the rear? an American Volkswagen. Studebaker declined. By this point, the South Bend automaker was mired in losses, despite the merger with Packard. With management distracted by the new arrangement Type 633 and cash dwindling, any chance of an American Volkswagen was kaput. While most people are unaware that these two automakers worked together, Porsche does acknowledge the project to this day. Accompanying the sole photo on its website is this description: ?Porsche KG receives a major development assignment from US car maker Studebaker. During this two-year period of cooperation, Porsche develops Type 542, a modern four-door saloon regrettably never to enter series production due to a shortage of funds on the part of Porsche?s U.S. customer.? Studebaker would go on to distribute vehicles from another German automaker, Daimler-Benz, from 1957?64. Dealers sold about 12,000 Mercedes-Benz, Auto Union, and DKW vehicles annually, but Daimler paid Studebaker $5 million to break their agreement in 1964 despite having six years left in the contract. The company then
"This vehicle ha s a la r ge a mount of technica l a ppea l, but a number of items needed r efinement to incr ea se its over a ll a ppea l a s a sma ll ca r to the aver a ge Amer ica n ca r buyer ." John Delorean Director of Experimental Engineering Studebaker -Packard Corporation
formed Mercedes-Benz of North America in 1965 in New Jersey, using the top dealers from the old arrangement. This feature is presented with permissions from Hagerty For more, please go to www.hagerty.com/media
The following year, Studebaker exited the car business.
- 29 -
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