Paul, Have a pissing match with somebody else. I worked on them I
restored them, nothing I have said has contradicted any of the things
you've posted and I dare say that someone, me, who tore down and rebuilt
a couple of four cylinder air cooled power plants, and helped "drop" and
re-install the the engines on a couple of Porsche 911's and a 912, in
trade for brazing work on my personal '72 Geha, (as well as the
"droping" engine on a 356c, I sometimes wonder it that job ever got
finished, but that;s another story), knows something about the
interchangeability of parts between the various models. I didn't
mention the year that the 911 geometry changed but I figured if you knew
anything about them it went without saying. It was a long time ago. So
long ago that it was still possible for a starving graduate student to
dream of owning a late model good condition Porsche. You are not the
only automotive expert on this list. I don't know much about Detroit
Iron, it never much interested me. But air cooled little Nazi mobiles,
I know. I now invoke Godwin's law on myself and am exiting this thread.
Paul Stenquist wrote:
It wasn't until the 1969 introduction of the B Series 911 that the
geometry of the car changed from that of the early VW bug. The
drivetrain configuration of the first 911 was identical to the 356
that preceded it save for the two extra cylinders. The 912, with a
four banger, was basically a reskined 356. The rear engine and nasty
weight distribution helped make the cars a handful, but the swing axle
rear suspension and the violent camber changes it introduced in
cornering, made them deadly. Fun, but deadly.
Paul
On Aug 26, 2009, at 8:44 AM, P. J. Alling wrote:
ane the first rear engine Porsches were very dangerous cars. If you
removed the spare tire from a VW type 1, you could do wheelies with a
stock 1600cc engine, more than enough to get you in a lot of
trouble. Put a bigger engine in the back, think about it, same
effect. Later Porschs were more or less immune from that problem,
(and I say more or less for a reason, though it was still probably
advisable to leave the spare tire under the hood while driving). I
worked on these cars I hopped up these cars, a Karmen, with an
1800cc, plus a little, was my daily driver for four years. The 911
changed the geometry of the engine and transmission. It didn't just
hang out behind the rear axial, the way it did on a VW type 1 and the
Porsche Speedsters, etc.
paul stenquist wrote:
Actually, the engine in the VW is in the same place as the Porsches
relative to the rear axle, and the first rear-engined Porsches were
basically just VWs.
Paul
On Aug 26, 2009, at 1:07 AM, P. J. Alling wrote:
That only works in a Porsche because it's so well balanced. Don't
even try that in an old VW with an over sized engine. With the
entire engine hanging out behind the rear wheels you'll find out
the hard way that it doesn't quite work.
Joseph McAllister wrote:
On Aug 25, 2009, at 20:38 , paul stenquist wrote:
My most critical moment came at Lime Rock where I got a 911 Turbo
pointing about 90 degrees off course in the first tight turn
after the end of the straight sweeper. I narrowly saved it, but
the Porsche PR guys weren't impressed.
As you probably know by now, with powerful rear engined cars, the
instinct to get off the gas when things go wrong is the incorrect
thing to do. If the rear end starts to come around on you, Punch
It! Putting the power down transfers the weight to the rear
wheels, making them stick better.
In my mid-engined Porsche, it helped to punch it, but usually not
enough power to pull it off unless you punched it just before you
would have become aware it was going to spin. In other words,
finish your braking before you turn in. Have the power on as you
turn into the corner.
Joseph McAllister
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he may not, he is not a free man any more than a dog.
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drinking; he can ruin himself with gambling. If he does he is certainly a damn
fool, and he might possibly be a damned soul; but if he may not, he is not a
free man any more than a dog.
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