Through My Rearview Mirror & Portraits

Several years earlier, Larry and I went to the Inaugural Offutt AFB sports car races hosted by SAC General Curtis LeMay… and had sworn to each other that we would become sports car racers – just like Masten Gregory and Carroll Shelby, whom we had met after Sunday’s main race…and obtained their autographs!

We would sit crossed-legged on the floor for hours listening to the rumble of upshifting and downshifting exhausts coming from Larry’s Hi-Fi player…as if we were watching the race at the various turns and straights of Sebring’s 5.2-mile course.

Riverside Records of NYC was the genius…branching out from jazz recordings into the high-fidelity field recordings of motorsports…offering dozens of race recordings at Sebring and Havana, with fantastic interviews of the great international drivers…along with comical sketches and songs by sports car enthusiasts and drivers like Peter Ustinov and Paul O’Shea.

Eventually, I wound up collecting over two dozen Riverside Record albums that were produced…finding them over many decades at Porsche swap meets, yard sales and on eBay.

1964. I purchased my first Porsche, a 1960 B coupe, and immediately felt connected to the Sounds of Sebring and Sports Cars in Hi-Fi albums…as I was able to recreate those exciting exhaust notes through the technique of “double clutching.”

So, what the heck is this “Double Clutching” stuff?

Simply put, “Double Clutching” is a manual technique where the driver presses the clutch pedal twice during a single gear change to a lower (or upper) gear or gears.

The driver pushes the clutch in to shift to Neutral…lets the clutch out to ‘match engine and transmission speeds’…often combined with a quick throttle blip…and then presses the clutch in again to select a lower (or upper) gear.

When the driver changes gears, the engine, clutch, and transmission spin at different speeds. Double Clutching disconnects and then reconnects these three components in a specific sequence.

Why use “Double Clutching?”

• No synchronizers. Older sports cars didn’t have a synchronized 1st gear – or in many cars, no synchronized gears at all.
• Reduced wear and tear. Especially in older or worn gearboxes.
• Smoother performance. To maintain stability and to prevent drivetrain shock.

How the Double Clutching process works

1. Press in the clutch pedal…and move the shifter to Neutral.
2. Release the clutch pedal completely while the transmission is in Neutral.
3. Blip the gas pedal to raise the engine speed (rpms) to match the rotational speed of the lower (or upper) gear.
4. Press the clutch pedal down a second time.
5. Select your lower (or upper) gear and release the clutch smoothly.

Perfect choreography…is the key!

Is Double Clutching necessary today?

No. Seventy years later, all sports and high-performance cars today use built-in synchronizers that automatically match the gear speeds.

So, if you drive a modern car…“Double Clutching” with a manual transmission isn’t necessary.

Heel and Toe Shifting

Another popular driving technique of the 1950–’60s was the “heel and toe” method – that was a more simplified movement.

It involved operating the throttle and brake pedals simultaneously with the right foot, while facilitating normal activation of the clutch with the left foot.

Heel and Toeing was used while braking and downshifting simultaneously (Ex. while entering a turn) – that allowed the driver to ‘blip’ the throttle to raise the engine speed and to engage into a lower (or upper) gear more smoothly.

2026. Double Clutching…may truly be a lost art…but it sure was a lotta fun doing it.

Vroom…Vroom!!

Text and photo credits: Sportscar Graphic magazine, Porsche Panorama, Porsche 356 Registry, eBay, Barboys, YouTube video, and Lee Raskin collection.

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian and author of acclaimed photographic biographies.
** Larry Kavich grew up in Omaha to be a true Porschephile…and the First President of PCA’s Great Plains Region during the late 1960s. Larry kept possession of his original 1968 911 until he passed away in 2019…sixty years after we first listened to his Sounds of Sebring album. May his memory always be a blessing.

Copyright Lee Raskin, 2026.

I curiously researched racing nicknames of the past. Within the Formula One and sports car racing circles…I stumbled over one very unique nickname with a great story…that would top: “Black Jack” Brabham, Wolfgang “Taffy” von Trips, “Mr. Monaco” Graham Hill, “Super Mario” Andretti, “Captain Nice” Mark Donohue, and “Batman” Peter Gregg / “Robin” Hurley Haywood.

I decided it was going to be: “Le Petoulet.”

Huh… you say?

“Le Petoulet” is the French nickname for the legendary driver, Maurice Trintignant, who competed as a journeyman in early Formula One and FIA Sports Racing, between 1950–1965.

A Multi-Marque Pilot

I remember reading on Liebe zu lhm (Love for Porsche) that Maurice Trintignant won the Monaco GP in 1955 driving a Ferrari 625. He later took a second at the same street race in 1958, driving Rob Walker’s Cooper T45.

