Tempest

You can still register for this event. Download the form in the link in the first post of this thread, complete and send off with payment to the address on the form (CTM Ventures Ltd in Coventry), then let me know your registration number so I can add you to the master list all of cars participating in the run. Deadline for getting your forms in to CTM Ventures is 4 May! At this stage do not send me the forms any more, only complete and send the forms directly to CTM Ventures, please. Tempest

Nope, I´m the same. Thankfully the 928 has memory seats: As soon as passenger or indeed different driver has left the premises, push of a button, and everything is back to where I want it to be :) Tempest

That and in particular hate it when these tyre places use an airgun to tighten the wheel bolts/nuts. That´s why I normally bring the wheels without the car to tyre places :lol: Does cause some confusion at the tyre place. Will be putting that habit into practice again for the rear wheels of my Porker tomorrow. Tempest

Good news, Kip, well done! Tempest

Having been twice, the event was cancelled for 2011 due to the organisers needing a larger site for this event. For 2012 this site has now been found: Stoneleigh Park near Coventry. The event features a large selection of all sorts of classic cars, not just standing around in a field, but actually going out on a well-planned trip around Warwickshire with possibilities aplenty for pitstops. Marshalls on every junction waving us in the right direction, people in villages we are passing through waving. A truly unmissable event for classic car enthusiasts! Sunday: 50-mile Historic run through South Warwickshire (new route), cost £20 per car. Start and Finish at Stoneleigh Park on CCGB club stand. Book early! 600 cars only allowed! If you want to take part in the historic run please download the booking form below, complete and post back to me with payment. If you just want to put your Corrado on the club stand please email me the following details: Full name, year of manufacture of your Corrado and registration number. You can also make a whole weekend of this event: Visit the website, decide whether you would like to stay in a local hotel or B&B or even camp. Weekend packages are available here: Booking form Put your name down click here, download, complete above form and pay as per form address (or use me to handle this; for CCGB members): Non-CCGB members: Download form, complete, send off to address on form with payment, let me know you´re attending with car registration details (need to fill in another master form for all cars attending) Location for start/end of Coventry Run: Stoneleigh Park Stoneleigh Road ( map ) Stoneleigh, nr Coventry, Warwickshire CV8 2LZ UK More info: http://www.festival-of-motoring.co.uk Registration deadline: 16/4/2012 Tempest

Not biased are you? :lol: Yes, it is a great little place. Now just get rid of the odd chav here and there (in Pug 309s), and all is bliss, I might even be tempted to move up from the Midlands :lol: Tempest

Nice one guys :) Yes, weather did affect the Elsecar gang, too. Here´s hoping for better weather for the rest of the show season :) Tempest

Pictures of Elsecar 2012 - click me! Great little weekend away, despite the rather wet weather. Big thanks to Jim for taking me as a passenger in his VR, Paul and Jude for their great hospitailty (once again), the Indian foodnight yesterday, brekkie this morning, and the fun we had as a group of C-enthusiasts amidst the ocean of questionable latest ¨Dub styling trends¨, to name a few: Still stuff dangling from rear toe-eye. Air-ride, pfff, pffff, pfff, scrape, Oops, airride, did I mention airride? :lol: Porsche tombstone seats and Audi TT turbo engine in Mk1 Golfs Rotiform alloy wheels galore Vertical stickers placed along a-pillar on windscreen saying all sorts of uselss stuff, best one was the one that just said ¨Sticker¨ (well-spotted by Paul) I am getting too old :lol: Tempest

Yes, were just talking about 2cc´s and my incident back in 2007, both coming off the track, mine hitting a wall (had to leave it in Germany, rear right wheel stuck in wheelarch, bent trailing arm on rear beam - 150 Euros damage to wall paint, recovery truck fee, 2000 Euros repair by a mate´s bodyshop in Germany), and 2cc´s hitting armco, costing him 600 quid, plus recovery truck costs, at least his VR was still driveable. Third car, Mk2 Rocco, in our group also coming off several times, but none of the damage was fatal for him, so kept on going back for more (damage to his Rocco). The ring does bite! Tempest

