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Comments from some of the 912 competition drivers.... Click on the thumbnail photos to enlarge them, back button to return. 

From: Michel Lauzon  All, I would like to share a few photos with all of you of my 66 912. This took place last Monday (Sept. '02) at the Streets of Willow with the PCA group. It was an autocross and was tons of fun. It was fun to spank a few 911s around. Those guys have more respect for the 912 now!  Wish more 912s would attend these events. Mine was the only one. I have also participated with the POC club at "The Streets". The POC is a very good club and I recommend it if you want to try your 912 out on the track.  Enjoy, Michel Lauzon

From: John Benton; Hey Rick, I thought that you would get a kick out of this. It was very hard on the tranny, but fun as all get out. I turned a 16.8 ET with a really bad 2.3 second 60 foot time. I wish you guys could have seen this. The whole crowd was shocked to see a little 912 spank the Z. I have to admit that the Z missed a shift and beat me on the next run by .2 seconds. Still, it was a blast.  Regards, John Benton

From: Jack Frost;  This porsche is just getting to be a "real" race car. I have put a lot of effort into the engine and have gotten about all there is out of it. The proof is in the dyno run and at the track where in a "drag race" I keep up or ahead of the other 912's with much less weight. I am confident that the power is better than any of my competitors after the last races at Willow springs and California Speedway. The suspension is next.
I have been using stock boge and very worn out Bilstein shocks until now. Today I am having Bilstein rework my shocks to match the use. The next event will tell the tale.
To date I have placed a consistent 20 out of 50 for many races. I am confident that the lack of a proper suspension is responsible for a lot of this place.  The next 3 races will tell the truth. The car or the driver? Time will tell.
Once I get the car into the top 5 places it will be the driver. That may or may not be me, but I built the car from scratch and will feel proud of the result, whatever it may be.

From: "JM" ;  I will shortly be receiving two photos of Zasada's 912. I'll let you know if they are any good. Question - do you have or know of any brochures showing the '67 912 with the Fuchs wheels? I would like to have one available to prove they were available on the 912 in 1967. James Kraus

From: Bayless Family;  just completed my 912 tube frame racecar. 4 years in the works. Built it from the ground up. The only metal body is the window-door frames, the rest is fiberglass or plastic and chrome moly tubes and aluminum panels. It weighs less then 900 lbs. More picture of construction steps at http://996tt.com/garybayless/
Hope to hillclimb and autocross/solo alot this year.
Keep up the good work, Gary Bayless, Santa Rosa,CA  

From: Kurt Mickelwait;  I have just discovered your site. Excellent! Now I know that other 912 owners are out there. I track a 69 912 with a bunch of 911s, 944s, 928s, 968s ect.. in the Potomac PCA regions DE program. I get lots of good natured ribbing for driving the 912. That is until I chase em' down then they aren't looking! I have overheard people warning others to watch out for the SOB in the green 912. Big time embarrassment to get caught by a "little" 912 while driving a 911.  Thanks for the site. I will compose some info for the engine, suspension and outlaw sections soon. 69 Irish green sunroof coup. looks stock. (but it ain't!)  I use it as a Drivers Ed car and also run in time trials (first in class GT6 Potomac 2001).  Webers 1720 much done to motor, suspension and brakes. BTW, it was one of the 912s used in the Movie "Spy Game". 

From: James Kraus;  The day after Labor Day I am back off to Europe in the 912 (it's still over there!) for the 12th Classic Marathon, a 5-day historic Rally from Belgium to Italy via France, Germany and Switzerland.  Meanwhile, my Solex carbs are being rebuilt in Oregon (Harry Biecker) and my distributor is in Wisconsin (WR Durrance Engineering).  I am trying to pull it all together in the next few weeks.

