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    Car #Porsche-356A / #Porsche-356 / #Porsche

    RUN BY Alain de Cadenet
    OWNED SINCE 2005

    I rediscovered that leaving the 356 parked up and lonely was the worst thing I could have done. I had to get another 6V battery, change the hygroscopic brake fluid and seriously detail the paintwork. It was, however, tricky to use the car when one’s health is not really up to it as well. But it was so exciting to have the car back from Andy Prill, who had done a great job on the motor and set up the suspension – including camber change and toe-in adjustment. It is now spot-on.

    Meanwhile, I did a full grease-up and gave it some TLC all around. I could hardly wait to get in the magnificent old bird and try her out. The motor pulls well (all 60bhp of it) on the original single-choke #Solex-32PBIC carbs, which had endured a complete rebuild to factory specification and now enable the car to pull away with some extra low-down torque.

    Having driven another 356 at Monterey last year, I had remarked that the car handled far better than mine – only to realise that it was fitted with #Vredestein 155SR15 #Sprint-Classic-tyres . That’s tires over there, of course. Naturally I had to have some of those, but I found it tricky to source a local tyre-fitter who could handle tyres that needed inner tubes!

    Not far from the mews in Kensington – in Munster Road, Fulham, in fact – I found someone and he did a great job fitting my new ones. But he did not have a mandrel on which to mount the wheels for balancing, so now I have to find someone with an on-car balancing set-up to finish it off. These ‘A’-type 356s have Volkswagen open-centre wheels, as you may know. However, on my first outing of some 120 miles I didn’t notice any vibration to concern me at legal road speeds. Plus I happen to prefer the 155 rather than the 165 tyre size.

    There is a small difference in the rolling radius but the car feels so good and has less drag than on the 165s. It also sits well on the road, just as it did when new. I have never understood why folk want to turn these older machines into something way out-performing what they were originally, with big tyres and double or more the horsepower.

    But they do. And why shouldn’t they? It’s just not for me. The tyre-fitter also produced some small plastic collars that fit into the valve hole in the wheel rim to stop the neck of the valve chafing on the steel of the wheel. It makes sense to have these for the first time, something I was pleased to learn about and yet another trick of the trade that you can only find out from someone who knows about such things. I have a rally coming up and expect it to run as well as she did when new after all this attention.
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    / #Porsche-356 heading back towards affordability #Porsche-356A / #Porsche-356B / #Porsche-356C

    Though the less numerous earlier 356A models are holding their end up, values of #Porsche ’s 356B and C coupés have slipped back to roughly where they were three years ago.

    That interesting nugget of information may offer some comfort to those enthusiasts who thought they’d missed the boat and would never get their hands on one. And it’s easy enough to leave the 356As to the acquisitive ‘own it but don’t use it’ crowd. In reality they’re probably not really worth the 17.5% premium they currently command.

    From the driver’s seat the later cars are actually better, and it’s hardly as if they lost much of their design purity as they grew older – unlike XKs or E-types, it could be argued. Are they going to fall any further? It’s possible, of course, but given these cars’ status and the relatively low numbers available compared to later Porsches it’s unlikely to be by any kind of shirt-losing amount. In fact if there’s a further general mid-market downswing they may even outperform it.
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    CAR #Porsche-356A / #Porsche-356 / #Porsche /
    Run by Alain de Cadenet
    Owned since 2005
    Total mileage c154,000
    Miles since acquisition c24,000
    Latest costs £7500


    I made a mistake some years ago by putting my 356A, known as ‘Elmu’, into storage without carrying out essential preservation treatment. A couple of years later, when I dug it out for use, I was treated to much spluttering, coughing and banging, plus a sulphated battery. An oil change and tappet-clearance check, combined with cleaning the points, didn’t improve things very much and it all led to one cylinder (number three) that had precious little compression.

    Sometimes, radial engines on ancient aircraft can get bits of carbon stuck between a valve and its seat, causing compression loss. A good blast usually blows it all out. Not so in this case, however.

    A voice of experience suggested that Redex down the bore left for 48 hours would dissolve the carbon if it was that, or un-gum the stuck rings that could be the problem.

    That didn’t work, so I tried another ghastly ‘trick of the trade’ – filling the cylinder with cellulose thinners to dissolve the ringsticking goo. Well, if the Russians in WW2 could dilute their aircraft engine oil with petrol to get the motors started in the freezing-cold, and then have the petrol burn off when it got hot, I figured that’s what would happen to the thinners.

