porsche factory tour summer 1960

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Porsche Factory Tour Summer 1960 Paperback – January 1, 1982

• Print length 48 pages
• Language English
• Publisher Spyder Enterprises
• Publication date January 1, 1982
• See all details

Product details

• ASIN ‏ : ‎ B01DYXITCK
• Publisher ‏ : ‎ Spyder Enterprises; First Ed, Ltd. To 500, This is #135 edition (January 1, 1982)
• Language ‏ : ‎ English
• Paperback ‏ : ‎ 48 pages
• Best Sellers Rank: #11,339,923 in Books ( See Top 100 in Books )

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VIDEO: Made By Hand – Porsche Factory Tour 1960’s

“Wishing you many happy hours of Porsche driving.”

This is one of those videos that I can watch over and over. It’s been floating around on Youtube for many years now, and features a tour of the Porsche factory and all facets of the construction of the 356. Created in the 1960’s, the video opens with a young Ferry Porsche who goes on to say, “Wishing you many happy hours of Porsche driving.”  The narrator then takes the viewer on a journey through the creation of our beloved Porsche from start to finsh in a series of five videos. Even if you’ve seen this already, it’s always fun to watch again!

Source: Youtube

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Porsche Factory Tour Video From the Early 1960’s

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Copyright 2009-2017 The Motoring Enthusiast

Tel: 415.935.3850

E-Mail: [email protected]

Porsche Factory and Museum Location: Porscheplatz 1, 70435 Stuttgart-Zuffenhausen-Germany More Info: Telephone: +(049) 0711 / 911 5685 Fax: +(049) 0711 / 911 7300

Situated next to the Porsche factory, five miles from the center of town, the museum is the memory of the one million Porsche sports cars built since 1948. It has a wealth of classic and racing Porsches on display, as well as new models and prototypes that never went into production. The company also offers a 1 and a 1/2 hour factory tour (in English or German) at 10:00 am and 2:00 pm each day. The tour follows the production process from the drawing board right through to the rigorous testing of each new 911 engine and the paint shop with its choice of 2000 custom colours. Reservations required for the tour. Admission Free Opening hours: Monday to Friday - 9:00 am to 4:00 pm Saturday and Sunday - 9:00 am to 5:00 pm

Display in Museum

TONY SINGER PUBLICATIONS

AUTHOR      Singer

    English

ISBN 10      NO ISBN 10

ISBN 13      NO ISBN 13

Hard bound,

PRICE            $75.00

LIST PRICE    $85.00

Almost no change from first edition.  More of a reprint

AVAILABLE @ BLOCKS BOOKS

FROM MY REVIEW IN THE 356 REGISTRY

Following the second edition of Lewandowski & Bauer’s Racing Posters (Porsche --- Die Rennplakate: Von 1951 bis Heute), Tony Singer with Frank Barrett has produced Porsche Showroom Posters The First 25 Years.  The 50 page book has an introductory page; the rest are posters and two photographs of posters, one in the Peter Max Muller dealership showroom in 1962 and one apparently at a car show.  The posters are identified by date printed, size and artist.  Tony points out racing posters are much more numerous than showroom posters – the racing posters were printed in large numbers specifically to be given away to customers.  The showroom posters were not intended to be given away; rather they were printed in very limited numbers to be displayed in dealerships.  Some of the posters are a relatively straightforward display of wares; almost always with a theme – particularly the “lifestyle” series.  I hope some day to give silk, aka the fabulous Freda the poster with the English saddle – she jumps, more precisely her horse jumps and she is carried over the fence – ideally the same number of times as her horse.  Others were basically racing posters but were for showroom display – the “Latest Porsche Victories” which featured 550-02 on a yellow background; and were over printed multiple times with the latest Porsche victories, by Porsche of America Corporation.  Finally, my favorite posters, those showing technical features:  including engine transverse and longitudinal sections, the 741 transmission, front axle; and those meant for the shop:  the lubrication posters in both 356A & 356B and the 356B wiring diagram – the only full color poster sized wiring diagram issued by Porsche (Y n Z has a 356A poster and Joe Leoni has an even more useful book arranged by system).  The final 15 pages are early 911 posters.