As a sports car endurance driver, Maurice Trintignant won the grueling 1954 Le Mans 24-Hour event, co-driving with the Argentine, Jose Froilan Gonzalez (“el Cabezón”) in the Ferrari 375 Plus Pinin Farina Spyder #0396A of Scuderia Ferrari.

Trintignant was also a multi-marque pilot who co-drove a Porsche factory sponsored TYP 718 RS 60 during the 1960 FIA season with the legendary Hans Herrmann at Buenos Aires, Le Mans, and Nürburgring 1000km.

Trintignant became a French National hero alongside the legendary GP Champion, Rene Dreyfus. Like Dreyfus, Trintignant gained fame by racing a French Bugatti.

Trintignant drove a Bugatti Type 251 in the 1956 French Grand Prix…marking the first and only time the Bugatti marque ever appeared in a F-1 Grand Prix race.

The Origin of a Nickname

So, what kind of nickname is “Le Petoulet,” anyway?

The origin and the unique story of Maurice Trintignant’s nickname begins in the Spring of 1945 at the Coupe de la Libération race held in France – to commemorate the end of World War II.

Trintignant raced his family-owned Type 57 Bugatti, which unexpectedly retired from the lead.

Upon a post-race inspection, it was discovered that during the war years, a family of rats had nested inside the fuel tank while the Bugatti was hidden away from the Nazis on the family’s vineyard.

The rat droppings (les petoulets) had clogged the fuel filter.

Fellow French driver, Jean-Pierre Wimille jokingly presented Maurice Trintignant with the moniker, which was embraced during his active racing career.

The Wines of Le Petoulet

After retiring from racing in 1965 to his Languedoc-Roussillon vineyard, near Vergèze, along the Mediterranean coast, Maurice Trintignant used his nickname, “Le Petoulet” as the proud name for his highly successful wine labels – featuring Trintignant racing a Typ 57 Bugatti and a Ferrari 750 Monza.

Trintignant also adopted a very clever slogan on his wine label: “The champion of wines…the wine of the champion.” The Le Petoulet label and his grapes were very popular for decades throughout France.

In addition to his racing attributes, he was elected to be the Mayor of his Vergèze village from 1958 to 1964. He was awarded the Légion d’Honneur in 1960, and in 2010, a bronze statue of a Bugatti Type 51 was unveiled in Sainte-Cécile-les-Vignes in his honor.

In 2000, Maurice Trintignant donned his driving suit and competed in the Historic GP of Monaco, reunited with his Rob Walker Cooper T45, which he had driven to a checkered flag in 1958.

Following Maurice Trintignant’s death in 2005 at age 87, his estate vineyard ceased production of the Le Petoulet label.

Today vintage bottles of Le Petoulet wine are quite rare and have been auctioned by RM Sotheby’s for as much as 1,000 Euros.

Fifteen Marques, Fifteen Seasons

Motorsports’ history will recall Maurice Trintignant’s racing career to include his extraordinary driving for fifteen Formula One and Sports Racing car marques: Bugatti (Type 57, 251), Simca-Gordini (T8), Talbot-Lago (T26 GS), Gordini (T15S), Vanwall, Ferrari (340 America, 275GP, 500 Mondial, 250 Monza, 375 Plus, 750 Monza, 121 M, 857, 860, 625, 250GT, 290 MM, 315 Sport, 500 TRC, 335 Sport, Dino 246 SP, 250 TRI), BRM, Maserati (450S, Tipo 63, Tipo 151), Aston Martin (DB1), Cooper (T43, 45), Lotus (15), Lola, Porsche (356, 718), Shelby Cobra (Daytona Coupe), Ford (GT40).

I noted Maurice Trintignant competed in eleven Formula One marques across fifteen seasons. Trintignant also entered fifteen Le Mans 24 Hours events with two significant podium finishes in 1955 and 1959. Pretty impressive.

Je vous regarde pour un toast…“Le Petoulet!”

https://m.youtube.com/watch?v=dA4rUybpIkw

Photos. The Legacy of “Le Petoulet.”

Text and photo credits: Road & Track magazine, Liebe zu lhm (Love for Porsche), racingsportscars.com, Supercars.net, Autoweek, Motorsport Images, Amazon.co.uk, conceptcarz.com, 24LeMans.com, Alchetron, Motor Sport, lodille.tumblr.com, midilibre.fr, unknown artists and photographers, Maurice Trintignant archives, and Lee Raskin collection.

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian and author of acclaimed photographic biographies.

Copyright Lee Raskin, 2026.

Joel Goodsen instantly became a movie legend after the car chase when he (Tom Cruise) delivers the iconic slogan: “Porsche. There Is no substitute.“

This is one of the most iconic slogans in automotive history. Originating in a 1975 automotive media article, it was cemented into pop culture representing the brand’s uncompromising engineering and the emotional connection drivers have with their Porsches.