    Didn’t work. Guru Andy Prill then told me that number three was always the first to lose compression and the motor would have to come out to be stripped. It did. Needed a new cylinder and piston. Might as well change all four pots – it’s time.

    You can guess the rest. Bearings, crank grind, valves, springs. Who wants to put their name on a fresh motor if they can’t bin worn-out parts and start with a fresh sheet? At least the original crankcase was fit to receive new bits.

    Elmu went back into storage before the rebuilt unit duly showed up, and it did look good. As Prill put it, one just has to “bite the bullet and look forward to years of usage, secure in the knowledge that it’s been saved for posterity”.

    Then there was the question of tail-lights and front indicators that weren’t functioning. Amazing how rust and rot gets in underneath sealed lenses. I have a stock of steel wool, bronze- and nylon-bristled brushes and the like to clean up this stuff. I also pump clear RTV silicon around the insides of the lenses to try to keep out the elements. A light spray with WD40 and it should last for a couple of years. I also spent an afternoon with a tube of Solvol Autosol buffing up the chrome and aluminium over-riders as well as using the stuff to clean off stains and oil marks on the paintwork. When it was all done, I felt as if I had just picked up the family dog from the vet. All freshly groomed, nails clipped and ready for a nice long walk in the country.

    On this particular car, the brakes work really well. The pedal is firm and doesn’t have much travel because I regularly adjust the drums. I bleed them backwards, too. That is, pressure feed the DOT4 into the slave cylinders and allow the surplus to bleed out of the reservoir. This is how it’s done on vintage aircraft and makes sense when you think that the air bubbles travel upwards and the easiest way to get rid of them is to let them escape from the highest point.

    After a few runs, I found that the synchro into first gear is worn. Do I strip it all out or just grin and bear it? Maybe a pint of ATF in the ’box might help. I seem to remember that could help failing second-gear synchros in a Ferrari. Would have been nice to have discovered all of this before removing the engine rather than when it’s back in.

    From top: surface rust was cleaned from indicators; silicon was then applied to the inside of the lenses.
    Gorgeous lines of 356A are shown off from overhead; recent use uncovered worn synchro.
    The original crankcase received four replacement pistons.
    Elmu at the premises of Porsche guru Andy Prill, who did the engine work.
    The immaculately presented flat-four ready to be refitted.
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    The tale of Simon Bowrey’s beautiful #1957 #Porsche-356-Carrera-GT . Hiding behind an incorrect nose, a distinctly nonstandard interior and a less than perfect paint job, the true identity of Simon Bowrey’s 356 Carrera GT remained hidden for many years. It took a team of experts to unravel the truth behind the first Carrera GT imported into the USA. Words: Fred Hampton. Photos: Jayson Fong. Restoration photos: Simon Bowery.

    What follows is the story of how a 1957 #Porsche-356 Carrera GT lingered in the USA under the illusion of being a 1500 GS, was exported to Italy and – following an interval in Italian ownership – was later sold into France, where it was bought by an American based in Switzerland, and sold to an Englishman who imported the Porsche to ‘the island’ where the first clue to the Carrera’s identity as a GT was flagged up by another Englishman whilst undertaking research on a totally unrelated project in the Stuttgart Museum archive. Got all that? Good…

    The significance (if not the entire history) of #100369 was brought to light through the help of several early Porsche experts, who pooled detailed information, enabling the English owner to manage and direct an authentic restoration by Sportwagen (UK) and Hloch (Germany). What began as a ‘question mark’ car is now confirmed on its Certificate of Authenticity issued by Porsche to be the first steel-bodied #Porsche-356A Carrera GT to be delivered to Max Hoffman from the factory.

    The players involved in bringing this to light are Bob Campbell, Stefano Gatti, Franco Lembo, Jack Logan, Simon Bowrey, Fred Hampton, Michael Doyle, Bruce Cooper, Steve Winter, Mike Smith, Karmann Konnection and Karl Hloch. Some time ago, Bob Campbell of 356 Services in California offered a 356A Carrera for sale, having purchased the car in early 2000 from one of two brothers who both owned 356 Carreras. Its early history is unknown, and a Tijuana-style tuck-and-roll interior with ‘kustom karpets’ and a black paint job went a long way towards disguising the car’s original configuration. Furthermore, at some point in the past a body shop had fitted a ‘B’ nose and bonnet to our subject car. It is thought that one of the brothers bought the car new and later wanted a B GT, but couldn’t find one. Or perhaps it was the result of some front end damage and perhaps no ‘A’ parts were readily available. That curious nose graft is a mystery, but one certainty remains: as Bob Campbell says, ‘Bastard cars don’t sell easily’.

