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Classic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in ou...
Classic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in our club fans and fans of the legendary series cars Porsche 911. All about 911-901, 930, 964, 993, 996 and new era 997 and 991-series.

If you're buying a used 911 as an investment, send me your address so that I can arrange a visit from the boys. Investors who never drive their 911s bring a word to mind. That word is 'pimp'. As 911 diehards, the boys don't like pimps, so when they arrive, make sure your engine is still warm, the exhaust system is making that tinkling noise and there is evidence in your tyres of some recently accomplished brisk cornering.

All 911s, from 1963 to this afternoon, share a characteristic 911 'feel', but that varies greatly in degree. Bog-standard used Coupes from the late 1970s or 1980s once delivered the goods for sensible money but they might demand some restoration work now.

Choosing a 911 is such a very personal matter. Just go for what you really want, get the best straight car you can find and look after it. Reliability is legendary but repairs can be costly.

My choice is currently the 993 Carrera 2 Coupe of 1993-98. Its predecessor, the 964, was respectable but dull. The 993's different, agile feel makes it terrific to drive and good ones go for less than £30,000 - this week, anyway.
It's the last air-cooled 911 model but so what? Later models lost nothing by being water-cooled. No, pick a 993 for its exhilarating agility, and its price.

A friend of mine paid £26,000 for a superb 1994 993 Carrera 2 in late 2013. He loves it, whether he's tootling about the shops or on a 300-mile blast through the remote Highlands of Scotland, where it truly excels. And that's no more than it deserves.

Porsche 911 Carrera RS
1973 // £500,000
The eternally great, ultimate development of the original 911 concept, it combines high performance and low weight with inch-perfect precision handling. Superb but the price of this model now, sir, is officially‘through the roof'. If you buy one, promise us you will use it.

On an autumn day in 1972 the salesman from Porsche GB came to visit our house. 'We're making a special car,' he told my father. 'Only 200 will be built, and we're offering them to our best clients first as demand is sure to be strong.' They built more than 1500 in the end, and demand was so great that, instead of management having to use them as company cars to use up unsold stock as expected, Porsche sold out the first batch of 500 immediately and had to build two more series.

Why the fuss? Because the RS is so much more than the sum of its parts. It was derived from the relatively humble 2.4S, but with flared rear arches and wider wheels (a 911 first), bored-out engine (at 2.7 litres Porsche's biggest road car motor to date), a rear spoiler (another first, and not just for Porsche, so initially illegal in some markets) and, last but not least, weight-loss that took the RS under the magic 1000kg in 'lightweight' trim.
The result: 150mph, 0-60mph in 5.0sec, handling to die for (and you would if you lifted off mid-comer) and a string of victories on every continent including rallies, Le Mans and the Targa Florio. Oh, and you can drive it to the shops.

Mine's been in the family for 42 years and has never once 'failed to proceed'. Beat that, Enzo...


Porsche 911 GT3 (997-series, generation II)
2009-12 // £80,000-120,000
The 997-series Generation II cars were terrific in their time and the naturally aspirated 997 GT3 was a hugely powerful, seriously fabulous machine, subtly better in fast corners than previous GT3 models.
A classic in waiting - bound to be a sound long-term investment.

Any brand new 911
2015 // From around £75,000
Admit it, they are absolutely brilliant. If you don’t want one, you should. Buy it, keep it, service it properly. One day, it will be a classic but, meanwhile, enjoy a few happy decades driving it. The best of all worlds.
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  •   Paul Hardiman reacted to this post about 4 years ago
    Gorgeous Green Four-Cylinder Coupe Restored in Galway

    Back in #1964 #Porsche was a company struggling to say goodbye to the faithful 356 and hello to the faster, larger and more expensive Porsche-911 model. Long-standing customers and loyal #Porsche-356 drivers were not impressed at the increased purchase price forced upon them if they were to stay with the marque and, as such, Porsche was scared it would lose its market share. So, with consultation from both customers and dealers, Porsche developed the #912 ‘Versuchwagen’, or “Research Car”, using a four-cylinder 356 engine in the winter of 1964. By early April #1965 Porsche unveiled the new 1,582cc 912 to the public, while orders for 356 models were not taken after the spring of 1965 and production of that car officially ended in September 1965. In some respects the 912, in its easing of the transition between the 356 and 911, was the company’s saviour.