The poster reproduction is predictably superb -- Tony is known for fanatical attention to detail – which doesn’t come cheaply.  You may remember his Porsche Factory Tour 1960, which was a very slim soft cover book from almost 20 years ago, which sold at a for then astounding $30.00 – mine has disappeared from my library and if you have one,  I am a motivated buyer!

Porsche Showroom Posters the First 25 was introduced as a hardcover, numbered, signed edition, limited to 356 copies at this year’s Toy and Literature meet in Los Angeles at $79.95.   Tony clearly had brisk sales.  By this summers Pebble Beach and Laguna Seca Historics, Tony plans on introducing a soft bound regular edition at $49.95.   The poster reproduction is so superb that I can’t help thinking about reproducing the shop posters for my garage – but certainly not by cutting up the numbered book!  On the other hand the book is published by Tony’s VintageAutoPosters.com – you can bet if the posters can legally be reprinted Tony has plans.

AUTHOR    Singer, Meyer

ISBN 10      no ISBN 10

ISBN 13      no ISBN 13

OUT OF PRINT -- NOT AVAILABLE @ BLOCKS BOOKS

EDITION 1, first printing is MISSING FROM MY LIBRARY

Help appreciated!!!

FROM MY REVIEWS IN THE 356 REGISTRY:

Originally issued in a limited edition of 1,000 numbered copies in 1982  it has been reprinted in limited edition of an additional 1,000 unnumbered copies.  For those of you who were not paying attention back then or are new -- PORSCHE FACTORY TOUR 1960 consists of two color photographs taken in the factory lot of the new 356B Porsches  The remainder of the book is 21 black and white photographs taken at Reutter and across the street at Porsche.

The first photograph shows the old Reutter building - both stories - with 356A and pre A Porsches in the parking lot awaiting attention.  Inside we find the steel inner chassis being welded on a jig on a large table. I am taken by the loops on a big plate spot welded to the chassis to which chains on a hoist are used to move the chassis.  Were these removed before the outer skin was attached?  The level of automation at Reutter was certainly no higher than in one of today's larger restoration shops.

The photographs vary depending on the light available.  Clearly available light techniques were pushed to the limit.  Hence some blurring is present.

The completed bodies were moved across the street on cut down VW pickups with special receivers for the torsion bar tubes.  They were hoisted on and off the trucks by slings which appeared to engage plugs in the jack receivers in the rear. But I can't tell what they hooked to in the front.

The engine assembly line looks basically similar to the current line, though the engine stand looks scrawnier than those currently used and available for purchase.  The final four pictures are of a Carrera Abarth being assembled.  Every time I look at this book it gives me more pleasure and I learn something

new.  It feels funny not to need to worry about bad information.  This is the real stuff!  Also it is more than bittersweet for those of us who cherish the old cars to see the change between the old factory and the new.  Not just in automation but in the feeling of scale.  Just try to get a tour without at least 30 days notice --  it helps if you are picking up a car -- and photography is no longer allowed...

It's a better long-term deal than two or three of this year's coffee table books.

    Second Printing

FROM MY REVIEWS IN THE 356 EXCELLENCE Magazine:

    In 1982 Spyder Enterprises, a specialist arm of a printing company owned by Tony Singer, brought out a small soft bound book of full page black & white pictures taken during a factory tour in 1960.  This initial offering was limited to 1000 copies but is not numbered.  Otherwise I can discern no difference between the two printings.  The current one does not have a print date.

    Follow the construction of the then new T-5 models.  Striking is the lack of automation at Reutter with the bodies being hand constructed on jigs and lifted to each subsequent station by hoists.  Rear end and engine compartment finishing is facilitated by placing the tail on big jack stands while the nose rested on the floor.  finally the completed body was placed on small trolleys.  the complete car was hoisted onto a cut down VW transported with special receivers to engage the torsion bar tubes and carried across the street to the Porsche Factory for instillation for the mechanical parts.  I am especially excited to see a set of Rudge knock-off finned B brake drums -- something I have never seen cataloged on a car.

    Clearly not much paper for $30.00, but a wealth of nostalgia and otherwise unobtainable information on the factory and how the cars were built in the 356 period.  Also a very limited edition.