The phrase took off in the United States and quickly became synonymous with Porsche’s forward-thinking approach to sports cars. It wasn’t just a marketing line, but an attitude shared by driving enthusiasts around the world.

Watch the famous 1983 Risky Business chase scene that embedded the phrase into pop culture:
Risky Business (2/4) Movie CLIP – Porsche Getaway (1983) HD
https://www.youtube.com/watch?v=8O8_FMhW9dY

2025. Little did anyone know that forty-three years later, Porsche AG would still be using that iconic “No Substitute” slogan in branding the Stuttgart marque by promoting a dynamic video highlighting their Porsche… like no other car, and if you want one, “There Is No Substitute.”

For over 75 years, Porsche has consistently built cars that defy conventional logic, from placing the four and then six-cylinder engines in the rear—to developing high-performance electric SUV vehicles with the Macan and Cayenne models.

Porsche advertising constantly appeared in renowned motorsports magazines using the “No Substitute” theme.

This evolution is what owners and fans celebrate when they say there is “No Substitute” for the sensation of driving a Porsche.

The Promise Campaign: Porsche leaned into this “No Substitute” phrase as a shared belief among its global fanbase.

The concept that no other vehicle can match the driving dynamics of a Porsche is perpetually ingrained in the minds of enthusiasts.

The Promise | Porsche. There is no substitute.
https://www.youtube.com/watch?v=wSnZ5F83gro

The Promise delivers a fantastic message: “A Porsche isn’t just driven—it’s felt…from the first time you saw one, or heard one rush past, something just clicked.”

You have to ask this question: Why does the Porsche slogan still resonate?

1. “Engineering Heritage: It refers to the uncompromising nature of Porsche’s performance…”
2. “Emotional Connection: Beyond mechanics, it speaks to the emotional thrill of owning an icon that turns routine drives into events.”

There Is No Substitute.

Photos, illustrations, and text highlighting this article are credited to: Porsche AG, Porsche-Audi, Porsche Cars North America, Porsche Panorama, Porsche 356 Registry, eBay, and Lee Raskin collection.

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian, storyteller, and author of acclaimed photographic biographies.
** 1979 Porsche 928 “hero car” from the movie Risky Business sold at the 2021 Barrett-Jackson Houston Auction for a record-breaking $1.98 million. This specific gold-painted, 5-speed manual vehicle was used for close-up shots and taught Tom Cruise how to drive a stick shift.

Copyright Lee Raskin, 2026.

UNRISKY BUSINESS: Stoddard-NLA, LLC is now offering quality replacement parts for the 1978-1995 Porsche 928. See www.stoddard.com

At Stuttgart-Zuffenhausen, designers and engineers were preparing for the upcoming 24 Hours of Le Mans race – following Porsche’s impressive overall win the previous year with the factory’s 917K driven by legendary Hans Herrmann and Richard Attwood.

Porsche was looking for another victory.

Zuffenhausen’s quest for combining the low drag coefficient of a 917 LH (long-tail / langheck) with the stability and down force of a 917K (short-tail / kurzheck) set up fierce competition between their in-house design team of Anatole Lapine and Richard Soderberg; and Robert Cholet of the French aerodynamic styling firm SERA (Society d’Etudes et de Realisations Automobiles) to create a new aerodynamic body shape.

Lapine and Soderberg reconfigured the 917 body to become more aerodynamic with a shorter-tail having a low drag coefficient – that would be slightly less than the 1971 finned 917K.

However, European politics may have intervened in the decision to accept Cholet and SERA’s streamlined design to develop the Le Mans 917/20-001 Porsche.

At the end of the design competition, Cholet handed Porsche head Ferdinand Piech a semi-attractive 917 racer that displayed a wider body of nine inches with a shortened snout – along with redesigned wheel wells, and a distinctive tail – altered to become lower and shorter than the current 917 LH.

At the pre-Le Mans testing, drivers Willi Kauhsen and Jo Siffert drove the new 917/20 with a larger 5.0-liter engine coupled to a 4-speed gearbox – finding it faster than its Martini-Rossi siblings. It was delivered back to Stuttgart for some suspension tuning.

Le Mans Entry

Based on the newly created appearance of the 917/20, Porsche team designer Soderberg felt this Porsche should be unique…so it was painted pink along with a butcher’s diagram of selected pork cuts positioned on the body.

The decision to paint the third Martini-Rossi car pink may have been awarded as a compromise to the Porsche team who had the design contract to SERA.

The small appearance compared to the other Martini 917s made the body quite bulbous, thus giving rise to the nickname, ‘Pink Berta’ by the team at Zuffenhausen.

In qualifying at Le Mans, the designated team of Willi Kauhsen and Reinhold Joest placed the #23 Pink Pig in the seventh position with a 3:21 second lap time. Kauhsen was 2 seconds slower than Helmut Marko in the Martini 917K. A total of seven 917s were entered for the 1971 race.