    While some may have viewed the less powerful 912 as a poor man’s 911, the 912 was rapidly developing its own fan base thanks to its undiminished aerodynamics, style, ergonomics, and more importantly, the same high level of build quality of a 911. With better weight distribution than the 911 thanks to the smaller and lighter engine the 912 was acknowledged as a better-handling Porsche and, in the same way the underdog that was the #Mini-Cooper was applauded for taking on and winning rallies, the 912 was also applauded for giving a complete driving experience at a fraction of the price paid by 911 drivers. Many journalists of the time noted that, when carrying out motoring comparison reports on both the 912 and the 911, the 912 was judged to be more fun to drive with its precise steering and better weight distribution. When the price factor was brought into the equation it was very difficult to choose one over the other.

    In the USA the #Porsche-912 outsold the #Porsche-911 almost two to one in #1966 . However, as time went on the numbers dropped in favour of its more powerful #911 brother, and by #1968 the figures showed the 912 production figures to be in or around 6,300 units, while the 911 had risen to around 8,000 units. This ultimately led to the demise of this iconic car in 1969, as the factory geared up for the new #VW-Porsche #914 . Another factor in the 912’s discontinuation was the impending United States engine emission control regulations, which would have cost Porsche too much to comply with in terms of modifications. In all, Porsche had produced over 32,500 912s during its five-year manufacturing run, which included a special edition to celebrate the 100,000th Porsche car - a #Porsche-912-Targa that was presented to and used by the police of Baden-Worttemberg. And, despite being axed in 1969, the model was resurrected unexpectedly when a limited run of about 2,0 fuel-injected two-litre #Porsche-912E models were built for the US market in #1976 to fill a gap at the bottom of Porsche’s range after the end of 914 production, in preparation for the new front-engined #Porsche-924 . Not bad for a car that was only designed to be a transition model from the 356 to the 911.

    All of the this might just give you an idea as to how rare these cars have become over the years, and their less- complicated engine and expense has seen them become collectables in their own right today, and not just “the 911’s poor brother.” John Dooley is the man with the keys to the stunning 912 you see here, which left the factory in #1969 bound for the US of A. John has always had a penchant for the air-cooled powerplant but, despite growing up, as so many of us did, being transported around in the back of a Beetle, he does not own one, preferring its more affluent big brother. You can’t blame him really, seeing as there were nine of them squashed into his father’s #VW-Beetle ! “I’ve always liked the simplicity of the air-cooled VWs and their engines which just keep on going, and the 914 and 912 models are no different really, apart from being more expensive to restore.”

    In convoluted fashion, the story of John’s ownership of this green 912 begins with his purchase of a classic #VW from the US nearly ten years ago. “I have a #1963 #Karmann-Ghia that I bought over the internet in #1997 / #1998, which was a big thing then I suppose as it was all new back then” he begins. “The previous owner had stripped the car down but never went ahead with the restoration, so I shipped it from San Diego and restored it with just a small amount of welding needed. I still have that car today”. After that John went looking for a Porsche 914 and, as it happened, the guy in the US that imported the Karmann Ghia for him also had a 914 in his yard, so he bought that and had it shipped over too. John restored that Porsche, in the process converting it to RHD (all 914s were left- hookers from the factory) and fitted a new 1.7-litre engine too.