    Exceptional reprint

PRICE              $75.00

OUT OF PRINT -- AVAILABLE @ BLOCKS BOOKS

FROM MY REVIEWS IN THE 356 REGISTRY

Tony Singer can be counted upon to see a need and to fill it without compromise.  Tony had a 550 Spyder and restored it in one of the first "take no prisoners," "no holds barred" endeavors. Previously Spyders almost never appeared at concours, and when they did they were displayed with their dents and scratches.  Tony helped raise restoration to an art form; starting a stampede of over restored Porsches, especially sports racing Porsches.  Luckily I count myself fortunate to consider myself among Tony's friends and I suppose he will forgive the envy intermixed in my description - for I don't suppose I shall ever have a Spyder, even a scruffy Spyder.  Tony also owns a printing company and sells a lovely full color poster of a 1959 Carrera GSIGT Speedster at $10.00 and sometimes even gives away the poster of his Spyder.  Additionally Tony publishes books including a favorite of mine: A PORSCHE FACTORY TOUR 1960 .  Tony didn't worry that

PORSCHE FACTORY TOUR would be small and expensive...Following in the footsteps of Bill Brown with his SPEEDSTERS OWNER 'S MANUAL Tony has now come out with PORSCHE

SPORTWAGEN TYP 356 BETRIEBANLEITUNG .  That's right, a reprint of the original Gmünd owner's manual.  Frankly, having never seen the actual manual in person, I don't know how accurate it is.  Also it's auf Deutsch .  There are four drawings of the engine, three of the front

suspension and steering, one of the rear suspension and power train, and my favorite, one of the braking system showing what looks like four emergency brakes -- remember the Gmünd cars

originally had cable brakes.  The diagrams of the wiring are a little less complicated than the power seats on a current car; and well they should be, since the whole car probably cost less than fully optioned seats.  Other drawings include the fuse box and lubrication points.  The drawing are a little crude.  Clearly this manual antedated the superb technical illustrations of Siegfried Werner in later owner manuals.  Absolutely indispensable at any price if you have a Gmünd coupe.  Otherwise a relative bargain...for those needing a complete collection of owner's manuals or just wanting to see what the factory felt the owners of Gmünd coupes, and I suppose cabriolets, needed to know. . . Armed with a German-English dictionary you can have hours of fun.

• (919) 854-2277

1960 356B PORSCHE SUPER 90

• Current Status: Complete

Specs and history.

In the fall of 1959 Porsche introduced an updated model, the 356B with the factory’s newest engine package, the Super 90, eponymously named for its 90-horsepower DIN.  The new T5 body was a modernized evolution of the 356 body style with added comforts, while the Super 90 engine offered the highest output yet available on the street Porsche pushrod platform.  Porsche shipped the first new cars out as factory demonstrators to their field representatives and the orders started coming in.  So it was that the very first Super 90 ever made was shipped to southern California, chassis #108921

In September 1959 the workers at the Porsche factory returned from holiday anticipating the start up for the T5 356B.  Their first two cars were 1600 Normals but the third was special; it was the first Super 90. Whisked away for testing, # 108921 was then sent to Porsche’s prime Southern California market to one of their biggest dealers, Vasek Pollak.  It was there that our good friend Paul Rissinger drove this car and was so impressed he ordered one.  Other enthusiasts agreed, and the Super 90 was a hit.

A few months later Emil Pardee from Palo Alto Cailfornia was in Stuggart with a friend and visited the factory. The day was spent demonstrating the new Super 90 and then trying to buy one, but to no avail.  Back in Palo Alto Mr. Pardee received a phone call from then Porsche Sales Manager, Wolfgang Reather, that they had a demonstration car available in Southern California.  Emil was told it had been in an accident but would be soon repaired and he could take delivery very shortly.  And he did.

Fast forward 50 years and Road Scholars entered the picture when we received a call from a Broker on the west coast that knows of our passion for rare Porsches.  The car was described a nice solid car that could be restored if needed but ran well.  We were so excited about it being the first Super 90 and having a sunroof that we bought the car, intending it for a client with a number of rare and special 356s.

Restoration notes.

But, we bought it WITHOUT INSPECTION.  (Yes, we know, our mothers reminded us.)  Upon the car’s arrival storm clouds gathered.  What appeared to be a good driver was actually showing signs of damage in the front trunk – bent inner fenders, kinked access panels, and – to top it off – one headlight was about an inch higher than the other.  Screwed again!

