Porsche Spyders. By Phil Carney A s has been previously documented, the Porsche 356 SL was the firm s first post-war race car.

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1 Untangling the web Then and now. In mid June 1953 Porsche s first two Type 550 coupes made their Le Mans debut. The four-cam engine was not ready so both cars were equipped with 1500 Super engines. After a relatively trouble free race, Richard von Frankenberg and Paul Frere finished 15th overall and first in class driving (car #45). Right behind them was Helmut Glöckler and Hans Herrmann in (car #44). The chassis is believed to have been destroyed but has been restored and is now proudly displayed in the Collier Collection. (Photos courtesy of Porsche Archive and author s collection) A concise look at the history of Porsche Spyders By Phil Carney A s has been previously documented, the Porsche 356 SL was the firm s first post-war race car. Eleven examples were built using leftover aluminum-bodied cars designed in Gmünd, Austria. Their success in competition, plus Ferry s innate enthusiasm for racing, resulted in Zuffenhausen developing their first purpose-built series of race cars, the Type 550. True competition cars they were but you could also license and drive them on the street. 14 Volume 35, Number 4 Porsche 356 Registry

2 In researching history of the 550 Spyder and its later brethren, consulting the available literature can be frustrating. Porsche Spyders are addressed in several books but the cars are generally not the main focus and therefore treated in a cursory fashion. Ludvigsen, in Excellence Was Expected, writes about Spyders at great length, however the amount of detail makes it difficult to form a readily comprehendible picture out of the hundreds of Spyder nuances presented. Even the terminology used by the factory, magazines and books is confusing. To make the subject even more challenging, unlike the 356, Porsche did not keep detailed data on all Spyders. There is limited preserved factory data on what Spyders were made, how they were equipped and to whom they were sold. This has resulted in people subjectively interpreting the evidence that remains as well as incorporating their own personal experiences. Spyder evolution took place during the same time frame as the 356. The cars became an important cornerstone in how the company would grow. To understand Porsche s early history, it is important to have an appreciation for Spyder development. The following story attempts to decipher their lineage by putting an end-to-end Spyder story together in a cohesive manner Terminology and Build Rates Many authors start by addressing the inspiration for the Porsche Spyder. The Glöckler-Porsches built prior to 1954 were the direct predecessor for the Porsche Type 550. These six Glöckler race cars varied but they featured several traits seen in the Type 550. The original forerunner, however, was really Roadster built by the Porsche crew in Gmünd, Austria back in It had an aluminum roadster body, a tubular chassis, and mid-engine placement just like the Glöckler racers and the Type 550. In the context of this story, and the Glöckler cars are considered to be Type 550 inspirations as opposed to prototypes. The word prototype in this article actually refers to the first series of 550s built by the factory specifically for factory racing. True, these were later sold to customers but they were not intended to go directly from the assembly floor to a private buyer. The cars commonly referred to as Porsche Spyders were produced under type designations 550, 550A and 718 during the years 1953 through perhaps into mid The word Spyder in this article is used in From top: The first Porsche at Gmünd, Austria factory. A Glöckler-Porsche at the Grenzlandring race, September 9, Glöckler-Porsche #2 was restored and is shown regularly by its owner, Herb Weisard. Left: The first 550 is inspected by Huschke von Hanstein (right) engineer Wilhelm Hild (center) and a shop foreman outside the Factory in Hans von Nolde photo. November / December

3 Beginning with the rear trailing arms pivoted from the front, with new towers to hold shocks in a more vertical position. The entire rear decklid opened and the engine valve covers of a revised type 547 engine displayed the Porsche name. Hans von Nolde photo a generic sense to refer to all of these cars. In actuality, the term Spyder was invented by Max Hoffman to market the Type 550 customer cars. Based on photographic evidence, the name appeared in a script attached to the front fender of the first production/customer 550s. The script was deleted in later years when the cars no longer needed a sales pitch. From the 550A onward, you had to be someone noteworthy to be considered for ownership. No marketing was needed, or wanted, by the people in the racing and service departments. If you were not directly known to Porsche KG people like Huschke von Hanstein or Wolfgang Raether, then Max Hoffman or Herbert Dramm were the U.S. people with whom you needed to be on good terms. During the nine years of Spyder production the series went through a number of type number designations including 550, 550A, and 