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Part II finished the inner door structure and now comes the important part, the lower door skin. The pictures below show the hemmed edge that was too long to fit into my small press brake, so it was formed by hand on a metal welding table. 20 guage (.036") best matched the old metal that I removed, so that is what I started with. While difficult to see in the pictures, some curvature was added from bottom to top of the door. I made a vertical template from this door and matched it up with a few known good doors to get the curvature just right. There is also a slight curvature going from front to back that is mostly held in place by the door bottom flange which also had to be adjusted just right.

The Final Assembly

We now have clean frame troughs and properly trimmed rubber base seal. The final key for a successful   reassembly is good lubrication. It would be nearly impossible and far too hard on the new seal without it. I have heard of guys using all sorts of products to do this such as grease, oil and silicone. All can be messy and hard to clean up. I have also heard of oils fogging up the laminate on edges of the glass.

We were now within a couple of weeks of the final completion of Porsche 550A-0141.  Bill Doyle was spending 100% of his time trying to sort everything and get it wrapped up.   It has now been over 50 years since 0141 came out of the Zuffenhousen factory and almost 36 years since it last was taken to the track.  It was also 26 years since I began this project. You cannot imagine my anticipation of finally sitting in the seat behind the wheel of 0141 and putting my finger on the starter button.

By Tom Perazzo

Part I covered most of the removal of bad metal, but there was a bit more rust under the lower hinge.  I struggled with decision to upset this area and it probably would have been fine despite a few holes and thin metal, but I couldn’t leave it alone.

It is now spring, 2010.  I received a call from Bill Doyle inJackson.  Bill had completed the rebuild on the roller bearing crankshaft with the engine in his clean room now to receive the crankshaft and to start building up the lower end of the motor.  I had asked Bill some time ago to let me know once he had the case half’s together as I would like to learn more on the set up of the cam timing.  In receiving Bill’s call, I knew this train was now leaving the station and would not stop until the engine was complete, running and installed in Porsche Spyder 550A-0141. 

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