How can these “experts” miss this degree of damage and bad repair work when describing a car to you? (Yes, we know. Our mothers reminded us of THAT too.) We spent the next week carefully striping down the car to a bare shell and, thankfully, found a few neat details. The car was not originally Ivory; it was Heron Gray. The previous owner had stated the car was “off-white,” so we assumed Ivory, but in the nook and crannies of the tub we found abundant Herron Gray. Further, the door hinge posts are hooded and many shims were used to hang the door, sure signs of early production.

Hans Sahling our metal guy had seen much worse but it had been a while. We started by ordering the sheet metal, nose and fenders came from the usual providers and the structural pieces came from Al Zim. Hans got the sheet metal for the nose and fenders, judged them to be useless, and threw them into the yard.

Great, so now what?

We had a terrific T-5 available so we scanned it, had a 3-D cad drawing made, and then new body bucks. The car was then media blasted and another issue came to light. The front axle beam was pushed back two inches on the left side and up over an inch. All the bent sheet metal had been simply brazed together some 50 odd years ago, not fully straightened or replaced or squared. Front left tire wear must have been awesome. The body also had a few minor rust issues that you would expect in a 50 year old 356. So the car was placed on a jig and the cutting, welding, and straightening started.

Once the chassis was repaired correctly and dead straight, Hans turned his attention to the body. The nose and fenders were and formed over our bucks, the hood was reskinned and de-kinked, and the doors made from scratch. The rear section was removed, rust repairs done underneath, straightened, and replaced.

So, now we have tens of thousands of dollars in just metal work, but the first Super 90 is straight and true for the first time in 50 years. With the complete owner history and very good records from the 60′s we have been able to put together an interesting tale that could have ended badly for this car. Our client who has many truly special 356s in his collection did purchase this car and we are restoring it for him. Soon he will have one more truly special 356. Were it not for his passion, this little piece of Porsche history, the very first Super 90, easily could have been lost.

• 1704 Page Road Ext. Durham NC, 27703

© 2022  Road Scholars, All Rights Reserved.

PORSCHE Factory and Museum Visit

by mraccine | Oct 6, 2023 | Trips

Friday, October 6th, 2023: “We are off on another fabulous Fast Lane tour, this time with friends from the Pittsburgh area – the Millers and Fergusons.

After we had the mandatory drivers’ briefing and the waiver signing, the fun began. We went to the local Cannstatter Volksfest (Oktoberfest in Stuttgart – much better than in Munich). It was a wonderfully crazy place with lots of beer, wine, food and German music. Peter had reserved tables (and private bathrooms) for our group. You haven’t lived until you have seen and heard 10,000 slightly drunk Germans sing: “Take me Home Country Road!” It was a night to remember!

Today was the trip to the Porsche Museum followed by rare PORSCHE Factory tours – the impressive leather shop, 911 assembly, Taycan paint shop and the Taycan assembly. We have had other tours but never saw so many areas of production. I loved watching a GT3-RS going down the line. No pictures whatsoever are allowed.

The PORSCHE Factory is nothing whatsoever like Disney World where you buy a ticket and waltz in. It is an amazing privilege to be admitted to the holiest of holiest for an inside look at the amazing craftsmanship to produce these magnificent machines.

After a spectacular lunch at the renowned Christophorus Restaurant upstairs at the Museum, we then picked up our 911 Cab and drove back as a group to our hotel… trying to get used to driving the 992 Cab.

Tonight we are looking forward to a true German dinner at Carls Brauhaus adjacent to the beautiful Schlossplatz.

Tomorrow, we start the real driving part of the trip. Smiles were on everyone’s faces today!”

~ Contributed by PORSCHE 8-Trip Alumnae Tom and Ellyn Mueller (on their 8th PORSCHE trip with Fast Lane)

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1960 Porsche RS 60

• Year of manufacture  1960
• Car type  Other
• Lot number  146
• Reference number  0zPb85lHtExYbxrnJMLrN
• Drive  LHD
• Condition  Used

• Exterior colour  Other

Description

Unveiled in January 1960, the RS60 represented the ultimate evolution of Porsche’s aluminum-bodied, four-cam Spyder – an iconic series of sports racing cars originating with the Type 550 of 1953.