    By 2004/’05 John was on the lookout for a Porsche 912, and despite many hours looking on the internet he could not find a good one. The same guy that shipped the #Ghia and the #Porsche-914 agreed to look at a 912 for John - for sale in California, it had supposedly come from Arizona, although John didn’t believe that as it had more rust than you would expect from a dry-state car. “I arranged to have it shipped to the UK, and at the same time I decided I would convert it to RHD so I bought a RHD bulkhead” John explains. “When the 912 arrived in the UK I went over with a trailer to collect it and the bulkhead, but the bulkhead was too big for the trailer so I agreed to arrange to have the bulkhead collected at a later date. That never happened as that gentleman said he dumped it in error, but I think he probably sold it on me”. The car then sat for a while, because as John said, it was “the scary period of 2006/’07 when things were slowing down”, so the project certainly wasn’t off to the most auspicious of starts, Indeed, it could even have fallen by the wayside, but as you can see, John stuck fast and waited for his opportunity.

    By late 2011 John felt the time was right to start the restoration of the 912, so the stripdown began. What was apparent straight away was that the “rust-free” car was not so rust-free, but in comparison to other cars of its era it was practically museum quality. There were rust spots in the floor, four to be exact, but localised repairs were all that were needed. The same was the case when it came to dealing with the rust spots on a wing and a door bottom, so thankfully no expensive new panels needed to be sourced. There is certainly something to be said for Porsche build quality of the time. Even though the car was driving when it arrived in Ireland the wiring was very tatty, so when John stripped the ‘shell Brian Dooley refurbished the electrical system. John tells us that he was a saviour as he did a fantastic job.

    John’s son, Dermot was a panel beater at the time, and he was a real driving force behind getting the bodywork done. It was finished to a fantastic standard, before being sent to Mazonbrook Motors in Loughrea to be painted. The original colour was the very dark Irish Green, but John preferred a brighter original Porsche colour called Golden Green, so a bespoke version of this shade was mixed up and laid down with flawless results.

    In the meantime the brightwork had been sent to Derby Plating in the UK, and when the fresh trim was installed on the newly-painted ‘shell the 912’s appearance really came to life. The bumpers were a nightmare though according to John, as they are very difficult to install and have quite a number of components in each section, all of which required new (and quite expensive) rubbers and grommets. With new tyres fitted to the original Porsche Fuchs wheels, the glass installed with all new rubbers and the US-spec headlights refitted with modern H4 bulbs and set up for RHD, the exterior was finished. Attention then switched to the interior, and a new headliner, new dashboard panel, carpets and one seat cover were ordered from a company in Belgium before being fitted to the almost completed Porsche. All that was then left to install was the engine, which John did once he had sorted out the completely-rebuilt twin Solex carburettors.

    We first came across John’s 912 at the ‘Ireland Heads West for Emma’ Vintage Show in Ballybrit Racecourse in Galway last June, when its bright green colour and gleaming chrome caught the eye of our editor from right across the car park. Not only does it look fantastic, but John is very happy how it drives too; a 1,582cc flat-four might not sound like much engine for a Porsche, but it’s by no means an old VW unit, putting out a solid 90bhp or so. “It’s slow to get started from cold, but after that it fires up straight away” he smiles. “You could use it every day, and if I had to sell everything else I would happily use it all the time. People ask if it’s as fast as a 911, and it’s not, but it’s no slouch and handles very well. There’s nothing wrong with the way it goes, and I’m very happy with it”. You can’t say fairer than that.

    Car #1969 Porsche 912 - Spec
    Years Produced: - 1965 to 1969
    Body Type: - Monocoque 2+2 coupe
    Engine: - Rear-mounted 1,582cc air-cooled flat-four with twin Solex carburettors
    Transmission: - Five-speed manual, RWD
    Front Suspension: - Independent torsion bar with McPherson strut-type dampers
    Rear Suspension: - Independent torsion bar with trailing wishbones
    Maximum Power: 90bhp at 5,800rpm
    0-60mph: - 11.6 seconds
    Maximum Speed: - 119mph
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  • SMILE FACTOR

    Our man reckons the #Porsche-911-Carrera-3.2 is the best classic #911 to have as a daily driver. Well he would do, he’s owned one for nine years. Words & photos: Paul Davies and KPB photography.

    My first #Porsche was a #Porsche-912 . You know, the 911 with the #356 engine that outsold the six-cylinder version in its first two years. Real classic, nicely balanced, performed a lot better than it did on paper, and – when I bought it back in #1989 – pretty cheap. But daily driver? No.