    The story goes that the one of the brothers’ cars had Rudge wheels and they did a swap, which is why #100369 came to market – perhaps as a lure to uninformed buyers – with the decorative but heavyweight Rudge knock-off wheels, rather than the original rare steel offset rims. While the Carrera was being offered for sale in the USA, the possibility of it being a GT had already been established by a few previous onlookers who opined that #100369 did, on close inspection, exhibit some GT details, including rolled edges on the wings and the support brace for the enlarged fuel tank. Despite the possibility that this might be a rare GT, a lack of interest in closing a deal by any American buyer accelerated a sale to Europe in early 2002 – as a 1500GS.

    Consequently #100369 passed into the ownership of Stefano Gatti in Italy, who owned the car for several years before selling it to a friend who, in turn, then passed the Carrera on to Franco Lembo of Automobilia, based in the Champagne capital of Reims in France.

    At this point, the car came to the attention of Genevabased #Porsche enthusiast Jack Logan who was looking for another GT, having previously owned an ex-Buenos Aires 356A Carrera GT coupé, and one of the last GT Speedsters delivered at the end of production with a pushrod engine. When Logan first viewed it in Reims, the 356 had already been stripped to a bare bodyshell. The incongruous ‘B’ front clip had been removed, to be replaced by the correct ‘A’ nose, and it was sitting awaiting preparation for painting.

    Although not entirely convinced he needed a project, Jack agreed to buy the car based upon what he had seen in the unfinished state, and had Franco proceed with the restoration. However, after committing to the 356, the prospect of a long, drawn-out restoration scenario cooled his initial enthusiasm just at the time Simon Bowrey approached him with an offer to buy the car – which they both understood to be a 1500 GS. Negotiations between North London and Geneva progressed and the Carrera was ultimately transported to Bruce Cooper at Essex-based restoration experts, Sportwagen.

    Meanwhile, research undertaken in the Porsche Museum archive found that the Kardex provided little information beyond the unlikely indication of ‘Americanstyle bumpers’. However, handwritten records elsewhere revealed that the car Simon and Jack were researching was most certainly a GT.

    It later transpired that #100369 was originally supplied with an all-plastic interior (no carpets), Speedster seats, GT engine and BBAA-ratio gearbox, GT tank, no undersealant, plastic windows and steel offset wheels (not the lighter steel/alloy mix).

    Furthermore, and more significantly, information shared by Michael Doyle suggested that this Carrera was almost certainly – by a process of eliminating the chassis numbers of the very first of the steel-bodied GT models delivered throughout Europe – the first steel-bodied GT delivered to Hoffman and imported into the USA.

    Porsche had begun series-production of the new 356A T1 Gran Turismo ‘GT’ in March 1957. 17 examples were delivered in the first few months until the end of June, of which #100369 was the 11th or 12th completed on 4th June 1957. Of these 17 early GT coupés, the majority were delivered to their first owners in Germany, Austria, Switzerland, France and Sweden, and only a further 13 GT versions were delivered worldwide for the entire 1957 production year.

    Chassis #100369 was shipped to the USA on the 12th June 1957 for delivery to Hoffman Motor Co. in New York. This must have been one of the first (if not the first) production Carrera GTs specially ordered for delivery to North America.

    On the restoration front, as he was not altogether happy with the inherited metallic grey paintwork that had been applied in France, Simon decided to have the shell media-blasted and make a start from scratch. When returned to Bruce Cooper at Sportwagen, the tell-tale GT hallmarks (strengthening for GT tank, no coat-hook holes and a rolled rear clip) all became evident to endorse the finding in the Museum archive.

    Back in the workshop, the ‘A’ front clip was removed to roll the bottom valance and to adjust the front section to accept the ‘A’ bonnet as the car was still displaying certain ‘B’ details. During the restoration, neither rust nor crash damage was found on the car. Bruce Cooper noted this was ‘remarkable for a 55-year-old Carrera’, giving credence to the idea that the T5 swap had been voluntary and not because of damage.

    The shell was then prepared in readiness for paint, with dimensions referenced to an original car and the exterior returned to the correct ex-factory colour of silver. The reworked and repainted shell was then reassembled in Sportwagen’s workshop.