The Pink Pig #23 917/20 qualified without the complete livery of thirteen selected butcher cuts on the body. The Pink Pig-inspired decals using all capital letters in a Pretoria font style, were applied on the Porsche just before the race.

An additional pig-shaped decal was also positioned on the front fenders of the #23 917/20 that read: “Der Truffel Jager von Zuffenhausen.” The Le Mans racing team sponsor, Martini, decided not to display its distinctive Martini Racing motif on the Pink Pig.

On race day the media and spectators were ‘buzzing’ about the uniquely painted #23 Martini Porsche Pink Pig.

The Race

At the start, three Porsche 917 LHs took the lead. Pedro Rodriguez led Gerard Larrousse and Jo Siffert. Rodriguez was setting a blazing pace…over-taking the Le Mans ‘back markers’ during the second lap. The rest of the field was behind the 917s, mainly made up of Porsche 911s. There were eighteen 911s in the GT class.

Hour 2. The Martini team of Elford/Larrousse was leading, followed by the John Wyer teams of Rodriguez/Oliver, Siffert/Bell; Muller/Attwood; and Kauhsen/Joest in the #23 Pink Pig.

Hour 5. The favored Martini 917 #21 of Elford/Larrousse dropped out with a cooling fan malfunction resulting in an engine failure. This left the Wyer Porsches running 1-2-3 into hour 6.

Hour 8. Kauhsen finished his first stint. Joest took over for the next three hours of trouble-free racing with routine pit stops for gas, oil, brake pads, and tires.

Hour 9. The #18 LH of Rodriguez/Oliver took the lead with Oliver establishing a new race lap record of 3:18 minutes/seconds along with an average speed of 151.86 mph.

During the night hours, a rear hub failure occurred on the #17 LH of Siffert/Bell causing a DNF. The Rodriguez/Oliver 917 also experienced a rear hub problem costing the team 20 minutes to replace.

Hour 10. Kauhsen turned the Pink Pig over to Joest. Two laps later, the throttle cable broke at the Ford Chicane. Joest coasted into the pits for a replacement. Joest was back onto the circuit in sixth place.

Hour 12. Joest was routinely braking for the 90-degree right-hander at Arnage. The Porsche suddenly swerved sideways and crashed into the Armco barrier — heavily damaging the right front chassis.

The Pink Pig disappointedly became a DNF on lap 180, despite being a solid performer with Kauhsen and Joest driving admirably.

The Finish

The remaining #17 Wyer short tail of Attwood/Muller, hanging on in 5th position, had mechanical problems with a malfunctioning fifth gear, but was able to creep up the leader board to finish 2nd overall and 2nd in the Index of Performance.

The #22 all magnesium chassis Martini 917 short tail of Helmut Marko/Gijs van Lennep raced consistently throughout the 24 hours, working its way from 8th place to take the lead in Hour 13 and onto the checkered flag while completing 397 laps…also capturing first in the Index of Performance…2nd in the Index of Efficiency…and 1st in Class. Marko/van Lennep covered 2,315.21 miles in 24 hours at an average speed of 138.13 mph.

Legacy of the Pink Pig 917/20-001

After Le Mans, the Pink Pig returned to Zuffenhausen for a bath and some minor maintenance. The Pink Pig was then placed in storage at the Korntal Museum during the 1970s.

The 917/20 design was used in preparation for the building of the Typ 917 PA Spyder – that would be raced in the Canadian American (Can-Am) Challenge Cup during 1972 and 1973.

1984. Porsche AG delivered the deteriorating Pink Pig 917/20 to Gerry Sutterfield, a West Palm Beach Florida Porsche dealer for a complete restoration. Porsche AG supplied new body decals of the thirteen butcher cuts that would be re-applied to the restored body.

During the restoration, Sutterfield inspected the right front suspension and discovered the brake rotor was heavily scorched and the front brake pads were worn down to the metal – which was literally welded onto the disc.

That would explain why the Le Mans incident occurred…when Reinhold Joest applied the brakes at Arnage and the Porsche suddenly veered sideways — crashing into the Armco barrier.

Perhaps with less aerodynamic drag, heavier braking was needed on the #23 Pink Pig, and the Porsche Team Manager may have miscalculated the wear factor of the 917/20’s front brake pads.

Sutterfield delivered the restored Pink Pig back to Stuttgart to be redisplayed in the Korntal Museum.

2007. Porsche AG sent the Pink Pig to the Rennsport Reunion III at the Daytona Motor Speedway for what would be America’s largest gathering of 917s.

2009. With its return to Germany, the Pink Pig would be displayed along with other legendary 917s at the new Porsche Museum in Stuttgart.

2026. Fifty-five years after its Le Mans debut, the 917/20-001 Pink Pig continues to be proudly displayed at the Porsche Museum in Stuttgart….as the most photographed Porsche 917.