    On back roads it was fine, but motorway work had Fiestas roaring past, the drivers grinning mockingly, and getting it started was a matter of tickling the Solex carbs until the engine ran steady – although that might have been my particular car.

    So, I needed something a bit more, as they say, userfriendly; I reckon if I’m trolling around the country on Classic Porsche magazine business the least I can do is turn up in the right make of car. Also, wouldn’t it be nice to take the Porsche on the annual holiday run to northern Spain, without holding up 2CVs on the back roads of France?

    The question was how to replace the 912. An early 911, even way back in 2006, looked pricey and a bit too precious. I looked at a nice #1976 Carrera 3.0 but it was expensive, and the later SC at that time was a no-no in the credibility stakes – although it’s getting up there now with the best. The Carrera 3.2, manufactured from 1984 to 1989, seemed a no-brainer.

    I always like to bring my long-time co-driver (Mrs D, that is) into car buying decisions. Then, if it all goes horribly wrong, it can’t all be my fault. Driving early cars – like the Carrera 3.0 and the #Porsche-911SC – revealed a couple of basic problems in the daily driving department, namely the agricultural feel encountered with cog-swapping through the 915 gearbox, plus the amount of leg muscle required to depress the cable-operated clutch.

    The revised #Carrera 3.2, built from #1987 model year with hydraulic clutch and easy-shifting G50 gearbox made by #Borg-Warner , was the answer. Eventually I found one, a two-owner Targa that passed muster, for sale with Coventry specialists PCT, or at least Autobahn as the sales outlet then was. A deal was done, which even included a six-month warranty, and I drove off. On the M5 motorway, the fresh air blower running at full blast to counter a stinking hot summer day expired in a cloud of smoke and the acrid smell of a burnt-out electric motor!

    To be fair, PCT replaced the unit straight away – and also re-fitted the rear anti-roll bar which had been knocking on the transmission casing because, at some stage in its life, it had been fitted upside down. From then forward I can report the Carrera 3.2 has proved a worthy buy. Yes, I’ve had a few problems – in general just what you would expect with an ageing Porsche – and consequently have spent money to keep it up to scratch through the 48,000 miles it’s covered so far.

    But it’s been worthwhile. The family #BMW 3-series is a very good car, which is what you would expect, but get in the Porsche and you only have to go a couple of miles down the road before the smile factor sets in.

    Driving the Carrera 3.2 is like driving a modern car without the bad bits. The non-assisted steering is heavy on parking because of the 205-profile front tyres, but once you’re on the move it has a precise feel that’s hard to match with a modern – especially those with electric PAS. The suspension – still torsion bars, of course – is firm, but you truly feel connected with what’s happening. Yes, the brakes are borderline if you’re cracking on, and they do need to be kept in top condition.

    The engine, that’s the gem. This, you need to understand, is to my mind the ultimate expression of the original #Porsche-911 air-cooled flat-six. It’s not the final configuration but it retains the attribute of the original Porsche concept of ‘less is more’, with just about the right amount of modern technology. The #964 and the #993 that followed were also air-cooled, but much revised and not necessarily better.

    In 1984, when the 3.2 first appeared, Porsche was seriously getting to grips with clean air legislation, especially in the USA, and that’s one of the good things about the 3.2 motor. The company’s first stab at electronic management, via the Bosch Motronic system, for the first time accurately controlled fuel flow relative to such things as throttle position, engine and ambient temperature, and ignition. The end result is a superflexible engine that delivers fuel economy which owners of carburetted or MFI-equipped cars will die for. On those long trips to Spain and back I’ve taken the trouble to do long-term fuel checks, and 27mpg overall is the result. Not bad, I reckon.

    I can’t fault the way my Carrera 3.2 drives, although I’m conscious of the fact it’s still on its original dampers. I’ve fitted Super Pro synthetic bushes to the front suspension (back end coming soon) but I think a set of new Bilsteins, or similar, would be the icing on the cake. Even so, it’s a good top-gear motorway cruiser (bit of wind rush from the Targa top over 80mph) and on back roads third gear seems to be the place to be, the super torque of the engine taking you from almost nothing to well over the legal limit. Smile factor again.