From: Jack Frost;  1966 Porsche 912 Race Engine, 1725cc, $12,000
Fresh, 30 minutes race time, 911S power.
Chassis Dyno tested at 140 Hp @7,500 RPM at the rear wheels in 3rd gear (letter O gear), including fully functional generator, 28 blade fan, and foam air cleaners. est. 180Hp+ at flywheel.  Desktop dyno says this engine should have 200+HP and it may.
Shasta forged Pistons (mfg. JE Pistons), ceramic/Moly coated by Swain technology, matched to <0.5gm, 399.9gm total inc. wp and rings.
12.0:1 compression ratio- measured fully assembled, 38cc, 0.050"min piston to head clr, 0.140" EX valve to head clr.
Carrillo Rods - verified end to end and total bal. to within 0.1gm, total
448 gm, rotating 299gm, reciprocating 149 gm., bolts 1/4"SPS
Larger 42 mm Datsun intake valves (turned down to 40 mm) 5 angle back cuts + 3 angle valve job, swirl polished to improve flow.
290 lb(@0.5") dual springs matched to 5 lbs, Titanium retainers, Chrome Molly push rods.
New EX valves, faced to increase piston clearance, machined to improve flow., 3 angle valve job
All new valve guides
New Scat ultra light crankshaft, micro polished, balanced, magna fluxed, ew steel and brass gears.
Flywheel lightened to 11 lb. and balanced
Honest Engine power pulley
Overall assembly of individually balanced components clutch, pressure plate, flywheel, power pulley and crankshaft balance verified to be less than 5 gm-cm total when assembled.
New Stoddard 500lb/ft gland nut
All critical components (bolts, rods...) 100% dye penetrant checked for cracks.
All bearing clearances 100% checked, 0.0025" nominal, 100% rechecked and verified using plasti gauge.
Block decked, squared and measured to crank, line bored, shaved and returned to standard mains. Cylinders utilize 0.040" Cu shims as assembled.
Cylinders - machined and matched in height, final hone by hand to ultra fine finish using ball hone (approx. 5 u inch) for Cr rings.
Heads fully race ported by CE, and additional work by myself to achieve very high flow rates. Rates were measured on a calibrated commercial 600 CFM flow bench. heads cc matched.  EX ports coated by Swain tech. These heads have a LOT of work in them.
Oil- full flow, 80 lb min oil pressure at 8,000 RPM, hot (ref Smoky Yunick, 10 lbs/1000 RPM minimum).
You must use an external 2 quart electric actuated (so you don't forget to turn it on), accusump, check valve and Fram HP1 oil filter.
Not included in engine price. $325 extra for accusump and filter mount.
Oil cooling and lines- Must use front mounted, 23 row Lockheed oil cooler (suggested source Porterfield Enterprises) under left front fender. Connect using AN-10 hose. Oil temp thermostat must be used. Not included in engine price. $1,600 for AN -10 hose, 23 row oil cooler, thermostat, AN - 10 fittings, instructions for routing.
OIL - Red Line 30 weight race oil required.  System holds 10 to 11quarts total.
Elgin M7805-15 cam.  312 degrees at 0.015" and 274 degrees at 0.050" cam lift duration,  0.412" cam lift.  105 degrees c-c, intake cl 101degrees.
No flat spots in this baby, pulls steady to 8,000 RPM.  Idle at 1800 RPM, and comes on the  pipe at about 4,500 to 4,800 RPM.  Drive this thing at 5,000 to 8,000 RPM fro best results.
Straight cut cam gear- noisy but it won't break the cam if you let off the gas quickly at 8,000 RPM.
Intake manifold runners ported and "polished" for max. flow.
Solex carburetors- venturi bored to 37mm, rejetted (160 mains, 160 air correction).
Custom velocity stacks with removable foam air cleaners.  Length tuned for 7200 RPM.   Total input runner volume, from valve to top of velocity stack volume equals 1.2X volume of each cylinder.
New stepped (1 5/8" to 1 3/4") Brusch headers.
Electromotive crank fire direct ignition system.  Utilizes toothed wheel inside a housing that replaces the distributor.  Std distributor can be substituted in field as back up or if required by rules.  System allows adjustment of soft limiter, initial timing, 3000 RPM timing advance and additional timing advance or retard at 8000 RPM by simple field adjustable pots. there is even provision to add a knock sensor if you want.
Since I am not a recognized builder I will guarantee it for 10 hours racing  or some amount of calendar time whichever comes first, if it doesn't see over 8,200 RPM or run without oil or some equally dumb thing and that it puts out a minimum of 135 Hp at the wheels in third gear on a hot day at sea level. This is a full money back guarantee.   At the time of sale a contract will be worked out specifying the exact details.   The money will be placed in an escrow account and a third party agreed on to make final determinations on warranty.  Some type of data logger will be required to monitor the engine time and parameters.  Anyway it will be as simple as possible. You won't find a deal like this anywhere else on a race engine!
I race with VARA and have some references if required. I have all receipts for the parts.