OINK…OINK

Photos and text highlighting this article are credited to: Porsche AG, Porsche Archive, Autosportsltd.com, Pink Pig Porsche, The Truffle Hunter of Zuffenhausen, Lee Raskin / Kelly Telfer / Gunner Mench, and Lee Raskin collection.

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian, storyteller and author of acclaimed photographic biographies.

Copyright Lee Raskin, 2026.

Hoffman felt Porsche should have its own distinctive family crest, such as what Fisher did with their emblem on Cadillac, Oldsmobile, Pontiac, and Chevrolet automobile bodies.

The Porsche crest became an iconic motorsports element incorporating the great seal of Stuttgart as the center piece of the logo and the coat of arms of the former Württemberg state. The city’s name derives from “Stuotgarten,” which translates to a stud farm (a place for breeding horses). The red and black colored background stripes represent the traditional colors of the Württemberg region. The stylized black antlers are taken from the Württemberg-Hohenzollern coat of arms. The bold lettering arched over the shield acts as a crown, uniting all the elements.

The crest was designed in America by Austrian designer Franz Xaver Reimspieß—the same artist who also helped design the classic Volkswagen logo…making its debut on the steering wheel of the Porsche 356 in late 1952 before appearing on the hood of their Typ 540 Speedster in 1954.

Now recognized the world over, the Porsche logo is synonymous with high-performance vehicles and has been a symbol of the company’s unwavering commitment to quality for multiple decades.

Yet few know the fascinating story behind the birth of this ‘crest’, as Porsche itself calls the logo.

It traces all the way back to a 1951 design competition. Although lettering with the name ‘Porsche’ first started featuring on the bonnets of sportscars made in Zuffenhausen in 1950, it would be three more years before the idea to create a genuine trademark began to take hold.

It started when Porsche and Ottomar Dominick, a Stuttgart doctor and original Porsche customer, organized a design competition among German art academies in 1951. Although the prize pot was set at 1,000 Deutsche Mark, none of the submitted designs managed to win them over.

Instead, another idea piqued the interest of Ferry Porsche… and it would come from New York City, the place where modern marketing, advertising and brand awareness was born. It was here that Max Hoffman, who specialized in European sportscars – played a crucial role in the idea to create a Porsche logo. After winning an award for the most interesting car at the Watkins Glen Concours d’Elégance for the first Porsche 356, which Hoffman imported to the US, he saw the potential to create a quality seal that would visually appeal to customers and create a unique identity.

At a business dinner with Ferry Porsche at Le Chanteclair Restaurant in New York in 1951, Hoffman urged him to develop a symbol—a family crest that reflected the company’s roots and conveyed the quality and dynamism of his products. Ferry Porsche agreed.

The now iconic Porsche logo first made an appearance in 1952 on the steering wheel of the Porsche 356. For the design of the Porsche logo, Franz drew inspiration from Stuttgart’s city seal, which features a rearing horse, and incorporated this into the center of the shield shape. Since Stuttgart itself was founded around 950 A.D. as horse-breeding and stud farms, the animal was a fitting addition to the emblem. The word Stuttgart is in fact derived from a small ducal stud farm, ‘Stuotgarten’, which was situated near the Nesenbach stream in the area. The horse ultimately symbolizes the power, agility, and elegance of Porsche cars.

The new Porsche crest from 2023 onward, is shown along with several examples of previous versions of the iconic logo. While the horse represents strength, the red and black stripes on either side are reflective of the traditional crest colors of Württemberg-Hohenzollern. What’s more, the stylized antlers were also taken from the region’s coat of arms. The name of the city that Porsche calls home is visible above the horse.

Franz Xaver Reimspiess’ design has shown to have incredible staying power across the decades. His Porsche logo was first seen on the steering wheel of the Porsche 356 in 1952, on hubcaps from 1959 and on Porsche hoods from 1965. Although the design has gone through several revisions over the decades, the fundamental elements have remained the same – it’s been a case of light refinements and proportional adjustments. One notable outlier was when the race-ready 911 GT3 was given a painted Porsche badge in lieu of the traditional enamel-coasted logo. Shedding even this small amount of extra weight lent an advantage to the car’s speed when on the track.

And in 2023, to tie in with the 75 years of Porsche sports cars anniversary, a new Porsche crest was unveiled – its seventh iteration. It’s been carefully modernized with minor revisions with the essence of the original.

Over a period of three years, Style Porsche designers worked with the marketing team to develop the newly unveiled Porsche crest.

“With its cleaner and more state-of-the-art execution, the refined crest communicates the character of Porsche,” explains Michael Mauer, Vice President Style Porsche, whose designers worked with marketing experts from the sports car manufacturer over three years on the project.

“We have reinterpreted historical characteristics and combined them with innovative design elements such as a honeycomb structure and brushed metal. The result is an aesthetically ambitious arc that bridges the history and the future of the brand.”