718. There were some additional sub-designations including RS, RSK, RS60 and RS61. Like the term Spyder, the term RS has some mis-connotation associated with it. Some write as if it was used to distinguish the 550A from the 550. Research of original Porsche literature and data plates however shows that Porsche started using the RS term with the very first customer versions of the 550 well before the 550A. In the past, owners and auction houses were very picky about serial numbers when discussing the 550/550A cars should they be two 16 Volume 35, Number 4 Porsche 356 Registry digit, three digit, or four digit numbers since Porsche changed their approach over time. The bottom line is that the earliest (prototype) cars used two digit serial numbers (e.g ), the customer (production) 550 cars used a four digit serial number (e.g. 550A-0144) and the 718 cars, with one exception, used a three digit serial number. More details later. As for production numbers, the last 550/550A Spyder serial number produced is believed to be 550A The 550 and 550A numbers were not a continuous series and there is a gap of ten between the two types and another gap of six numbers in the 550A series. As for the Type 718 series, approximately 73 cars were built. Taking all this into account, there were a total of approximately 203 Spyders built by Porsche. The word approximately in the previous sentence is important because new information is always being uncovered. We must allow for the possibility that Porsche may have skipped some chassis numbers, re-used some chassis numbers or assigned a new frame or body plate number to a car rebuilt after a wreck. After all, they engaged in this practice with their less expensive 356 cars. And once cars were in the hands of private owners, shops that rebodied cars in the 50s and 60s may have changed numbers. This was not necessarily done as an intentional deception but because whatever parts were available were being re-used. Overall, there were not a lot of cars built and most led high-profile lives. So, one might conclude that establishing the history of each car wouldn t be too difficult. Not so. Unlike the steel 356 cars, Porsche did not keep a Kardex-like warranty system for the 550/550A or 718. There is variable factory documentation remaining on how each car was configured and to whom it was sold. Originally the factory kept detailed records on their own race cars and racing but uncovering this information often requires the sleuthing of Indiana Jones. Considering the range of record keeping and the fact that Spyders were often generously modified by both the factory and private owners after sale, tracking individual car provenance can be challenging. This has led to debates between enthusiasts as to the general and specific history of Porsche s first Rennsport cars. Type 550 Pre-production Cars The initial batch of factory 550s wore two digit serial numbers from through This group of cars, assigned the task of factory racers, varied significantly in body design and mechanical details. Despite the fact that Porsche was experimenting with the design of the 550 during this period, the factory racers were very successful on the track. At Le Mans in 1953 two push-rod 550 coupes (sic) were awarded first and second in the 1500 class. In

4 Following their Le Mans success, the first two 550s went on to compete in the 1953 Carrera Panamericana. Jaroslav Juhan drove but was unable to finish due to mechanical problems. José Sala Herrarte Ariano and Carlos A. Gonzalez in the took first in the S1.6 class. In 1954 (below), 550s gave an exceptional performance with overall finishes in 3rd (car # ), 4th, 12th (car #58) and the western hemisphere this accomplishment was almost upstaged by the results of the 1953 Carrera Panamericana where a Porsche 550 finished first in the Sport Hasa 1600 class. After use by the factory, Porsche sold off their bunch of proven but somewhat tired racers to privateers where they continued to make a major impact on the race track. (It was sometimes cheaper to sell them after the event than to ship them back to Germany. Besides, the factory was always working on the next, improved version.) A lot has been written about these cars and it is inappropriate to go into detail here. Nevertheless, a brief synopsis of the changes that took place during this period provides justification for referring to them as the 550 prototypes. The first two cars, and , differed from their successors in a number of ways. Initially they were equipped with 1500 Super engines and not Type 547 four-cams. They also obtained their mid-engine configuration by a simple engine/ transaxle rotation resulting in the rear torsion bar following the rear axle. This may have been an easy design solution based on extrapolating the and Glöckler-Porsche approaches but it was a poor handling configuration. The first two cars were bodied by Weidenhausen of Frankfurt as coupes. This combination was no doubt influenced by Weidenhausen having built the Glöckler cars and because Porsche s first racing challenge was conquering the high speed straight of Mulsanne. Beginning with , the chassis was modified and the