    Inevitably we get the big question. No-one, well not me anyway, said Porsche ownership was cheap (in fact if you think that way, don’t buy one), but although there is most definitely a constant cost factor involved, you’ll come out smiling just as long as you keep on top of things. Francis Tuthill (who’s built more rally Porsche than most) once told me – talking about the 912 actually, but the same implies – that the best way to deal with Porsche ownership was to drive it, enjoy it, and fix it when it breaks.

    That’s not to say you don’t indulge in regular maintenance, I think Francis was referring to not being dragged down the full restoration route. I’ve had it fixed if it broke, changed the oil, spark plugs and things like that and had the bodywork attended to when rust threatened.

    Before I bought the car, at 55,000 miles, it had had an engine rebuild after the oil pump failed (don’t know why) but during my ownership, from 62k and nine years, I’ve spent just over £10,000, excluding tax, insurance and fuel. Biggest expenses? A year into ownership, Gantspeed took a good look and replaced the clutch, updated the clutch-release mechanism, rebuilt the rear brakes and suspension, and gave the engine the ‘works’ (£3,500). PCT fitted a new dry-sump tank (new one from Autofarm £500) when the original leaked, and also fitted a stainless-steel pre-silencer (both jobs £1400).

    Jaz (I spread my favours) did a mega-service and fettle before one of my Spanish trips that totalled £1200 and included new handbrake cables, a wheel bearing, driveshaft seal, and electric motor for the driver’s seat height adjustment. Recent work at Specialist Vehicle Preparations has included replacing a broken suspension arm, those Super Pro bushes, and new front brake calipers, all for around £1,800.

    Attention to rusty bits has so far totalled £1500, but I know there’s another (bigger) job on the way before long: tyres, I’ve replaced six (excellent) Avons during the time at a cost of around £550 but I’m due for a new set before I do much mileage this year.

    That’s it really. It may sound a lot but add the costs to what I paid for the car back in 2006 (£12,000) and then take a look at the current sale prices for late-model Carrera 3.2s. I reckon I’m breaking even – and I’ve had a lot of smiles on the way.

    Finally, that Targa top. I know everybody thinks they’re for sissies and not the true 911 look, but it’s highly practical for a car that doesn’t have air-con (of course not!) and anyway the co-driver likes it. I drove a Cayman recently – you know, the Boxster with a roof for grown-ups – and I have to admit it was mind-blowing, especially in the handling department. But, hey, it’s already on the downward spiral of depreciation that modern, mass produced Porsches suffer. I couldn’t be that daft could I?
    • Porsche bb 911 Turbo Targa - I must say I found Retro #Porsche : Part II to be an absolutely brilliant bookazine – it provides a lot of history. IPorsche bb 911 Turbo Targa - I must say I found Retro #Porsche : Part II to be an absolutely brilliant bookazine – it provides a lot of history. I own a 1976 Slant Nose 911, so I’m curious about them, particularly the period modified versions from German tuning houses like Rinspeed and bb, so I particularly enjoyed the bb 911 Turbo Targa feature.

      I wondered where the initial idea for the bb-style 911, adapting a #Porsche-911 to look like a #Porsche-928 and #Porsche-959 , came from, as you don’t see a great deal of them around anymore. God only knows who modified these cars in the Eighties – like the article’s author I ran into brick walls everywhere during my own research on the cars, and I eventually gave up looking.

      Not a lot of people have time for Rainer Buchmann’s creations, but it was good to see this car. It certainly wouldn’t be everyone’s cup of tea, but cars like this are still a part of Porsche history, even in a small way.
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  • 1967 PORSCHE 912 45 YEARS AND COUNTING…

    John Rialson tells us what it’s like to own a 912 for more than four decades. That’s how long John Rialson has owned his 1967 Porsche 912. Now, with no fewer than 421,600 miles under its tyres (yes, you did read that right!), it’s living proof that they built these cars to last… Words & photos: John Rialson.