Caption says: This one was quite an eye catcher. Nothing rude then :lol: Tempest

Yup that´s pretty much it, as per Youtube video. :) Still loving it :) Tempest

Browse through the usual VW mags at my local Smiths, and stumbled across this page from ¨Golf+¨ mag: Quite a few pics from SciroccoRegister cars. Not a sinlge Rado in those pics, though. Tempest

Yes, used car prices seem to only be this low in the UK, everywhere else in Europe used cars are fetching much more money. Tempest

Assuming that it hasn´t been raining during a journey from home (where I keep my cars in dry garages, covered up with cloth sheets to keep dust off), and hence the car hasn´t really become dirty, then the Quick Detailer is just that, a quick way of cleaning / detailing the car once at a show. Even says so on the bottle IIRC. Otherwise, yes, a full wash at the show ground is in order, and the Quick Detailer doesn´t get used. Tempest

Neither is he, AFAIK :lol: Tempest

Says so in the banner on page one of this thread: £8 Tempest

Not exactly my taste those (fake)wooden inserts liberally applied to the interior, but do like the ELRA (electric seatbelts) :) Tempest

If the Quick Detailer is meant, it simply allows you to clean the car after a run from home to a show, to remove any dirt picked up on route. Effectively a solution to clean minor dirt, short of a full car wash. Trying Autoglym´s equivalent at the moment. Tempest

Nice one, keeping fingers crossed then for Wednesday´s MOT :) Tempest

F A Porsche, son of Ferry Porsche, designer of the legendary 911 died today: http://www.ft.com/cms/s/0/0b04c978-7f4c-11e1-a06e-00144feab49a.html#axzz1rC5Hs3lM Tempest

Same here, thoroughly enjoyed the day, the whole weekend actually :) Good to see so many new faces join the AGM :) Some pics: The Rados: Members´ non-Rados :) : Tempest

Try the 928.org.uk site (excellent buyer´s guide), much better than any other site I have visited, including the much hyped Rennlist over in the States. Come to the AGM, should have the shark with me there. Rado remaining in wintersleep till Stanford Hall. Tempest

I´ll try to keep the Shark in its cage when attending, before it goes hunting, which it has a habit of doing :lol: Tempest