torsion bar was put ahead of the rear axle. The Type 547 four-cam engine was also ready for track testing. Beginning with , it would become the staple for all future Spyders. Also, Porsche used Karosseriebau Weinsberg as the primary builder for the aluminum roadster body. An interesting deviation occurred late in 1953 when aerodynamic experiments caused Porsche to have Wendler of Reutlingen body a 550 with a greatly raised panel behind the cockpit. This car, chassis , became known as the Buckelwagen or hunchback and it ended up being a limited experiment there were at least two cars that wore the Bucklewagen body for a time. The Buckelwagen (and its Type 547 engine) did however have features which made it into the production cars such as hinging the entire rear sheet metal, and repositioned ignition coils. 28th place. This is how the Carrera title was coined for four-cam 356s. The only cars that bettered them were two Ferrari 375s. The 550/1500RS Customer Cars At the October 1953 Paris Salon, Porsche displayed a dressed-up Type 550 and announced they would be taking sales orders. The display car had a full windshield with wipers, side windows, and a glove box but these features never made it into the production cars. The customer Type 550 used a frame based on the last of the prototype racers but with additional bracing. The aluminum bodies were provided by Wendler (who built the body for the last of the pre-production cars, ). Porsche gave the customer cars the designation 550/1500RS. The 1500 stood for the engine size and the RS stood for Rennsport (Sport Racing). Ludvigsen, in Excellence Was Expected, writes that the first customer cars were three digit serial numbered beginning with Contemporary data, based on inspection of existing cars, indicates that the production cars (Type 550/1500RS) is actually where four-digit serial numbers started and was the first. The matter is somewhat confused by the fact that on some early cars, Wendler was less than meticulous and the number on their Karosserie Wendler data plate attached to the body was not the same as that which Porsche stamped on a plate welded to the frame. There are multiple examples of this mismatch, including chassis numbers -0021, -0022, and Also, in at least one observed case, Wendler used a different three-digit number on their data plate compared to the four digit number welded to the frame was sponsored by Fletcher Aviation and has been restored, and is now in the Factory museum. November / December

5 Colorful customer Spyders are arranged in the courtyard of Werk I for a photograph in Below: The idea of a Porsche race car available to the public generated much excitement, but as of late 1953 it appears Porsche was still not certain about its plans for the car. Left: In the early 1950s, the SCCA alternated a newsletter with their bi-monthly magazine. In a 1954 edition this letter to a member appeared. (Courtesy Howie Wold) Below: In October 1953 Porsche announced they would begin making 550s for sales to private customers. Max Hoffman christened the car with the name Spyder and that name was scripted on the front fender of the first production car. On the data plate Porsche called the car the 550/1500RS but many writers have associated the RS term with the later 550A cars. (Author s collection) Type 550A Over its production span, individual cars varied in lots of details. And since they were race cars and every owner was willing to try almost any potential improvement, they were frequently customized post-sale. In 1956, the factory made a major change when they replaced the Type 550 ladder frame with a new space frame design. The new car was given the project number 550A and (unlike the 356) the A suffix was stamped into the data plate on those cars. The first of the new cars was serialized beginning at 550A The first five cars were built as factory racers, i.e through Then there was a gap of five numbers before the first customer 550A-0111 was built. Mickey Mouse In addition to Buckelwagens, Porsche did another experiment associated with the early Spyder. Given the design designation Type 645, only one example was built in mid-1956; it had a very short lifespan. To achieve higher speed, the Type 645 had a welded magnesium body with a reduced 18 Volume 35, Number 4 Porsche 356 Registry

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7 One of many American racers who had great success in 550s was Jack McAfee, here shown in John Edgar s 550 at Sebring, Right: Even if you were not a race car driver, the Spyder was apparently the car to be seen in. The date of this photo of John Edgar s Spyder is December 28, 1955 and the lady is Janet Lake (aka Janet Mary Lenkey). The occasion was the signing of her movie contract with MGM. Although given minor, unaccredited roles in a half dozen movies, the starlet never made it into big time. Below: The unusual Spyder in the foreground is the Type 645 at Avus in September 1956 shortly before its first and last race. Bottom: Amateur racers who could afford a Spyder ($5800), like actor James Dean (shown here with mechanic Rolf Wutherich just hours before his death) were enthusiastic customers. Some