The RS60 was, in essence, a refined version of the highly successful works RSKs built for the 1959 racing season. While the RS60 maintained the internal Type 718 designation, this much-improved Spyder featured a larger cockpit, unequal-length wishbone rear suspension, improved brakes, and more modern 15" wheels. Although the front and rear track remained unchanged, the wheelbase was stretched by 4" providing greater engine bay access and additional room for driver and passenger. The longer wheelbase, advanced suspension, and smaller wheels also had a profound effect on handling, making the RS60 much more predictable than the RSK that it replaced.

In keeping with the chassis improvements, the Wendler-built aluminum coachwork also benefited from subtle revisions. The most obvious external change was a taller-framed windshield of FIA-mandated height. Other than minor variations to the nose, doors, and head fairing, the RS60’s bodywork shared a great deal with its predecessor.

Equipped with Porsche’s potent Type 547/3 four-cam engine, the RS60 was a sophisticated, highly efficient sports car perfectly suited for technical circuits and open road races. With a dry weight of just 1,210 lbs., the latest Spyder possessed exceptional roadholding, braking, and acceleration. Few contemporary sports cars offered such a well-balanced package.

Whereas the 550 and RSK Spyders were perennial favorites in the under-2,000 cc class, the RS60 was the first Porsche that posed a real threat to the largecapacity sports racers that competed for outright wins.

In 1960, Porsche placed 2nd in the FIA World Sportscar Championship thanks to its works RS60s, which triumphed at the 12 Hours of Sebring and the Targa Florio. Privateer RS60s were similarly effective, winning both the European Hillclimb Championship and the SCCA National Championship in the E-Modified Sports Racing class. In total, just 17 RS60s were built, four of which were retained for Porsche’s own works team.

For a limited-production, small-displacement sports car, the RS60 left an indelible mark on international motor sports.

The RS60 presented here, chassis 718-060, is an exceptional example of Porsche’s ultimate Spyder model, possessing a successful period competition history, well-documented provenance, and uncommon originality.

One of only six customer RS60s delivered new to the US, this car was originally ordered through Porsche Car Import Inc. of Northbrook, Illinois, on behalf of William Wuesthoff, a gentleman driver and new car dealer in Milwaukee, Wisconsin.

In 1957, Wuesthoff began his racing career with Porsche, campaigning a Super Speedster in club events. Although Wuesthoff raced a variety of cars throughout his career, his greatest successes were found behind the wheel of four-cam Porsches.

During his remarkable nine-year career, Wuesthoff drove for some of the most successful private teams and raced against the era’s best drivers, including Augie Pabst, Joe Buzzetta, and Bruce Jennings. Throughout this period, Wuesthoff’s racing exploits were supported by the sales of his dealership, Concours Motors Inc., which specialized in foreign marques like Volkswagen, Jaguar, Lancia, and, of course, Porsche.

As documented by copies of original factory invoices, 718-060 was originally finished in silver and equipped with a Type 547/3 four-cam engine, no. 90254. The brand-new $9,000 RS60 was delivered to the US in June 1960, just in time for the summer racing season. Upon its arrival, Wuesthoff painted a distinctive metallic blue accent on the body, making his car immediately stand out from other silver Spyders.

In his first season with the RS60, Wuesthoff captured three consecutive class wins, the first at Road America. From there, 718-060 went on to win its class at the Wisconsin Grand Prix at Meadowdale in July and the Kentucky Derby Road Races in August. The last race of the season took place in September at the Watkins Glen Grand Prix where Wuesthoff drove 718-060 to an impressive 2nd Place finish behind Roger Penske’s RS60.

The success continued into 1961, with Wuesthoff’s Porsche opening the season with a strong 2nd Place result at the Road America June Sprints and a win in Milwaukee. At the Wisconsin Grand Prix in July, Wuesthoff drove the RS60 to a 1st in Class finish in the under-2,000 cc class, placing 4th Overall.

In spring 1962, Wuesthoff scored a major victory at the 12 Hours of Sebring, co-driving Frank Rand’s RS60 with Bruce Jennings. Not only did the team manage to win their class, they also finished 3rd Overall and captured the coveted Index of Performance.