From: James Kraus;  Black Plate CA car, Bahama Yellow.  I believe originally sold and lived most of its life in San Diego.  I bought the car in 1999 and had the chassis rebuilt at Francis Tuthill's in England for historic rallying.  The car is very original and solid with no body rust.  The engine is still completely stock.  The cars first outing was the Rallye de Paris on March 4-5, 2000 which we completed with no problems whatsoever.

From: Ricardo R. Floirendo;  Dear Sir,Attached is a photo of my 1968 912 which I race during our Vintage Racing meets of the Manila Sports Car Club at Subic raceway Philippines. Modifications are Big Bore Kit, Twin Weber 40's, Weltmiester short shift, Recaro Seats. For the future I will be installing sway bar kits. Regards, Ricardo R. Floirendo

From: Tor "speed-racer" Hansen;  Hello there Beck´s! 1. Im wondering If you could have a question of the month with the topic "Orginal spec. oil return tubes or adjutabe afthermarked tubes". Im not schure if its worth dissmounting the engine to install the orginal tubes compared to mount the easely installed adjustable tubes.2. Im prepering for the "Challenge Monte Carlo 2000". My team "I-902" (the reg. plate number on my car!) will be my self and a mappreader. Do you know of anyone that have racen the challenge with the 912?Best from Tor "speed-racer" Hansen

From: Rich Lambert;  Hi Rick, Last week I received this note from Dr. Vance Reed. As you can see, he saw my posting on the 912 Registry web site concerning Dick Lovell. I thought maybe some of the current 912 racers might be interested hearing about the originals. There's two notes, the first one he sent and his reply to me asking if I could post this to the web site.
Rich
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Subject: early 912 racers
From: dr.reed
To: Rich Lambert

While browsing through the 912 registery site I noticed that you had an interest in information on Dick Lovell, and I thought that I would pass along a tidbit or two.   In 1969, Dick Lovell, Bruce Campbell, Bob Summerour and I were all racing 912s in E production in the SoCal SCCA division. Dick's car to the best of my memory was the only long wheelbase (1969) model. Summerour and I had 67s, and I  believe that Bruce's car was a 66. My car, as well as Summerour's, had the suspension set up by
Ritchie Ginther and engines built by Frank Comito. We had an absolute rev limit of 9000 rpms, but there was no torque at that point, so we regularly used 6500-7000 as a shift point. The cars were quite good on the longer courses, however, we had trouble with the speedsters on the shorter courses. Another interesting point is that Elliott Forbes-Robinson was my SCCA driving instructor at Riverside and Willow Springs, and he still is involved in Porsche racing after all these years. I currently own two Porsches, but no 912, however, I am planning on recreating my E prod 912 to run vintage and PCA races as well. We hope to start this winter.
Best wishes,
Dr. Vance Reed
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Subject: early 912 race cars, and the nuts behind the wheels
From: dr.reed
To: Rich Lambert

Rich,
Thank you for your kind reply to my note. Of course I would not mind if you posted the information to the 912 registry site. Who knows who it might bring out of the woodwork. I do not know what happened to Dick Lovell, but Bruce Campbell was working on a doctorate in zoology with intentions of teaching in those days, and Bob Summerour is currently practicing psychiatry in Riverside California. We were in our twenties in 1969, and I would say that Dick was late thirties or early forties at that time. He, to my recollection, had been actively racing a speedster prior to building the 912, again I believe that both of them were that robin's egg blue. Bruce's car was black, Bob's was sand beige and mine was Bahama yellow. I'm sure that there were others racing 912s in that era, but I don't know of any. Bruce was the first in our region, and he was one of the SCCA's instructors, drove a Lotus/chev at the Times Grand Prix at Riverside, but I have no idea where he is at this time. I saw EFR (Elliott) at Sebring during the
PCA race this last Feb. and asked him if he remembered Bruce, which he did, but he had no idea as to his whereabouts. Anyway, it's fun to go over that old information, and remember those days. I still have some neat pictures of my old car, and even some super 8 movie footage of Summerour at Riverside. Thanks for jogging my memory, it's been a great journey, 32 years of involvement with Porsche automobiles, and no end in sight. Perhaps I need to see Summerour in a professional capacity.
Vance

From: Mike Lemmon; ; Hi Guys:
Thought I would send a photo of the 912 racing at Mosport Canada, July 2-4,1999 at the Vintage Festival. Talk to you soon! Mike Lemmon