As said, still learning myself. Find it another steep learning curve from my Rado (after I moved from my Mk1 Rocco to the Rado). The 928 was state of the art at the time, thus employing state of the art technology, meaning: A lot of unproven stuff For example on pretty much all S4 and onwards the LH controller (regulating fuel injection in response to signals from a MAF, which itself tends to come out of calibration over time, but that´s the case with all MAF-equipped cars) uses a hybrid chip (state of the art at the time) but is very sensitive to moisture (thus a car not being the best environment for this sort of technology, nevertheless Porsche convinced Bosch to make this LH controller), it can therefore fail, thus completely blocking the fuel injection system. The S4s and onwards are stuffed to the notches with controllers and things (exception: GTs and Club Sport - continental EU only model). My seats each have a controller using a 68000 Microcontroller !! There are controllers for almost everything. The advantage of this is that when something fails, you would typically only have to replace the relevant controller (changed one seat controller, mirror controller, previous owner already disabled the tyre pressure controller - tends to fail anyway). Ease of working: Lots more stuff, big V8 engine with lots of stuff attached, some of which I am still struggling to identify what it´s there for, but getting there. Just to swap the ISV, like I will have to do, is a major job. Of course there are plenty of weak spots with 928s. Whilst engines generally are considered tough beasts, they do need a very specific oil and maintenance. Because 80% of all 928s were automatics, and whilst Porsche sourced the autobox from Merc just across the road n Stuttgart, the major cock-up lies in the transaxle technology for the autobox. To compensate for transaxle resizing with temperature Porsche fitted a flexplate to the flywheel. On paper a nice solution, when compared to Alpha Romeo´s attempt back in the late 60s, when AR also tried the transaxle technology, did so well before Porsche actually. In practice rubbish, even though Porsche will never admit that due to this transaxle temperature dependent resizing and despite the flexplate supposed to compensate, the main bearing inside of the engine fails if you don´t regularly (once a year) take the tension off the flexplate. The consensus amongst a large group of 928 owners is that although the torque tube (the main shaft of the transaxle technology) increases in length when warming up, it also due to torque on the tube itself moves a little out of a clamp by which it is attached to the flexplate, moving the flexplate towards the front of the engine. When the torque tube cools down again, the counter effect of this is not guaranteed. Thus on use the torque tube keeps on pushing the flexplate and hence the flywheel with attached main engine shaft further towards the front of the engine, till the middle bearing on the main shaft fails. See here: http://dwaynesgarage.norcal928.org/1...0Procedure.htm Parts: Fairly easy to still get, a lot is easier than for our Rados. Porsche know that 80% of their cars out there on the roads are typically 20 years and older. It´s a different clientèle. I am usually also quite pleasantly surprised by parts pricing. Quite a few breakers up and down the country. Be prepared to go national straight away. Paul Anderson, who advised JC from TG on what 928 to buy for their 1500 quid challenge, after he gave JC a reminder not to go out and break one (well, the rest is history: Paul used the engine to make the studio glass coffee table, and the seats in one series were the 928 tombstone seats, built by Paul) is generally a very good point of contact. He not only races 928s, he runs a repair garage for nothing but 928s and a scrap yard for nothing but 928s. Amongst 928 owners in the UK he is the guru. Came from an Audi/VW background, liked to talk with me about the Rado, remembers his Audi/VW days well, before he admitted to moving on to Porsche´s big beastie, the 928. Tempest

Still learning a lot about the 928 myself, and am tempted to try an intake manifold off job sometime in the future. Why? Because that´s where the ISV hides, and lots of potentially perished hoses. Anyway back to your query: Broadly speaking the early 928s (up to 1986) were 16V V8s, offering a more aggressive sound when driven at WOT. From 1987 onwards the 928s came with the 32V head, offering a much more refined sound, but with 20 PS extra to play with (320 PS total). The GTs had 330 PS, the GTS (1992 till 1995) 350 PS (5.4 litre displacement), all using the 32V head. I have an S4, 5 litre displacement, 32V head, 1990 model, which already had the digidash (1990 onwards). GTS command the largest lumps of money, although early GTS (1992) are said to have problems with consuming too much oil (something with the cylinder walls / lining), which was rectified in later GTS. The S4 did not have this problem. Prices won´t be any cheaper than now, methinks. Good GTSs will go for anywhere between 10 and 20K (depending on mileage). S4s are the most cautious bet IMHO, as there are still plenty about, even relatively low milers. Mine had 80K on the clock, but a surprising number of faults already, most of which I have rectified by now. Mine cost 5.5k, which is bottom to average price range for an S4 (mainly because it has crap paintwork, has had a respray in the past, but not a very good one). The really early 928 (1978 till 1980) don´t really do it for me. They in their own right will find buyers, mainly those who want the Ur-928, which only had 240 PS! The V8 has from the concept been underpowered, offering lots of chance to get more power out of the engine. Porsche had to do just that sooner than later, because the press at the time of introduction commented on how lowly the power of 240 PS was for such a car. So, within 2 years, Porsche had upped the power to 300 PS by simply cutting meat away from the cylinder walls (increasing displacement). Have a read up on wikipedia (excellent info there), then a mooch on http://www.928.org.uk/. The latter also has a very good mailing list (yes, an artifact from the 80s and 90s, but it is actually very useful with lots of useful techie stuff from people that know their 928s) 968 nice, too, essentially using half a 928 V8 block :) Tempest