These subtle evolutions – allied to the Porsche quality associated with it – means that the Porsche logo has always maintained a contemporary feel.

As time passes, the look of the Porsche logo will continue to evolve and to honor that unmistakable original design of more than 75 years ago.

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian, storyteller, and author of acclaimed photographic biographies.
Photos: highlighting the Porsche Crest, Porsche, AG; and Lee Raskin collection. Copyright Lee Raskin 2026.

Evans de Lopez, who was British, drove in the 1950 Carrera race with a 1947 Chrysler Windsor 5.4 liter V-8. She finished the entire race in the 45th position. Pretty impressive.

In 1951. Jacqueline entered the Carrera II race with a Chrysler Saratoga 5.4 liter V-8; but did not finish (DNF).

In 1952. Jacqueline competed in the Carrera III with a Chrysler Saratoga 5.4 liter V-8, and finished respectfully as, 37th overall.

In 1953. Jacqueline competed in the Carrera IV with a Porsche 356 coupe, but she was disqualified for being over the time limit on a driving leg. Her Porsche 356 was artistically painted with the portrait of Eva Peron on the front hood in full tribute. She sponsored the Eva Peron Porsche in Eva’s memory.

In 1954. Jacqueline entered her fourth and final Carrera Mexican Road Race with a Porsche 356 SL Gmund coupe, #356/02-054. However, the legendary Porsche was a DNF during this grueling 3,070 kilometer. race.

With the tragic events at Le Mans in France, and at the Mille Miglia in Italy, the Carrera IV would become the final race in Mexico…as well as for Jacqueline Evans de Lopez…as she returned to her acting career.

Jacqueline Evans de Lopez would become one of the most prominent cultural women in Mexico during the mid-20th century. She is best remembered for her trailblazing participation in motorsport and her prolific career in Mexican cinema.

Jacqueline Evans was mostly known by her married name, de Lopez. She was married to the legendary and beloved Mexican bull fighter, Fernando Lopez.

Jacqueline starred in over 30 feature films in Mexico. After retiring from acting, Jacqueline opened a very successful bookstore in Mexico City, La Torre de Papel.

Jacqueline Evans de Lopez passed away in 1989, at age 75.

May her memory always be a blessing.

Photos and text contribution by Porsche AG, Glory Days of Racing, Unnamed photographers, Lee Raskin collection.

* Lee Raskin is an internationally recognized Porsche 356 / 550 historian, storyteller, and author of acclaimed photographic biographies.

Copyright 2026.

1977. I applied for a personalized and historic Maryland license plate for my newly acquired 1957 Porsche Speedster. I filled out the Maryland Vehicle Administration forms and requested the ‘Vanity’ plate: PORSCHE. The MVA told me that my twenty-year-old Porsche qualified for an historic registration; however, ‘Porsche’ wasn’t on their historic list of foreign cars. Austin-Healey, MG, Jaguar, Triumph, and VW were listed…but not Porsche.

They asked me to provide documented evidence as to why a Porsche should be included on the MVA historic vehicle list…and then they would consider my request.

I contacted Jim Perrin, Historian of the Porsche 356 Registry, and asked if he could send me a letter verifying my 356 A Porsche Speedster as a rare, historic vehicle. Jim did…and he also sent along a diagram of the various Porsche 356 models that could also be used to authenticate other Porsches for consideration.

Jim’s convincing correspondence was approved. However, the MVA told me they didn’t issue ‘vanity‘ plates with more than six digits or letters.

So, I thought quickly…and requested six letters: PORSHA.

The MVA accepted my request and my check…although the clerk told me that he thought my car was a ‘Porch’… not a ‘Porsha.’

I didn’t bother to reply…as I clearly recalled the 1964 salesperson’s introduction to that 1960 356 Condor Yellow ‘two-syllable’ Porsche --that I purchased.

However, I did suspect the MVA clerk might have been semi-correct….as perhaps 50% of Americans pronounced PORSCHE as one syllable.

Afterall, Americans were not exactly a bi-lingual society…and speaking German wasn’t a popular language…although it was offered in most institutions of higher learning.

1980s. Still curious, I began to research the name PORSCHE. It originated from Bohemia as a German-Austrian surname…likely derived from the Germanization form of the Slavic name Porsch --“famous fighter,” or from the German word Bursche--”being an apprentice.”

Originally, the Porsche name was established by Ferdinand Porsche during the early 20th century. The Porsche family was from Bohemia, where they initially worked in crafts before becoming involved with the early automobile.

Porsche, in German, is pronounced Por-shuh. The ‘e’ at the end is pronounced often sounding like a soft “eh” sound, as nearly every letter is enunciated in the German language.