From: Dave Atkinson ; ; Last weekend I ran an event with VSCDA at Gingerman. A professional photographer snapped a couple of pictures and I bought one as I didn't have anyone with me to take pictures. Anyway, he said it was ok to put it up on the Internet so I thought I'd send it to you.
Next race is at Gratten, outside of Grand Rapids MI, Aug 20-22.
At Gingerman, another 912 showed up out of the blue to run on one of the days. His car was more modified than mine, but as he was a late entry, they had him run in another group. I went over to talk to him, but I guess he was having major over-heating problems, and some 356 guy was buzzing in his
ear at a mile a minute, so I didn't get to talk to him. Then later he packed up and disappeared. If I see him again, I will turn him on the Registry.
If you are interested in the slow but sure developments on my car; I put in a rev limiter set for 6000 RPM. It cuts in when the tachometer reads about 5300. I think that was a worthwhile mod. Got a 5 speed now so I can keep up with some faster cars in the field. New ball joints so the front end no longer shimmies around the quick corners. New torsion bars for the rear, along with plastic bushings and new 195-60 Yoko's ( replace 5.0-15 bias-ply's ) for the next race, I will let you know how they work out.
All for now, Dave Atkinson

From: Larry Shephard;; 1967 Karmann coupe, Bahama yellow; Purchased new in June 1968, One owner car. Autocrossed/timetrialed for 5 years before being put back to street use. It was in run in modified class with a lowered chassis, added sway bars/ neoprene bushings and Koni adjustable shocks, and 7" steel rims with Goodyear racing slicks. Engine was at 1700 cc's with SPG roller crank and MC-9.5/1 pistons, had reworked Solex carbs and ported and polished super 90 heads. Also had a 6-36 ring an pinion and the gear box was a close ratio 5 speed update to the 4 speed. The ignition was a early Perma Tune set for 10,000 rpm limit. When the gas crunch hit in 74 we then retired it back to street use where it still runs daily. It now has a much milder street engine but most of the chassis mods stayed with it so it is low and a great handler.

From: Alexander von Wachter; Good morning Rick - my 912-Co-pilot Evelyn did a translation for the rally-roadmap interesting to know probably for other 912 drivers in Europe to follow the route at a later date. Feel free to place it to our 912-register. Alex
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Location where we start our rally-sections; Hotel Strasserwirt, 9920 Strassen/Osttirol, Austria
(located 30 km west of Lienz, 15 km east of the boarder to Italy) phone: 0043-4846-63540, fax: 0043-4846-635455  You might contact Mr. Mueller at 0049-8131-84210 at M&R Automobile in case you want to join the rally 10-13th of June.  If so, please mention Alexander's and/or my name. This is a summary of the roadmap: Drive from Munich to Strassen on Thursday afternoon, arrive Strassen
approximately at 4 pm which gives enough time to have a ride into the "Pustertal" (Brunico/Bruneck in Italy). Due to Alexander's schedule we might arrive only in the evening...... On Friday we start at 9:30 to the "Lesachtaltour" (185 km, about 110miles): Strassen, Lienz, Greifenburg, Kreuzbergsattel, Hermagor, Gailb.-Sattel, Strassen ("Karnische Alpen").  On Saturday (at 9:30) we do the "5-pass-tour" in Italy (200 km, about 120 miles): Strassen, Toblach, Pso. Croci, Auronzo, Lake Misurina, Pso.
TreCroci, Cortina d'Ampezzo, Pso. di Falzarego, La Villa, Brunico (Bruneck), Toblach, Strassen ("Dolomiten"). The plan for Sunday - on our way back to Munich - is to drive through the Antholz Valley, Staller Sattel, St. Jakob to Felber-Tauern-Tunnel.   Each day of driving there are stopovers for coffeebreaks and lunch planned. Unfortunately, I do not know where and when, as the paperwork
will be given to us only at the Strasserwirt.  Savety first - if you drive threw the Dolomites - watch out
for capricorns, cows or burning Jaguars :-)
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Best regards, Evelyn

From: Villmarkshuset AS; Hello there!
Just wanted to tell you and all the members that my co-pilot, Oyvind Rothe and I came in 2nd place in the last weekends race here in Norway "The Porsche/Castrol Cup Round trip Telemark". We raced against a 911 Carreras(993), a 914/6 (3.2L SC), a 911 RUF-Turbo, two 911SC and a 944 Turbo. The race was on public roads in the "Monte Carlo" style.
It was a fun race on both backroads and on the higway.
My old 912 did a wonderful performance (eh... pluss my exelent driving performance.... yehhh!!!). But my car need some minor tuning afteher the race. The starter went dead!. Old and tired. I wish all other racers "happy trails" for the rest of the summer!
Best from
Tor-S. "Speed-racer" Hansen