racing Spyders were retired to road duty and a handful were never used in competition at all. It was not unusual to see one on the road in the 1950s and 60s. frontal area (compared to the 550A). The latter was possible by shrinking the front and rear track by 100mm and 140mm respectively. The fuel tank was placed on the right side of the cockpit as a technique for counterbalancing the weight of the driver. The wheelbase was just 2 meters and a new, unequal-length wishbone suspension was used at the rear. The Type 645 did indeed prove to be faster than the Type 550A but it had significant handling problems. Richard von Frankenberg christened the car with the name Mickey Maus because of its skittery behavior. The Grand Prix of Berlin was held at the Avus track on September 16, 1956 and von Frankenberg piloted Mickey Mouse in the race. Running above the line on the steeply banked north curve, the car pulled sharply to the right and flew over the edge in spectacular vertical attitude. Von Frankenberg was flung from the cockpit and landed in Acacia bushes bruised and battered but otherwise unharmed. The car, on the other hand, smashed into the pit area below the curve and erupted into white-hot flames. Little more than a pool of molten, oxidized magnesium remained. Author s collection Ray van Geisen photo Porsche archives (2) Lee Raskin collection/oscar for Jimmy, Inc./Seita Ohnishi, 1987/ Photo by Sanford Roth 20 Volume 35, Number 4 Porsche 356 Registry

8 Type 718 RSK Although the Type 645 experiment was not a success, advancement of the Spyder series continued. A prototype Type 718 racer came on the scene in 1957, overlapping Type 550A production. From the cockpit back it was basically the same design as the Type 550A. But at the front, Porsche broke with tradition and revised their Volkswagen-based suspension design. The new configuration when viewed from the front resembled the letter K which resulted in the nickname RSK being assigned to the car; a terminology which continued into production even though the design would change. During race sessions Porsche learned that their initial K geometry did not behave as hoped and modifications were made after the 1957 race sessions completed. However, on the plus side, the new front suspension enabled development of a stiffer frame with a lower profile at the front. The other change Porsche made was giving up on their traditional trailing-arm swing axles at the rear. This was replaced by a Watts-linkage design which restricted side travel of the rear axle. To improve cooling, oil was routed trough ribs under the hood, and through a tunnel in the left rocker panel. A total of 33 or 34 RSK cars were built with chassis numbers (sic) and through It is unknown if chassis was assigned. The first ten RSKs were built for Porsche KG and the rest were customer cars including which was initially owned by Porsche Salzburg. Type 718 RS60 and RS61 For the 1960 race season, the FIA made rule changes which necessitated Porsche making changes to their Type 718 design. The revised car was slightly wider and the wheelbase about four inches longer. The RS60, as it was known, had a larger windshield, a larger luggage (sic) space, and a rear-facing scoop covered a 1.6-liter Type 547/4 engine. RS60 chassis numbers cover the range of through Porsche KG retained the first eight as Werks cars; two chassis numbers are undocumented and two were likely used for repair. The RS60 performed especially well in endurance racing, achieving overall victory at the 44th Targa Florio in 1960 (beating a 3-liter Ferrari by six minutes) and the 9th Annual 12 Hours of Sebring. With the RS60 as their primary race horse, Porsche came very close to winning the 1960 World s Constructors Championship. At the end of the season, Porsche and Ferrari were tied in points and the FIA used the difference in second place finishes to award the honors to Ferrari. Porsche was racing only 1.6 liter cars against Ferraris with almost twice the displacement but this was not a consideration by the FIA in determining the top marque that year. Conrad Berg Testing before the 1000 km Nürburgring race on May 26, 1957 with the new 718 RSK Spyder (718-1). Note the limited attempt to finish the car nicely. Below: The factory and customers were always experimenting with Spyder aerodynamics. The 718 RSK in this photo from Sebring in 1959 is sporting squared-off fins. Von Hanstein claimed they were for publicity but in actuality improved grip at the front made the tail unstable even on the straights. #42 was a DNF but a sister RSK won its class with a 3rd overall. A year later, Porsche took overall honors at Sebring. November / December Porsche archives