The Porsche name quickly became synonymous with the Gmund 356 roadster in 1948…and then with the manufacturing of thousands of Porsche 356 models at Stuttgart Zuffenhausen throughout the 1950s—as new Porsches were imported to Max Hoffman’s distributorship in New York City for the American sports car enthusiast.

To my knowledge, Porsche never attempted over the decades to introduce an advertising campaign for the proper pronunciation of their sports car…while increasingly, Americans mispronounced ‘Porsche’--as a one syllable name.

Sidebar. Here’s some storytelling about other foreign automobile brands being mispronounced: French car manufacturers during the late 1950s exported Peugeot 403 models, and the Renault Dauphine to the United States. Americans grossly mispronounced these French brands…as ‘Pu-jot,’ and ‘Re-nault.’

A Wall Street advertising firm came to the rescue by advertising the Peugeot with the proper pronunciation…by introducing the American Formula One Champion Phil Hill and his endorsement that the new 403 sedan is “Pronounced POOJ-OH.”

Renault, on the other hand, neglected to promote any type of notable pronunciation, and their Renault was immediately anglicized as a ‘Re-nault Dau-fine’--which stuck throughout the 1960s.

When Renault took over the management of AMC, their French brand was reintroduced for sale in America during the late 70s and into the 80s --with Le Car (Renault 5), the Alliance, and the Encore.

These models were cleverly advertised and promoted as the new ‘Reh-noh’ and not as a ‘Re-nault.’

1969 Flashback. I received a letter from Porsche of America Corporation…Porsche was going to merge with Audi...a division of Volkswagen of America, Inc. They would share dealerships under one roof and introduce a new line of 2-door and 4-door Audi models, as well as a new Porsche TYP 914 mid-engine roadster to the American market. The dealerships would now be known as: PORSCHE + AUDI.

Porsche of America Corporation also stated in their letter that the name, Audi – rhymes with “Howdy.”

Pretty cute…however, Porsche + Audi missed an opportunity to promote ‘Porsche’ as their two-syllable sports and race car.

2023. Fifty-four years later, I noticed that Porsche AG quietly posted a YouTube video…promoting an official pronunciation of the Marque: How to pronounce Porsche

Recently, I enjoyed a fun YouTube video on the correct Porsche pronunciation: https://www.youtube.com/watch?app=desktop&v=QntK93Spgz8

2026. So now that the real Stuttgart horse is out of the barn…I’d would like to extend a personalized message to the ‘New Porsche Generation’ of diverse owners.

PORSCHE…IT’S A TWO-SYLLABLE NAME

Welcome to the PORSHA Family!

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian, storyteller, and author of acclaimed photographic biographies.
Text/photo/illustration credits: Michael Dormer/Road &Track, Jim Perrin, Peugeot, SA / FCA, Ebay.com, Porsche + Audi, Porsche AG, ESP, Lee Raskin collection.

Copyright Lee Raskin, 2026.

That year, Chuck Stoddard went on to win his first Sports Car Club of America National Championship in G Production with his Alfa-Romeo Giulietta Veloce Spider. Chuck would go on to pick up one more National SCCA Championship with his Alfa Giulietta in 1961.

Today. Appointed recently as Stoddard’s Brand Ambassador, I was eager to learn more about Chuck Stoddard’s legendary motorsports and business background…so I began to research his many distinguished accomplishments.

1930. Charles A. Stoddard was born and became intrigued about automobiles at an early age. Later, as a collegian, Chuck saw a photo of an early Porsche, the fourth 356/2 built in Gmund, Austria. He decided that one day he would own that particular Porsche…and he did.

1952. Chuck became a mechanical engineer after graduating as a scholarship student with a Bachelor of Science degree from MIT, having majored in engines at the Sloan Laboratory. He received a General Motors subcontract for the development of the first Buick V-8 engine at Thompson Products, which later became TRW in Cleveland, Ohio. At the time, he owned a used MG-TD sports car and joined the Sports Car Club of America with the intent of racing the MG while in Boston. Chuck, however, sold the MG before leaving for his new job.

1954-1955. Chuck served in the Air Force at Wright-Patterson AFB near Dayton, Ohio, working on aircraft piston-engine reliability…before returning to Thompson Products in Cleveland.

1955. He left Thompson to open his own foreign car repair business. “Chuck was married, and he and his wife had one car, a 1957 oval-window Beetle…which he sold to finance the new business to get it rolling.”

Chuck became involved with Stanley “Wacky” Arnolt, who was the Midwest MG and BMC dealer in Chicago. “Wacky” delivered a truckload of MG and Morris Minors to Chuck to sell on consignment. This would be the beginning of Chuck’s real success as a foreign car dealer. He sold 50-60 cars in less than a year.