From: Joseph Vampola;  Rick I'm going to sell my 912 vintage racer VARA # 912.  I will be racing it at Tustin & Pomona. I'm asking $16,500. Comes with trailer, 3 sets of tires & wheels(set of slicks),bolt on rear flares for slalom racing. Spare motor & trans, close gears W/low ring & pinion. Car has many front row starts.( pole at Pomona 97,outside pole at Palm Springs,ect.) & many top 5 finishes in EP.  Thanks Joe.Vampola. 760 599 9307

From: William Todd;  '66 Karmann Coupe, White, Full race; 1973 RS look-alike; 5 white face gauges, 1968 type chassis/uph/doors. 5 speed. Full flow oiling w/spin-on oil filter, Aeroquip hoses. High back red leathers to match interior. Thanks, Bill

From: Jeff Wayland;  1966 Porsche 912 Coupe Race car: Currently competing in SCCA EP class, many regional wins, no DNFs in 4 yrs, never bent, immaculately prepared. Call or e-mail for detailed spec sheet and spares list. Ready to race. $17,900 or best offer. Jeff Wayland, Ontario, NY. 315/524-2899, e-mail Jeff_Wayland@rge.com.

From: Andrew D. (Andy) Keller, CPE;  1967 model year Karmann coupe; Owned this fun and cost-effective car since 1975. Have made subtle improvements. Since 1984 have held a competition license with Rocky Mountain Vintage Racing. One of about two cars in the club regularly raced that is street legal; driven to and from all races. Profession: Human Factors Engineering.

From: Mike Lemmon;  Ontario, Canada, 1966 Karmann Coupe, I have had this car for the last 5 years. The car was cosmetically in concours condition when I purchased it at an auction. We spent the first two years taking the car to concours, it placed first in class and won best in show at the Upper Canada Region PCA concours event.
I was introduced to the drivers ed program through the porsche club, and as they say the rest is history!  I did 5 drivers ed events with the car, got totally hooked on driving the car on the track, got my racing license, and last year attended my first actual race at the Double Fifty event at Watkins Glen. (The only 912 at the meet???)
I have since attended another vintage race at our local track, MOSPORT, it was a regional event, with
several classes, with over 350 cars attending, about 40 of which were vintage cars.
At this event the 912 won the Most Presentable Car of the Meet, thats real kudos for the 912, seeing there was several GT1, GT2 and several other Porsches in attendance.
I will now be campaigning the car at vintage events through our local organization, VARAC.
The car is currently painted Red, with a full roll cage, racing seat and belts, fire system, and fuel cell.
The displacement remains relatively stock at 1582, but is now 12-1 compression.
I look forward to hearing from anyone who is also racing thier 912, or anyone who has a passion for
keeping these great cars doing what they do best!!!  Yours truly, Mike Lemmon

From: Jim Cole;   Hi there! Great site!  I have a page of my 912 with a 2.4 914 engine. If your interested its at http://members.home.net/jecole/912_24.htm . Jim Cole,
69 912 2.4, 72 914/6.   Followup in response to Webmeister questions- Wed, 20 Jan 1999 Hi Rick! The tranny's and clutches are all the same. So the 914 just bolted right in. The 2.4 is 10:1 has a cam, ported, 48mm webers and pulls about 150hp. Makes the 912 move VERY nicely. THe only competition for it in Autocross are a couple of full race 911's with huge tires and hp!  Very nice site you have!
Cheers, Jim Cole