9 The standard two-seat version in 1961 was known as the RS61 and it was little changed from the previous year s model. For Le Mans in 1961, Porsche sent two 718s rebodied as coupes but there were several more variants based on Type 718 technology and they are discussed in the next few paragraphs. The RS61 chassis numbers run from through (per Barth s The Porsche Book) which amounts to 14 possible examples of the final model. Type 718 Variants To deal with the high speed challenges of Le Mans, Porsche built specialized versions. In An RSK center-seater from 1958, shown from the rear. The center teardrop fairing matches the roll bar contours; the outer fairings allow some space above the carburetor intakes. Note the tall, thin fins on each rear fender. When Formula 2 switched to a normally aspirated 1.5 liter engine specification, Porsche found a new class ideally suited for their Type 547 four-cam. Their earliest entries in 1957 were minimally reworked 550As. Eventually they evolved a more purpose-built racer designated Type 718/2. Despite its type designation, this variation probably should not be classified as a Spyder. The car performed very well though, and in 1960 Porsche won the F2 Constructor s Championship. late 1960 they created open-top coupes on chassis , -043 and This was done by developing a new larger, raised rear hood fitted in separate fastener holes. Side-windows that wrapped around at the top made a partial rooflike surface. Unfortunately, these cars did not yield the speed benefits Porsche had hoped for and the best they could secure at Le Mans in 1961 was an 11th place finish. The same style was carried over into 1961 but in addition, a true coupe configuration was also built on chassis and The two coupes built are sometimes referred to as the GTR configuration and they were great experimentation vehicles, used to test out multiple engine types during Porsche archives (2) their life with the factory. The GTR also was a precursor of the more refined body styling that would be seen in the 904 which debuted at Sebring in February of (The gap between the prime 718 and 904 racing years was filled by the Abarth Carerra GTL, see 356 Registry Vol 34 No. 2.) Porsche also built an RS61 specifically for testing out the upcoming two-liter, eight-cylinder engine. Porsche called this configuration the W- RS. The car finished eighth at Le Mans in 1963 equipped with a 1.7 liter four-cam. More importantly, the W-RS excelled on the European hill climb circuit and Edgar Barth claimed the championship title in Porsche would reign supreme in hill climbs through 1982 bringing home 42 titles over those two decades. A very limited number of Type 718s had a dual-position, left and center, steering option. This feature required two mounting positions for the seat and the pedals. A shorter steering shaft was used and a longer, angled shift linkage installed for the center-seat location. Longer brake and clutch hydraulic lines could accommodate either pedal position. It took a relatively short period of time to move the driver position from one location to the other. Another interesting version is the Type 718/2 which enabled Porsche to be very competitive in formula racing. In 1957, Formula 2 switched to a normally aspirated (i.e. no supercharger) 1.5-liter engine rule and Porsche saw an opportunity to be competitive with their Type 547 engine. Their first official entry ran at the Nürburgring in August 1957 and was a simple 550A but Porsche knew that the appropriate technology base was Type 718 hardware. For Formula 2 the car was modified into a monoposto (single seat) using a center steering position. Formula 2 did not require open-wheeled cars so few changes were required to the body shape other than covering the headlight opening, minimizing the exposed area of the cockpit, installing rear-wheel spats, and refining other sheet metal details. With Edgar Barth at the wheel, this modified RSK placed second in the F2 race held at the Nürburgring in August Things just got better after that and in 1960, Porsche won the F2 Constructor s Championship. Porsche s formula racing flame was fanned with fresh air in 1958 when the FIA announced F1 would also switch to a 1500-cc unsupercharged engine specification beginning with the 1961 season. Their F1 rules, however, required open-wheel body work which motivated the Type 718/2 project. Porsche made only a few Type 718/2 cars (left) and they shouldn t really be considered Spyders despite the type designation. The subject of Porsche formula racing during this period could fill several pages and is best left to future stories. Continued 22 Volume 35, Number 4 Porsche 356 Registry

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11 The W-RS was developed in It finished 8th at Le Mans in 1963 but more importantly, the W-RS excelled in the European Hill Climb Championship in which Porsche won in The W-RS continued racing until replaced by the Porsche 904. Below: Spyders were not often seen with their top up. The top was not available to keep the driver dry but rather to meet an FIA regulation that open sports car be equipped with a top. The FIA also dictated the car be able to carry a regulation size suit case. Bottom: The 718 GTR was a coupe version developed from the RS 61. Initially fitted with a variety of Type 547 (1.5, 1.6 and 1.7-liter) engines, it was eventually upgraded to a 1.8-liter Type 587/3 and then a 2-liter Type 719 engine. A GTR coupe driven Jo Bonnier and Carlo Mario Abate won the 1963 Targa Florio making it three wins at the event for a 718 car. 24 Volume 35, Number 4 Porsche 356 Registry Engine and Gearboxes Because the Spyder cars