For the remainder of the 1962 season, Wuesthoff returned to 718-060 and continued his remarkable string of success. Following a 3rd in Class at Wilmot Hills, the RS60 went on to 1st Place finishes at Elkhart Lake, Meadowdale, and Milwaukee.

For 1963, Wuesthoff occasionally ran 718-060 with a more powerful Type 547/5 engine and, despite increasingly sophisticated competition, the three-year-old RS60 still dominated the under-2,000 cc category, racking up class wins at Indianapolis, Road America, and Meadowdale. In a later outing at Meadowdale, Wuesthoff drove the RS60 to a remarkable 2nd Place in the under-5,000 cc race. In the last race of the 1963 season, 718-060 finished 4th in Class, just behind the RS61 of Don Wester.

In September 1963, Wuesthoff and Augie Pabst won the Road America 500 with the first Elva-Porsche, a car significantly faster than the aging four-cam Spyder. This introduction to the Elva-Porsche ended Bill Wuesthoff’s career as an RS60 driver.

In four seasons, 718-060 was campaigned in 17 races, finishing in the top-three places all but once and taking home an astonishing 12 class wins. Among privately entered RS60s, this record stands as an exceptional achievement.

Almost as impressive as the RS60’s competition record was its impeccable condition after four seasons of active racing. Throughout its career, Wuesthoff’s RS60 avoided serious incident and was meticulously maintained by Chicago-area Porsche expert Glen Carroll. In an interview with Porsche historian Jim Perrin, Mr. Carroll recalled Wuesthoff’s special qualities as a driver and intuitive feel for the machinery:

“Bill never had an accident with the car. He was extremely careful with his car and didn’t stick his nose in where it didn’t belong. He was leading a race at Milwaukee one time and he came in and said there is something wrong in the transmission. When the transmission was later torn down there was a chip in a gear, and Bill had felt that when he was racing. He was an excellent driver and you had to really work to pass Bill.”

In late 1963, Wuesthoff sold 718-060 to legendary Porsche racer Bruce “King Carrera” Jennings. According to his longtime mechanic Heinz Bade, Jennings planned to race the RS Spyder and replaced the standard drum brakes with Porsche’s innovative new annular-type disc brake system, as used on the Carrera 2. However, not long after acquiring 718-060, Jennings lost his interest in the Spyder project and the RS60 was raced sparingly, if at all.

After passing through the hands of an unknown New York-area owner, the RS60 was sold to Dr. William Jackson of Denver, in the late 1960s.

Known for his discerning eye and exceptional taste, Dr. Jackson was one of the first American collectors to appreciate the significance of early Porsche racing cars. At its height, Dr. Jackson’s collection included some of the most important examples of the marque, from early four-cam Spyders and 356s to significant Turbo Era 911s. For approximately 30 years, 718-060 remained a fixture in this remarkable collection, benefiting from minimal use and careful preservation.

In 1999, Heritage Classics of West Hollywood, California, purchased several significant cars from Dr. Jackson’s collection, including 718-060. Later that year, Alex Finigan discovered the RS60 while in Southern California and purchased it on behalf of his client, noted East Coast collector Peter Le Saffre. Soon after, the Porsche arrived at Paul Russell and Company, where a detailed inspection revealed wonderful original details including an untouched section of Wuesthoff’s metallic blue paint, still visible after 35 years.

Following a sympathetic restoration, including an engine rebuild by four-cam specialist Bill Doyle, 718-060 was sold to William E. “Chip” Connor II, joining his world-class collection. Under his ownership, the RS60 benefited from first-rate preparation and meticulous upkeep. It was displayed, on rare occasions, at leading events such as The Quail and the Porsche Race Car Classic, and campaigned at Rennsport Reunion IV and the Monterey Historic Automobile Races.

In 2012, California collector Larry Bowman acquired the Porsche and it remained in his care for three years. Later, under a subsequent owner, the Spyder successfully completed the back-to-back editions of the Colorado Grand (2016 and 2017) and was maintained by four-cam specialist Jeff Adams of Speedsport Tuning in Danbury, Connecticut. Most recently, 718-060 was campaigned at Le Mans Classic, a testament to its mechanical fitness.