    My father, who was an educator and a librarian at San Jose State College, would always tell me that a car should simply get you from point A to point B, and be nothing fancy. I would always ask, why couldn’t we have fun in a car that does more? I was eight years old.

    The first car I remember my dad buying was a 1953 Volkswagen in Texas Brown. It had a 36 horsepower engine, a small rear window, turn signals that popped out of the door pillar, no fuel gauge, and a thick metal body. The interior was red. I don’t remember it even having a radio installed.

    We were probably about the first family in the San Francisco Bay area to buy a VW. The neighbours would tease my dad about the car and would often hide it by carrying it down the street and putting it behind a hedge (love it! – KS). I, on the other hand, would brag about all the car’s functions to my school friends, which probably didn’t make me very popular since I told them this was a better car than the one they had.

    This turned out to be a good, reliable car that Dad drove for many years. He traded it in for a new 1960 Volkswagen. That one was red with a white interior and this time it did have a radio. It also had a fuel gauge and the larger rear window.

    I learned to drive in that car when I was fifteen. I received my driver’s licence when I was sixteen and proceeded to show my high-school friends what a good driver I was. I knew the car was waterproof, and while driving in the mountains on a dirt road one day we came to a river. Usually the river was passable but it had been raining and the water was higher than usual. We decided to try and cross.

    We got half way and the car started floating down the river! Feeling hopeless and wondering what I was going to tell Dad, we finally hit a sand bar on the other side. I was then able to drive the car in the shallow water at the edge of the river back to the road. The girls thought I was crazy and I never told Dad.

    In 1967, when I was twenty-two, I bought my own car. It was a brand new Volkswagen in beige with black interior. I fitted it with Koni shocks, Pirelli tyres and an anti-sway bar. It handled well and I put well over 100,000 miles on it by 1970. I drove it everywhere.

    I used to take the car to a garage in Los Altos, California called Reitmier’s Werkstatt. They worked on VWs and Porsches. One day in 1970 the owner’s brother put his 1967 Porsche up for sale for $4400. He said he was selling it because he wanted a 1968-model #Porsche with the flared fenders so he could put wider tyres on for autocrossing. The car was beautiful, so I bought it: it was a Bahama Yellow 1967 912 Porsche with low mileage, and looked as good as new. It was probably the best investment I could have made.

    I have always enjoyed driving. Over the years that I’ve owned the Porsche, there have been some fun stories. On one camping trip up to the San Juan Islands between Washington and Canada, we took the ferry boat to Orcas Island. I was taking photos of some Scottish Highland cattle when a huge dog came running up to me. Needless to say, I jumped into the Porsche. The dog stood higher than the car and proceeded to mark his territory on all four tyres…

    On a memorable trip to visit close friends in Bangor, Maine, I was told about some places I should visit and explore in Canada. One was Campobello Island in New Brunswick. Franklin D. Roosevelt, President of the United States, had a 34-room ‘cottage’ used as a summer retreat on Campobello, which is now a park and museum.

    When I travelled alone, I’d usually camp out, or sleep in the car. I could put the passenger seat all the way down, put an air-mattress over the seats and climb into a sleeping bag. It was very comfortable. One night while exploring Prince Edward Island, I parked the car next to a lighthouse out on a point of land high above the ocean. While I was asleep during the night the wind came up, waking me a few times as the car shook. At about four in the morning, I noticed that the lighthouse had ‘moved’.

    Feeling confused, I looked out the side window and could see the waves breaking on rocks about a hundred feet below. The car was sitting right on the edge of the cliff. The wind had slowly moved the car across the dewcovered grass, right to the edge. A few more minutes and I’d have gone over. I quickly moved the car to be out of the wind and went back to sleep. The next morning I walked over to where the car had been and could see the wind had moved it about fifty feet. The right rear tyre was on the edge of the cliff. That was close.

    One very cold morning while visiting Nova Scotia, Canada, I woke to find the car covered in snow (see photo). It was really cold in the car so I thought it would be a good idea to start the engine and get the heater going before getting dressed and having breakfast. I turned the key but the starter motor had stopped working.

