Decided early on in the project that I wanted single stage paint. I like the look and the ability to wet sand the surface to a look that I feel makes the car look great. Original color of 6406 Irish Green sounds simple, but the small variations in the paint mix really show in the final color. Too much yellow or black really changes the appearance.
Got a spray out card from Willhoit Auto Restoration that seems to match the existing car color very well.
Could not find a formula for single stage PPG for 6406, to supplier is now tasked with making a match.
Spray out card shown below. I am very sure the photo of the color will vary greatly on your computer screen from what the car will actually look like. In person, in various lighting, it seems to match original color to my eye.
Bumpers had some very small dents, which were quickly straightened. In full primer now.
Battery box needed a new battery bracket. All spot welded in place now and one very small hole left to repair, plus minor straightening and some clean up. Will be ready to spray in the Wurth undercoating soon.
Time to move on to the dash...
The entire body is now in primer. Hood, doors and decklid were already set and late yesterday the primer was sprayed on the body.
Still a long way to go with blocking and actually some metal work in the battery box and bumpers, but getting much closer. Time to order the paint!
Getting closer to being in full primer and the gaps are turning out to within factory specifications. The gaps are in very straight alignment and the gap will reduce with the addition of primer and paint. Should turn out very nice.
Below is an example of the gap at the top of the rear decklid.
So while the car is gone, I am working on cleaning up the engine, but felt like a change- working on something different. Decided to mess with the original Bosch horns. On my last car, Miss June, I cosmetically restored them, including the badges which had been paint over. This time, I am documenting the process!
Secret method: Thumb nail! Yes, I start by removing the tags and then carefully with my thumbnail work the oversprayed paint off of the tag, leaving the original markings. I then polish and wax.
Yes, I know that reproduction horn tags are available, but they are the wrong ones for a 356 C. They should be as shown below.
Pictures below show a restored horn from Miss June, and the tags I am restoring for Miss April. So far, so good!
Work on the front of the car is making major progress. Hood work is all complete, front nose complete including removing a LOT of bondo. Both doors are now in primer with guide coat as is everything forward of the B Pillar. Very happy with the hood gap all the way around and with the door gaps front and aft. Concentration now starting to move to the rear of the car.
With Miss April off at the body/paint shop, I am left with working on the parts that I took off. Mainly, that is the engine. I had it running strong before removal, but want to do a cosmetic restoration. First step, dismantle and clean, clean, clean. Not quite there yet, but much closer to acceptable. Lots of work remains on the carbs, tinwork, and the exhaust system.
In 1951 Porsche received the great honor of an invitation to participate in the Le Mans 24 hours. The question of whether to go or not was a hefty decision. For the tiny company (Porsche had only built its first car as recently as 1948), the money and manpower absorbed by this grand undertaking was a heavy burden and yet, if things went well, the resultant publicity would surely add sparkle to the company’s already burgeoning reputation. Ferry Porsche knew it was a brave decision to go, but it could be done, and moreover – as he reflected later – “We found that through our work in racing we could make improvements in our normal cars”. Already, the heat of competition was forging the relentless development of the product.
Veuillet (whose Sonauto concern imported Porsches into France) and Mouche would drive an aluminium 356 (leftover from the company’s early days in Austria); lightened further it featured an 18-gallon fuel tank and measures to improve aerodynamics. The 1,086 cc engine was detuned slightly to 49 hp, in the interests of reliability, but 100 mph was possible on the 3.4-mile Mulsanne straight. After 24 hours and at an average speed of 73.6 mph, a class victory and 20th position overall was theirs. The first page in the sports car manufacturer’s extraordinary history at the Circuit de la Sarthe had been written.