    The engine was delivered to Germany to be rebuilt by four-cam specialist Karl Hloch in Schorndorf, east of Stuttgart. Karl Hloch senior had been the four-cam engine builder for Paul Ernst Strahle motorsport in the heyday of four-cam racing and – having now rebuilt more such motors than anyone in the world – Karl junior, having absorbed so much of his father’s expertise, continues the tradition with a high-profile client list.

    Steve Winter of Jaz Porsche in London rebuilt the limited-slip differential and gearbox (still with the original BBAA gear set) and attended to all the necessary geometry. The running gear, steering box and suspension was taken care of by Mike Smith of PR Services, who also supplied all the authentic 14mm nuts, bolts and fittings ready for reassembly. Karmann Konnection was the source of many NOS parts throughout the project.

    The correct interior trim material was sourced via Michael Doyle who, as well as being in constant liaison with Simon on the restoration detail, trimmed the Speedster seats in the USA.

    As to the quality of the outcome, the freshly-restored Carrera’s first outing was at the Warren Concours (a UK emulation of the multi-marque Pebble Beach Concours). After taking first place in the Porsche Class at this event, it was voted Best in Show by a panel of 15 judges.

    At the 2014 Classics at the Castle show held last September, the restored 1957 Carrera GT was driven by Weissach’s Tony Hatter in the ‘Special Cars’ Parade, ahead of a 2005 example of his Carrera GT design. A fitting cameo to bring the story to a close.

    This narrative was put together based upon the known facts available at the time of writing. However, should any reader have further information relating to the history of #100369, then do please kindly make contact with Simon via the magazine.

    Speedster seats were trimmed in the USA by Michael Doyle, who also sourced the trim material. Four-cam engine was rebuilt by Karl Hloch. Inset photos opposite show bare shell at Sportwagen. It proved to be in remarkably sound condition, apart from incorrect ‘B’ nose…

    “The engine was delivered to Germany to be rebuilt by four-cam specialist Karl Hloch…”

    Simon Bowrey’s Carrera GT is impressive in every detail, and from every angle. Finished bodywork and paint was handled by Bruce Cooper and his team at Sportwagen in Essex. Correct GT tank shares space with original toolkit.

    “Only a further 13 GT Versions were delivered worldwide for the entire 1957 production year.”
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    The fascinating tale of John da Silva Lucas’s #Porsche-356-Carrera racer. After an early life spent racing at club level in Kenya, this little coupé gained notoriety on British circuits as the star of many a David and Goliath battle against far quicker 911s. We step behind the wheel of the recently restored former John and Caroline Lucas 356 Carrera. Words and photos: Keith Seume. Archive material courtesy of Roger. Bray/Caroline Lucas/Ian Robertson.

    Many of our older readers will be familiar with the name John da Silva Lucas, he of the receding curly hair, glasses and winning smile. The wicked glint in his eye only hinted at a devilish sense of humour, one which saw him take delight as his daughter Caroline took on all odds – modern 911s included – in the old Porsche Club GB championship driving a well-worn 356 Carrera coupé.

    John Lucas – ‘Lukie’ to his friends – enjoyed a laugh but behind the seemingly casual exterior lay a person who looked into every possible way to make an old Porsche competitive against far more modern and more powerful machinery. He and Lotus founder Colin Chapman could have come out of the same mould, for both saw the benefits of ‘adding lightness’ to make a less-powerful car competitive. But of that, more anon…

    The story really begins back in December #1956 when Porsche chassis number 58162 was driven off the assembly line at Stuttgart. This was a #Porsche-356A Carrera, finished in Aquamarine Blue with a contrasting grey leatherette interior – and right-hand drive. The number stamped into the crankcase of the four-cam engine was 90743, while the special-order low-ratio gearbox bore the serial number 12396. And although built in Germany, 58162 was destined for warmer, dustier climes: Kenya.