    I knew I could probably start the car from the engine compartment, so I jumped out in my underwear and managed to start the engine. It was cold and the ground was covered in snow – and I was barefoot. When I tried to open the door, the lock mechanism was frozen and the door wouldn’t open!

    The car was running and the heater was on but I couldn’t get back in. There was no one around for probably fifty miles so I had to get out of this mess by myself. I was jumping up and down trying to keep warm while giving the door handle little karate chops, hoping the ice would melt. After about ten agonising minutes, the heater had warmed the inside of the car enough to thaw out the lock and allow the door finally to open.

    On another trip, I drove to Cape Breton Island where Alexander Graham Bell, the inventor, had a lab and boat house to test his inventions. That, too, is now a museum. I wanted to drive the car as far east as I could on the North American continent, just to say I had been there. But after studying the map, I realised that easterly point was in Labrador, about 1600 miles away. I am not even sure if the roads were passable, so I settled for the most easterly point on Cape Breton Island. A lot of the road was dirt, but I made it. The photo below left shows the car at the most easterly point, with lobster traps in the background.

    The Porsche has always been a joy to drive. I had wanted to visit Mexico for a long time, so I decided I would spend six months exploring as much of Mexico as I could and first of all I headed for Veracruz. The first night while staying with friends in the city, the local children found out that, by shaking the car, the alarm would go off.

    The kids thought this was great. I would yell out in Spanish to get away from the car, so they would run and hide. But when I left the window, they would come back and do it all over again. I finally had to turn off the alarm. I truly enjoyed exploring Mexico and never had any problems with the car or the people I met. Everyone was always helpful, warm and kind.

    This last year has been a time to restore the car. The carburettors were in bad shape. A good friend, who also owns a 912, totally rebuilt my carburettors. The car is now 48 years old and things wear out. It had been sitting in my garage for a few years, but I am enjoying driving it again. It still has the original paint, which buffed out nicely when I detailed it. She still looks good and now I have four little boys who all want to drive it when they are old enough!

    John Rialson is a professional trumpet player living with his family in Hollister, California.

    Bahama Yellow paintwork is all original, apart from the bonnet (hood) which was damaged by a drunk who fell on it one night! From left to right: 1978 and a trip as far east as John could go – Cape Breton Island; on a visit to visit relatives in Minnesota; just south of Carmel, California, in 1990.

    Above left: A trip to Nova Scotia resulted in the car experiencing some very un- California weather – and John locking himself out of the car…

    Above: Getting ready to make some music back in the 1980s.

    Family affair: photos with two of John’s four boys. All four want the car when they grow up. His youngest, at five years of age, told John he could almost reach the pedals…

    REPAIR HISTORY

    My Porsche 912 was originally sold to a fellow from Los Altos Hills, California on 20th December 1966 from Gus Mozart Volkswagen at 825 El Camino Real, Palo Alto, California. Unfortunately, I understand he was badly wounded during the Vietnam war and was unable to drive the car. The 912 was then sold to the Porsche mechanic, Helmet Bezak, from Reitmier’s Werkstatt in Los Altos, from whom I purchased it on 14th April 1970. The car had only about 16,000 miles on the clock and clearly hadn’t been driven much. In the 45 years I’ve owned it I’ve always been careful about maintenance, and still have all the records for oil changes, tune ups and major repairs. Oil changes are every 3000 miles, and a full service every 6000 miles. I also have all the records for other parts, repairs and rebuilds of the engine.

    Looking through my records, I was surprised to find so many old bills (about 150) for new tyres, batteries, brake jobs, clutches, bulbs, radio repairs, wheel bearings, wheel alignments, clutch cable, Koni shocks, rubber seals, generators, starter motors… the list goes on and on. I found that most oil changes cost less than $50, while full tune-ups cost from $150 in the early days to over $800 now.