From: Joe Russo;  Hey there, Joe Russo here, I just got engaged and feel the need to have money more than to work on a race car, so I'm going to try and sell the 912 :( Following are the specs:
'67 912 VINTAGE RACE PREPARED. ENGINE: 1720cc with Webers and K&N filters, Crane CD ignition, reground performance cam, 356 Enterprises "stepped" exhaust (1 3/4" to 1 5/8"), runs extremely strong and VERY reliable. TRANSMISSION: low mile rebuilt five speed, very smooth. SUSPENSION:  brand new Koni adjustable shocks all four corners, strut tower brace, brand new adjustable rear spring plates, stock torsion bars, new front pan and poly/graphite front bushings w/ custom zerk fittings for lubrication. BRAKES: new master cylinder and stainless lines all four corners, brand new rotors, rebuilt calipers and PFC Carbon/Kevlar pads in front. BODY: very straight, late model Porsche silver, no rear bumper, lexan rear quarter windows, front side windows/frames removed, trim blacked out, aluminum plates over headlight buckets, battery master cutoff. INTERIOR/SAFETY: completely gutted, painted black, Jaz aluminum racing seat (driver's side only), Autopower roll bar, 5-point harness, Momo steering wheel, Autometer guages, 5lb fire system, original dash in good condition. WHEELS/TIRES: one set steel wheels (chrome) with street tires, one set cookie cutters with BRAND NEW BFG R1s (NEVER USED). Car only taken on track twice, prior to many of the new parts being installed. Just got engaged; $11,000 obo. Car is in San Diego, CA.

From: TSutan7539;  66 912, turn key race car, street legal, Chiffon White, Fuel Cell, Roll bar, Fresh 5pt harness, Recaros, Momo, Lexan, 1722cc w/9.5:1 comp., 500 miles on engine, rebuild Webers, Fresh Goodyear racing slicks, Very Fast ! VARA log book, be ready for 98 LA Vintage Grand Prix.  All documents available, asking $14,500 obo Contact Tom at 310 285 3658

From: David Atkinson;  My car is pictured on the race pages... As to the car, I bought it locally in 1989. It had been shipped from CA the previous year. I converted it to a race car in 1995, although it is still street legal. I have been making small upgrades to it each season.  I want to thank Rich Lambert and Joe Russo for sharing their experiences. I too have a problem with wheel lift at the front and his comments have helped me decide to go with the heavier torsions in the rear instead of a sway bar. Also the discussion concerning tire size was very enlightening. Some of the clubs I run with require bias-ply tires, so I have been running 5.00-15 Hoosiers on 6" steel rims. When they wear out, I will move up to 5.50-15's. After hearing Rich and Joe's comments that even 205's will fit, I feel more confident that I will have no problems with these wider tires. Thanks again for the great site.   Dave Atkinson

From: BUTZI P; The first Autocross of the Twickenham Auto Club in Huntsville AL. You'll be happy to know me and my trusty 912 took 1rst place in E- production. Between the weather, the competition and the comraderie it was a day not soon to be forgotten. The course that was set was like none I've ever driven. It was basically a road course, wide-open. I didn't think I stood a chance of being competitave, even though that's not really the point, I was pleasantly surprised when the car just ate up that old run-way with ease and energy. I ran consistent 49s for the first 5 runs and on the final run, after coming to grips with the higher speed corners and a little brain-picking of my comrades, I ran a 47.89. It was a satisfying ending to a picture perfect day.  It reminded me what the true meanings of life are, set goals and have fun achieving them. That one was for Ferry.  Peter Baldauf

From: Dick & Flo;  Following restoration in '93 I began autocrossing and participating in driver ed events. Tracks include Mid-Ohio and Putnam Park. MidOhio region along with several adjacent regions have formed an inter- regional autocross championship each year and I have participated pretty much since '93. I have installed factory front and rear sway bars (16mm) and run Yoko AVS Intermediates (195/65/15). In P3 it's pretty competitive. As for the P3 1st in class at the '93 Parade, yes it was my 912. I will send a scanned picture of it in action at the '93 Parade soon. Regards, Dick Snyder

From: Joe Russo;  The racing page is great, and I hope that it continues to grow! I know that there are more 912 racers out there, including at least one SCCA E Production car which competes at the national level. I'll also be sure to let the other 912 owners in the local PCA chapter know about the registry. Thanks, Joe

From: Dave Atkinson;  Hello 912 Registry, Attached is a photo of my '67 912. I have raced it for the last 2 years.  The picture was taken in the paddock at last years VSCDA Children's Museum Vintage Grand Prix in Indianapolis....I would love to see you use it on your photo page.  I will register my car on your page, but I thought I would send a picture ahead first. Will re-visit your page soon. Dave Atkinson, Toledo OH