    We can thank a future owner, Ian Robertson, for compiling the early history of the car, his efforts appearing as a story in Porsche Club GB’s Porsche Post magazine a few years ago. The first owner was WJ ‘Jim’ Cardwell who was well-known in local motorsport circles for his class-winning ways in the East African Safari Rally, while partnered by his wife Lucille. Of note is that he also won the East African GT Championship on more than one occasion at the wheel of this very Carrera. Now Kenya and circuit racing are not commonly mentioned in the same sentence, largely because, at the time, there was only one race track available: Nakuru, located in Kenya’s beautiful Rift Valley. Better known today for its lake and nature reserve, populated by countless flaming goes, Nakuru was the home of Kenyan motorsport, but only hosted events three or four times a year. These events were typically two-day affairs held over a weekend, with practice on the Saturday, followed by the race proper on Sunday. In 1963, after almost six years of hard use, the Carrera, still with its four-cam engine, was sold to Irish ex-pat, Bill Parkinson, who also raced and rallied in East Africa, with considerable success. In fact, he also won the GT Championship at the wheel of the same Carrera. Parkinson had a reputation for being both outspoken and generous, and it’s the latter side to his character which led to the Carrera’s mechanical downfall.

    It seems that his generosity extended as far as lending his car to an Italian friend to race at Nakuru – and that’s where things started to go wrong. Intending to shift from third into fourth gear, foot to the floor, the hapless driver – possibly unused to driving a right-hand drive car – shifted into second by mistake. Now even the high-revving four-cam has its limits, and they were well and truly exceeded at this point. There were two alternatives available: either send the engine back to the factory (there were no official Porsche dealers in Kenya at the time) or fit a suitable replacement. The former option would have meant the car was out of action for quite possibly several months, the latter would see it back on track immediately, if a little down on power. The second option was the one of choice…

    A Super 90 motor was sourced and installed in the Carrera (as would be the case with many Carreras over the years) which meant that the 356 was now less than ideally geared for circuit use. The problem was that the four-cam engine could be revved quite happily to 7300rpm, whereas the Super 90’s maximum rpm was closer to 6000 revs. What were ideally-placed close-ratio gears for the high-revving Fuhrmann motor were somewhat limiting as far as the pushrod engine was concerned.

    Of no matter for it meant that the Porsche could once again see some track action, the big Carrera-spec drum brakes and uprated suspension meaning that the car was still a fun drive around Nakuru, if not especially competitive. However, Bill Parkinson decided to put the car up for sale and it was snapped up by Ian Robertson. Although the engine did need attention not long after purchase (it began consuming oil, requiring a full rebuild), the new owner drove the car for several thousand miles over the course of the next 19 years. His work took him from Kenya to Uganda (Entebbe, immortalised by the military coup) and then back to Nairobi in Kenya once more. Here the owner continued to race the Carrera at Nakuru, crossing paths with Gordon Crow, who had recently re-opened an official Porsche dealership in Kenya (see Kenyan Memories, issue #22) and whose business greatly facilitated maintenance on the hard-working 356.

    In 1969, a transfer back to London saw Ian Robertson import the Carrera and get it registered on UK licence plates. At the time, nobody cared about (or was even offered) an ‘age-related’ number plate, so the 1965-built coupé was granted a #1969 registration number, #GPX890H . Once he’d joined Porsche Club #Drive-My , Robertson began using the Carrera once more for motorsport, competing in events at Oulton Park, Brands Hatch, Goodwood and Silverstone.

    The car was also used for a daily commute of some 80 miles, to and from Heathrow airport from its Sussex base. This was in the days before the M25 motorway and, despite its age and hard life, the 356 coped well, seeing some 12,000 miles added to its mileage in around six months. During this time it suffered just one failure, a broken cylinder head stud, which was quickly and simply repaired.

    The Carrera was tucked away in storage in west London for four years while the owner went to New Zealand on business. He returned to the UK in 1978, but eventually decided to emigrate to New Zealand, arriving there in October 1984. The decision was also made to sell the Carrera before leaving the UK, the car being snapped up by well-known Porsche racer and 356 guru, John da Silva Lucas.

    John had raced 356s with the Porsche Club for many years, gaining a reputation for being able to persuade their little four-cylinder engines to produce levels of horsepower that others could only dream of at the time. It was John’s ability to think outside the box that made his cars special, and he was very much an advocate of ‘form follows function’ for it would be true to say that he was not overly concerned with achieving a concours finish if the same amount of effort could be applied elsewhere to make the car quicker.

    John’s master plan was to make the car as light as possible. He generally ran the car in Porsche Club events where he mixed it with rivals driving far more modern and powerful 911s, so anything he could do to improve the power to weight ratio would be advantageous. At this stage, had anyone been aware of the extent to which John would pursue this plan of attack, they would have done well to invest in Black & Decker company shares… To say that John attacked the Carrera with gusto would be something of an understatement.

