Here's the starting point for the nearside B-post
The car was raised on stands after first measuring the doorgaps whilst on the ground. When raised the front of the car was levelled left and right to de-stress the shell in that orientation. Next the rear of the engine was raised until the doorgaps were slightly smaller than when started. This is to slightly pre-stress the car to counter it's natural inclination to droop it's tail. We're only talking a fraction here, the important bit is the support right at the rear of the engine.
With that done, the decision was made to remove the entire outer sill, despite actually being one of the better ones Barry has seen. Trapped rust was visible inside of the sill where it joins the inner, and the whole of the rear of the panel had failed due to rust as well. As the front of the kidney bowl had failed, a section of the rear wing was removed, as was the lower part of the B-post, which had also failed.
With access now gained to the inner structure, the old jacking point was repaired with a new socket outer, and a new jacking point reinforcment. To keep the removed area of the rear wing to a minimum, the kidney bowl front half was replaced, leaving the (perfect) rear in place. Then the new genuine Porsche outer sill was back-dated and let in.
The B-post was repaired with a genuine Porsche panel, and the B-post latch area reconditioned with a new latch retainer.
Finally a new rear wing section was fabricated, and welded in, with the door-gap being reworked and fettled at the same time. Note, no lead yet used, although will be loaded at the join before the car leaves
Thanks.