From: Joe Russo;  1967 Coupe; The car is nearly completed for vintage racing, and has been on the track twice so far for testing. Suspension work currently in progress. Currently silver, formerly black, and brown before that. The interior is gutted with a rollbar, racing seat, fire system, etc.  The exterior is stock except for the removal of the rear bumper and side window frames, and replacement of the rear quarter window glass with lexan. Thanks so much for establishing this registry, and I hope more of the 912 vintage racers out there will join.  Grill badges and/or decals would be GREAT!!....Thank you VERY much, Joe Russo

From: Brian Ruggiero;  I own a 1967 912 Coupe that I've had for over three years now.  After driving the car on the road for a few years I learned about autocrossing through a fellow member of the Connecticut Valley Region PCA.  The next season I bought a helmet and went racing. Autocrossing is a great way to learn more about the handling characteristics of your car.   I learned that my car would understeer due to the short wheelbase and lack of a rear sway bar.  I recommend autocrossing to anyone who wants to drive their 912 the way it was built to be driven.

Webmeister: The autocrosser Jeanette refers to in the following post is Eric Nichols, (also see his post in the competion Setup section).

From: Jeanette Ahlgren;  Tracked down THE BEST 912 auto crosser I've ever seen (he happens to own one of the prettiest cars too), and have asked him to write something of his car ... and ALSO hounded him to send you some photos.   This car/ driver combo. put away 911's, 914's and a Mustang GT at one auto cross I attended in Sonoma County. It was FANTASTIC! At any rate, I'm twisting his arm. If I don't succeed, I've warned him that I'm going to blow his cover!

Webmeister: We asked Jack Frost if he knows Joe Vampola and Larry Bartholomew, 912 racers shown in action through links on our Photos page...

From: Jack Frost;  I know Joe and Larry very well. We pit together with Phil Van Buskirk (PML). We all pitted and raced together in LA. Joe Vampola got me interested in 912's at a BMW drivers school in HOLTVILLE CA. back in the early 1990's.  These are the finest bunch of people racing 912's (some converted to 911's) in the country.

From: Jeanette Ahlgren & Duane Bibby;  This is the first... after winning 'Best Sports'car', people were talking garage-queen stuff. (Never!) "Nemo", under previous owners, had been an auto cross star... So, we took him to the Samoa Auto X (near Eureka CA) and let him romp.  Quite a fun little brat!  Over and out.  Jeanette Ahlgren & Duane Bibby

From: Eric Nichols;   1967 Karmann Coupe; I am the 5th owner of this car, and have had it for 11 years. It has a red vinyl interior, and the optional 1967 4.5" Fuchs alloys and 5-speed gearbox. I frequently autocross this car in the SF Bay area and routinely beat 911's of all vintages!

From: Joe Des Rosiers;  I currently own  a 912E sunroof coupe. After entering a few of the local Porsche club autocrosses, I was addicted to the sport. I have made a few modifications to the car to make it handle better and to give me better control on the course. These modifications include: factory short shift kit, lowering the car 2" all around, giving the rear wheels a few degrees of negative camber, running 4 6x15 Fuchs w/ BFG R1's on them. A couple weeks ago, we slapped a sway bar on the rear of the car from a 1971 911s. We had to remove a heavy lead weight that was bolted to the underside of the transmission mount in order for the sway bar to fit. The autocross performance was excellent, except for the loud "banging" noise that occurred every time that I got hard on the accelerator. The loud noise was stopped after I re-installed the weight (or whatever it is) and pulled off the sway bar. If you have any explanation of what this large "weight" is, and its purpose, or have any solutions for fixing my problem( I need that sway bar back on the car for next auto-X) PLEASE SEND YOUR COMMENTS TO: desros@txdirect.net Your help is greatly appreciated.

From: Rich Lambert;  WA, USA; I purchased my Signal Yellow 1968 912 coupe (my 3rd 912) from the 2nd owner. He bought it in 1969 and kept it in pristine condition for the next 26 years. In those 26 years he repainted the car the original color, rebuilt the engine, and replaced the front suspension pan. It came with the original radio, Wabasto gas heater, and a non-original 8-track tape deck. Hmmmm...what to do with a pristine 912...
The modifications since I've owned it include a full cage, racing seat and 6-point harness, new brakes, new suspension, rebuilt engine, totally gutted and bare metal repainted interior, 15x6 Fuchs w/205-15 BFG Comp TA R1 tires, the removal of any non-essential systems (i.e. heaters, radio, four-way flasher, window regulators...etc.) and numbers and racing stripes. Currently the 912 is used only for vintage racing and occasional blasts through the neighborhood to test out new modifications.