were ready for the track before the four-cam design had been sorted out, a Type 528 (1500 Super) engine was originally installed in chassis and -02 (and for a time in and ). Indeed, it was with this engine that the cars won at Le Mans and Mexico in Other than those first two cars, development of the 550/550A was synonymous with development of the Type 547 engine. Over the years, the Type 547 would go through a number of revisions including one interesting anomaly which was the creation of a 1098-cc four-cam made by reducing the bore to 73 mm. This allowed Porsche to race Spyders with a Type 547 engine in the 1.1 liter class. A car so equipped took first in class at Le Mans in 1954, driven by Zora Arkus Duntov. The first 718 RSK was fitted with the original 1.5 liter version of the four-cam but begin- Porsche archives (3) ning in early 1958 there was a new version called the Type 547/3 which used Weber 46 IDM-1 carburetors. These were well suited to the larger 1.6-liter (Type 547/4) and 1.7-liter (Type 547/5) four-cams on which work started in 1957 and would be fitted in Spyders beginning in late There was also an unusual 1,606 cc four-cam used in the 1960 Le Mans race (which meant the cars were assigned to the Sport 2.0 class). Finally, a two-liter eight-cylinder boxer engine designated the Type 771 was fitted in some cars for formula racing. The 550 Spyders, both factory and customer racers, used the Type 519 transaxle which originated back in 1951 for the 356 sports cars. The first four factory 550As got an upgrade in the form of the Type 669 transaxle which was a five-speed gearbox. For the customer cars beginning with 550A-0111, the transmissions were Porsche Type 690 five speeds. When the 718 RSK appeared on the scene, transmissions bore a 718 part number. One needs a bit of care in transmission identification. Type 718 transmissions contained Type 690 parts and the same was true of earlier transmissions. Personalization Although a consistent thread of development is present throughout the Spyder bloodline, the reader should not underestimate the amount of variations that existed in the series, with individual factory cars and with individual customer cars. For example, there were constant efforts by the factory to strengthen and stiffen the chassis while simultaneously making the cars as light as possible. Front and rear suspension alterations were continuous. Aerodynamics was constantly being investigated, looking at everything from tail fins to a huge rear airfoil tried by one customer. For some hill climb cars, wheel arches were slightly raised and the suspension had a greater travel range. As time went on, engine upgrades became more extensive in everything from displacement to cam profile, to carburetor selection, to oil cooling techniques. Optimization of hardware was continuous with Werks cars being refined from one race to the next. The FIA was also constantly changing rules necessitating modifications to things like windshield size and luggage space. Changes are so numerous that every car would have to be described on a one-for-one basis to appreciate the full evolutionary progression. Today Of the first 14 two-digit 550s, half are known to still exist, many in the USA. Three cars were destroyed and the fate of the remainder is uncertain. Of the 76 Type 550/1500RS production cars, the existence of all but about 20 cars is known. How many of the Type 550A and Type

12 718 cars might still be around could not be determined by the author. Porsche fans are very fortunate in that there are many restored (and a few original condition) Spyders to be seen at car shows and vintage races. Many current owners have fun with their cars on the track, allowing us to see them in their natural environment, in addition to up-close inspection. Roy Lock photos Notes Due to time and page limitations, it was not possible to cover some of the individual Spyders which are especially noteworthy. This subject matter however, may make for some interesting future articles. The readers might also look forward to an upcoming 550/718 book by Jürgen Barth. Like his most recent book on the Porsche 934/935 cars, this new book will provide a history of development and a description of each car including more than 2,000 race results, the history of ownership and lots of photos. Much of the book is based on the personal records of Hubert Mimler, a Porsche mechanic and test driver who took notes on cars he worked on. As always, it takes the help of a lot of people to put information together with a high degree of accuracy (but there is no claim as to perfection here). Three people really went out of their way to help educate me and review the text for accuracy: Warren Eads, Andrew Hosking, and Gerry McCarthy. Other contributors include Jürgen Barth, Sam Cabiglio, Bart Galloway, Scott George, Peter Hofmann, Carlos Jalife, Prescott Kelly, Paul Kierstein, Martin Krejci, Dirk Layer, Rex McAfee, Jim Perrin, Tommy Trabue, Ranson Webster and Charlie White. If anyone has been overlooked, I apologize. Thanks to everyone for their contributions. 356 BRACK AUTOGARAGE Service & Restorations CH-8902 Urdorf, , Grafik: November / December