In total, Porsche built just 28 examples of the RS60/61 Spyder for customer use. As with most successful sports racing cars, many of these Porsches were raced, wrecked, or modified to varying degrees to remain competitive. Consequently, most examples have been at least partially re-bodied and very few are powered by original Porsche-built four-cam engines, let alone the numbered unit

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Rudge Wheels

#1 Post by Terry Thomann » Wed Jun 29, 2022 9:15 pm

Re: Rudge Wheels

#2 Post by Peter Silten » Thu Jun 30, 2022 12:35 am

#3 Post by Victor Ingram » Thu Jun 30, 2022 1:04 am

#4 Post by Peter Silten » Thu Jun 30, 2022 3:14 am

#5 Post by Martin Benade » Thu Jun 30, 2022 3:22 am

#6 Post by Bil Brown » Thu Jun 30, 2022 12:09 pm

#7 Post by William Block » Thu Jun 30, 2022 1:03 pm

#8 Post by Adam Wright » Thu Jun 30, 2022 2:46 pm

bil brown wrote: ↑ Thu Jun 30, 2022 12:09 pm I like the Rudge wheels painted silver.....anyone have a pic?

#9 Post by Adam Wright » Thu Jun 30, 2022 2:51 pm

Terry Thomann wrote: ↑ Wed Jun 29, 2022 9:15 pm Were Rudge wheels a Porsche dealer or other option? How do I document their use to a car show judge? Thanks Terry

#10 Post by Terry Thomann » Fri Jul 01, 2022 2:47 am

#11 Post by Peter Silten » Fri Jul 01, 2022 3:04 am

#12 Post by Adam Wright » Fri Jul 01, 2022 3:05 am

Terry Thomann wrote: ↑ Fri Jul 01, 2022 2:47 am That is very helpful. I can't read German. Does this kardex mention Rudge Wheels? This would be a good documentation for a judge. Thank you. Terry

#13 Post by Peter Silten » Fri Jul 01, 2022 4:07 am

#14 Post by Harlan Halsey » Fri Jul 01, 2022 8:57 am

#15 Post by Terry Thomann » Fri Jul 01, 2022 1:52 pm

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Moscow Metro 2019

Will it be easy to find my way in the Moscow Metro? It is a question many visitors ask themselves before hitting the streets of the Russian capital. As metro is the main means of transport in Moscow – fast, reliable and safe – having some skills in using it will help make your visit more successful and smooth. On top of this, it is the most beautiful metro in the world !

. There are over 220 stations and 15 lines in the Moscow Metro. It is open from 6 am to 1 am. Trains come very frequently: during the rush hour you won't wait for more than 90 seconds! Distances between stations are quite long – 1,5 to 2 or even 3 kilometers. Metro runs inside the city borders only. To get to the airport you will need to take an onground train - Aeroexpress.

RATES AND TICKETS

Paper ticket A fee is fixed and does not depend on how far you go. There are tickets for a number of trips: 1, 2 or 60 trips; or for a number of days: 1, 3 days or a month. Your trips are recorded on a paper ticket. Ifyou buy a ticket for several trips you can share it with your traveling partner passing it from one to the other at the turnstile.

On every station there is cashier and machines (you can switch it to English). Cards and cash are accepted. 1 trip - 55 RUB 2 trips - 110 RUB

Tickets for 60 trips and day passes are available only at the cashier's.

60 rides - 1900 RUB

1 day - 230 RUB 3 days - 438 RUB 30 days - 2170 RUB.

The cheapest way to travel is buying Troyka card . It is a plastic card you can top up for any amount at the machine or at the ticket office. With it every trip costs 38 RUB in the metro and 21 RUB in a bus. You can get the card in any ticket office. Be prepared to leave a deposit of 50 RUB. You can get it back returning the card to the cashier.

SamsungPay, ApplePay and PayPass cards.

One turnstile at every station accept PayPass and payments with phones. It has a sticker with the logos and located next to the security's cabin.

GETTING ORIENTED

At the platfrom you will see one of these signs.

It indicates the line you are at now (line 6), shows the direction train run and the final stations. Numbers below there are of those lines you can change from this line.

In trains, stations are announced in Russian and English. In newer trains there are also visual indication of there you are on the line.

To change lines look for these signs. This one shows the way to line 2.

There are also signs on the platfrom. They will help you to havigate yourself. (To the lines 3 and 5 in this case).