    The first major repair was in April 1971. I’d owned the car for one year, with only 24,000 miles on the clock, but it had a bad oil leak. It turned out to be a crack in the crankcase. After trying to weld the crack, which didn’t work, I had to buy a whole new crankcase for $235.

    We replaced the camshaft, main bearings, oil cooler and a number of other parts, for a total bill of $768. One lesson I learned early on is to keep the throttle pedal linkage well lubricated. One time while on a freeway on-ramp I had the car up to 6000rpm in second gear, ready to shift to third. What I didn’t know was that the throttle pedal was stuck, so when I pushed in the clutch to shift, the engine raced way past the redline in a split second. By the time I could reach the key to turn off the engine, it was too late. The fan exploded and sent shrapnel through the fan housing.

    The inside of the car filled with white smoke but I made it safely off to the side of the freeway and had to call for a tow. This happened in 1973 and the car ended up needing a valve job, a new oil cooler, fan and fan housing. The charge was only $289!

    My first full engine rebuild came in August 1974, when the car had covered about 110,000 miles. The bill for that was $867. The second engine rebuild was in August 1979, by which time the car had covered 190,403 miles. This also included a new flywheel, clutch, valves and brakes. The cost came to $1575. The third engine rebuild was in 1986 at 285,000 miles. The total bill this time came to $2100.

    In September 1987, at 314,340 miles, the car needed another new flywheel, along with a clutch and battery, all of which cost $964. When it was time for the fourth rebuild, I decided to replace the engine with a totally rebuilt older unit with a lot lower mileage. This was in 2005 at 398,000. I have not driven the car much in the last ten years, so it currently has 421,600 miles on the odometer. Ken’s Porsche Technique in Campbell, California, who carried out most of the work, still exists and is highly regarded for their repair work on Porsches.

    More recently, we moved to Hollister, California, about five years ago. The car had not been driven because the carburettors needed a complete rebuild (they were leaking fuel). I started playing trumpet with a big band here in Hollister and one day one of the other trumpet players, Jay Hilgers, showed up in a 912E Porsche.

    We were already good friends and he didn’t know I had a 912. His father, Rick Hilgers, was one of the chief Porsche mechanics at Westers in Monterey, California, and had taught his son how to tune and repair Porsches. When Jay heard my carburettors needed repair, he offered to rebuild them for free.

    He said the car was too nice to be sitting and that we needed to get it back on the road, so I paid about $76 to Eckler’s for the Solex repair kit and Jay did a beautiful job making the carburettors look and work like new. They now work perfectly.

    Because the car had been sitting for so long, it needed some more work. I felt guilty about letting Jay spend more free time on the car, as he had already done so much with the carburettors. I took the car to Briganti’s Automotive Service in Hollister where they repaired the throttle linkage and brakes, and gave the car a tune-up.

    I still have a few more items to sort out but the 912 is about ready for the road again. It still has the original paint, except for the hood, and still looks great. And, it goes without saying, it is still a joy to drive.

    Recent photo of the 912 was taken at San Juan Bautista, in California. You’d never believe this car has covered well over 400,000 miles in the last 48 years.

    Miguel Martinez is considered to be the father of mariachi-style trumpet playing and was only too happy to pose with the 912 Highway 90 in the middle of Montana in winter. No traffic. John stopped in the middle of the freeway to take this photo in 1994.

    “Over the years that I’ve owned the Porsche, there have been some fun stories ”

    John pauses at a roadside coffee shop on a trip to Baja, Mexico, in 1986. He recalls that ‘this place had great lobster tacos!’

    SPECIFICATION: #1967 #Porsche-912

    Delivered 20th December #1966 to Gus Mozart Volkswagen, Palo Alto, CA. Bahama Yellow, black interior with basketweave seat inlay; light grey perforated headliner; left-hand drive; #VDM Ebonite plastic steering wheel and circular horn button; #Blaupunkt radio; factory stabiliser bars front and rear; chrome bumper guards, front and rear; engine # P751924; standard #Mahle pistons/cylinders; Solex carburettors; #Bosch 022 distributor; five-speed gearbox; chrome steel rims; 165 HR 15 radial tyres.
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