DDK - Die Deutschen Klassiker

Bootsy wrote:As Einstein once said "Any man who can drive safely while kissing a pretty girl is simply not giving the kiss the attention it deserves."

I'm getting worried about you Tom, all these quotations recently, you're getting very philosophical in your old age.....

Mike wrote:

Bootsy wrote:As Einstein once said "Any man who can drive safely while kissing a pretty girl is simply not giving the kiss the attention it deserves."

I'm getting worried about you Tom, all these quotations recently, you're getting very philosophical in your old age.....

Indeed, what youth deemed crystal, age finds out was dew.

Winston Zeddemore "We have the tools, and we have the talent"

it's obviously a new quotation app he's got

While the car's getting it's final finishing touches before leaving Sportwagen, I've been researching it history.

Porsche GB had already confirmed some time ago that the stamped build number in the dash behind the knee pad matched
up with the chassis number and vin plate as the 72 'S' we thought it was, but it's been only recently that I applied for a
Certificate of Authenticity from Porsche and that was interesting when it came through.

The car had been imported into Jacksonville Florida, but unusually for there it was ordered with no air con, electric windows
or radio, just a sports drivers seat and that's it. It then dawned that the Jacksonville dealer was Peter Gregg and his Brumos
concern, and in 72/73 it was the centre for the famous Brumos Racing Team where Peter Gregg and Hurley Haywood were
the top American racing drivers of the day.



Peter Gregg was the 1973 Trans Am series champion in a Brumos Porsche, and more importantly along with Hurley Haywood
the winner of that years Daytona 24 hours, which he went on to win again in 1975, 1976 and 1978. He also became IMSA GTO
Champion in 1974, 1975, 1978 and 1979. Here he is driving to victory at Daytona.



I mentioned it in passing to the historian and Porsche expert John Starkey who's based in Florida, and he agreed the spec was
unusual and kindly offered to contact Hurley Haywood who’s still involved at Brumos and see if he could shed any light on it.

Hurley came back straight away to say that from the basic spec he suspects that it is one of the 6 72 ‘S’s ordered by Brumos
from Porsche in Silver that were then rebuilt by them to the new 2.7RS spec which was just coming out but was not going to
be available from Porsche in America. The 6 cars were then sold to Brumos customers as road cars but sadly no records of
their chassis numbers remain as far as Hurley recalls.

So not exactly a long lost Brumos Championship winning race car, but interesting nonetheless with some great names connected
with it in the past. So Florida, New Mexico and Arizona, no wonder there's no rust on it!

You going to restore it to factory spec now Mike?......

More's to the point Mark, I've now got the correct font old German style number plate, I know you've all been worrying about that!

Mike wrote: More's to the point Mark, I've now got the correct font old German style number plate, I know you've all been worrying about that!

Don't worry Mike - I know just how satisfying 'simple' things like that can be ...

What are we going to do when our cars are 'finished' ?

Lightweight_911 wrote:
What are we going to do when our cars are 'finished' ?

That's an easy one Andy....


Based on both of your previous track records.....

Lightweight_911 wrote:What are we going to do when our cars are 'finished'

Take them to Sicily of course!

1964 Targa Florio driven by Antonio Pucci



1973 Targa Florio driven by.......Antonio Pucci!



I get the impression if we take them I don't think we'll be buying our own drinks!

BTW - I'm related to Antonio Pucci

It's been a while, but an exciting development as we test the engine for the last time on the dyno before it will go in the car.

As I'd mentioned previously we've been building a new distributor for the last couple of years and this was the first chance to
give it a run. When Neil bought his new dizzy testing equipment recently, we found the the old distributor we had used for the
first power runs, page 39/40, where we saw 317hp was actually only giving us half the advance we thought at 8000rpm, so it
was going to be interesting to see what this new one was going to do.

AND!!

We couldn't believe the result, at 2am on Sunday morning if you had been passing thorough Oxfordshire you might have heard
the cheers. Neil always thought we might get more out of it so now it's had it's first service, rockers re-shimmed, it's run in
and loosened up with a dizzy giving 32 degrees at 8000rpm, it's putting out over 330hp!

There were a couple of raised eyebrows at the 317hp we got first time round from what is 'only' a 3.0litre, as it's obviously not
unheard of for competition engines to have a bigger cc than people admit to. One or two thought it may be a 3.4 or 3.6 even in
disguise, but I religiously wanted to stick to the factory spec of the 'werks' 3.0 with high butterfly's and a compression ratio of
10.3:1 and keep it legal for 3.0 litre racing, so special attention was paid to all the polishing, gas flowing, balancing and porting,
and it certainly seems to have paid off.

Torques up a few foot pounds as well to 226.8 @ 6700rpm so that's good news as well.



Couple of details points, Lambda 1 gave up the ghost as you can see at 7200 rpm, we didn't have spark and intake sensors
connected and only a knock sensor on one side.

It's all very well looking at digital readouts, graphs and wobbly lines, but you can't beat a good video!
Forgive the music, but turn up the volume anyway...........

http://www.youtube.com/watch?v=zg8kbwTqXQ0