    Today, of course, nobody in their right mind would dream of desecrating a genuine 356 Carrera in this manner, but to John Lucas it was an old 356 which was simply a tool with which he could embarrass the ‘moderns’. Out came the hole saw, out came the drills, as John set out to remove as much weight as possible from the already stripped-out coupé. Every inch of double-skinning was turned into a metallic imitation of Swiss cheese, while every square inch of what he considered to be excess material was pared from the likes of door locks, window winders, door skins and seat mountings. If something wasn’t actually needed to hold the car together, it got trimmed down – or thrown in the bin.

    John’s daughter, Caroline, frequently drove the featherweight Carrera, cutting her racing teeth before getting behind the wheel of a #Porsche-911T in the Porsche Challenge, a supplementary series to the PCGB Production Championship. In 1994, she became champion in this series, driving a #Porsche-924S . She was second in the 1995 #Porsche Cup and then entered the British GT Championship. In 1998 and 1999, she drove a #Porsche-911-RSR run by PK Sport, finishing 11th and 13th in races at Spa and Silverstone in the first season, with the best result being a ninth place, at Donington, in a GT2 in the next.

    Although she undoubtedly had fun in the old Carrera, in an interview for sister title #911 & Porsche World magazine back in 1995, Caroline recounted how she never really expected to make an impact on the race scene, believing she never actually had the ability to achieve anything special: ‘Upsetting the men in my father’s #Porsche-356A-Carrera seemed to be the highlight of the day when, according to them, I used to be in the way. I was “The mobile chicane”, they used to joke. I only managed muted success and, looking back, some of this was me, coupled with the modern technology of my competitors superseding that of the pretty 356.’

    John Lucas, though, used to take delight at the antics of the 911s in their efforts to overhaul the 356. I remember him telling me with glee how the ‘moderns’ occasionally struggled to keep up with the little coupé on the straights. The secret? Well, at one point, the engine in the back of the Carrera wasn’t quite what it seemed.

    ‘Nobody ever paid much attention to the car in the paddock – to the mit was just an old Porsche with a little four cylinder engine,’ Lucas told the author. ‘So when I ran a big VW motor in it, nobody noticed – or if they did, they didn’t care…’ The ‘big VW motor’ which John ran at one point was a potent concoction featuring Scat ‘split-port’ heads (aftermarket items along the lines of the separate cylinder heads used on Porsche’s 911) and dual Webers. It probably produced upwards of 170bhp which, in a lightweight 356, was more than enough to keep the big bangers at bay on the straights. ‘It was great,’ laughed John, ‘but we couldn’t keep up round the bends.’

    Ultimately the Porsche was retired and, with John’s passing, fell into the hands of Porsche restorer Roger Bray in Devon. Roger had known John Lucas of old and knew the car well – and its significance in UK #Porsche-356-Carrera history. He was in something of a quandary, as Carrera values had gone through the roof and, while the ex-Lucas car was far from original, it was still a genuine factory Carrera. Just one which had been drilled full of holes…

    Looking at the bodyshell in its stripped state, it was obvious that to restore it to original would require an absurdly large amount of time and effort. But, there again, with #Carrera values what they are… No, thought Roger, this is a car with a great story and deserves to be kept that way. And we wholeheartedly agree.

    The shell was repaired as necessary (time had taken its toll in a number of places) and certain ‘race mods’, such as a single-skin aluminium deck lid and lightened door catches, replaced with original parts on the grounds of longevity and safety. Although Caroline had raced the car bedecked with tiny red teardrop decals, Roger opted to keep the car plain white, as it had been when John Lucas first took it under his wing, with repro decals added for our photoshoot.

    Inside, the original MotoLita steering wheel was retained, while a pair of Speedster-style seats replaced the worn modern race ‘bucket’ fitted by John to keep the scrutineers sweet. Still with its plastic side and rear windows, rear roll-cage and race harnesses, and now running a ‘warm’ 356 motor once more, this was how I came to drive the legendary ‘Lukie’ #Porsche-356 . And I can tell you, with so little weight, it felt quicker than a stock Carrera, and a whole lot more fun than any #Porsche-356-Super-90 .

    Taking to the byways of Devon, I could almost hear John’s laugh over my shoulder as he urged me to keep ahead of the modern hatchbacks. It’s a fun drive and one which the new owner will enjoy for many years to come, of that I’m sure. It’s now sporting a fully-trimmed interior, but let’s just hope it never gets returned to being ‘just another’ stock Carrera. That, after all, would be a crying shame.
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