Sidebar story. Coincidentally, I owned, and vintage raced an Arnolt-Bristol Deluxe roadster for over 20 years from 1984–2005. I was also the Arnolt-Bristol Registrar keeping track of the 142 Arnolt-Bristols that were built by “Wacky” Arnolt and Nuccio Bertone in Italy during 1954 for the American sports car racing market. To this day, I am a close friend of “Wacky’s” son, Michael Arnolt of Indianapolis. What a small midwestern motorsports world.

1956. Chuck’s first SCCA race car was a used and engineless Siata Spider…in which he installed a 750cc Crosley ohv engine that he built expressly for H production racing. The Siata, named, “Tweetie Bird“ had several podium finishes during 1956 and 1957.

1957. Chuck founded Stoddard Imported Cars, Inc. in Willoughby Ohio, at a former Tucker car dealership. His focus would be to create a strong service department with an integrated body shop. Quality service to his customers would be the priority.

Sidebar story. At the suggestion of Max Hoffman, the U.S. distributor for many of the British, French, Italian, and German sedans, and sports cars…Chuck became an Alfa Romero dealer along with other British marques. Later, Hoffman encouraged Chuck to pick up the Porsche brand at his dealership. And soon thereafter, Stoddard Imported Cars became the first Porsche dealer in Ohio.

1958. From the Siata Spider, Chuck moved into racing the Alfa-Romeo brand to promote his dealership. Chuck believed in Johnny von Neumann’s keen salesmanship slogan: “Race and Win on Sunday…Sell on Monday!” Chuck successfully raced the Alfas throughout the mid-1960s.

1960. Stoddard is now the new car dealer for Porsche Alfa Romeo, Fiat, MG, and Mercedes Benz. Other marques would soon be added.

1963. Chuck began racing a Porsche RS 550A (550-0141) that was the ex-Ernst Vogel Spyder campaigned in the 1958 Austrian hill climb championships. Harry Blanchard acquired the 550A and raced it in 1959 along with Millard Ripley who then raced it before Chuck took possession. For the majority of 1963, Chuck raced a 718 RS 61 at VIR (DNF), Mosport (12^th), Road America (DNF), Mid-Ohio (4^th), Nelson Ledges (1^st), Indianapolis (4^th).

1964. The Alfa Romeo factory retained Chuck as a driver for their Giulia TZ coupe during the 1964 and 1965 SCCA season … as well as for the Daytona and Sebring endurance races.

1967. Chuck Stoddard purchased his first new Porsche…a black-on-black 911S expressly built for Chuck with a sports kit, closed-ratio gears, a 100 litre fuel tank, and a roll bar. Chuck kept it in front of his dealership as a visual treasure for all to admire.

1970. When the first 914-6 was introduced by Porsche + Audi, Chuck bought a black-on-black roadster with a lot of upgrades. It had 917 brakes, Fuchs 7x 15 wheels, and the engine was increased from the original 2.0 to a 3.2 litre capacity.

1973. As the PCA Technical Chairperson, Chuck got involved in: “The 914 is not a Porsche “controversy that was fueled by the anti-914 lobby. Chuck methodically explained to PCA members that in the early Stuttgart Zuffenhausen years, Dr. Porsche had designed the original VW… as well as the 1950 356 Porsche using a VW steering box, a VW stamped gearbox and transaxle, as well as other VW mechanical parts. The new 356 model also had script on the front hood that read: PORSCHE. The 914, designed and built by Porsche, had similarities. Chuck Stoddard concluded. “ A 914 is a lot more Porsche than the original 356 Porsche was. They never started with a clean drawing board on the original 356.” End of the controversy!

1974. Chuck saw an opportunity to buy up a huge stock of 356 parts from the Porsche factory and other world-wide dealers. Ferry Porsche granted Stoddard the right to manufacture 356 and early 911 body and trim parts.

Chuck then launched a mail order business in the U.S. that took off like a rocket. Chuck hired Brad Ripley and welcomed his NLA Limited (No Longer Available) parts business. This new direction became the pillar of the Stoddard organization.

1977. Chuck built a huge warehouse behind the dealership for this separate Stoddard operation -- to offer hard to find Porsche parts for sale and to provide a full-service restoration shop.

Sidebar story. In March of the same year, I was crewing for Bruce Jennings’ 911 S racing team at the Sebring 12-hour race. For the first-time, a historic race was staged as a support event. The Southeastern Vintage Racing Association (SVRA) held a short race at Sebring preceding Saturday’s 12-hour endurance event.

I watched Chuck Stoddard pilot his Porsche 917k … to take a commanding flag-to-flag victory. It was thrilling to see the older drivers and race cars performing again.

After the race Bruce and I walked over to the SVRA paddock and congratulated Chuck. Bruce and Chuck’s racing friendship dated back to the 1950s. Chuck remembered meeting me at Marlboro in 1959 and was pleased that I was involved with PCA, the Porsche 356 Registry, and being active in Porsche racing. I envisioned myself doing the same historic racing thing, someday.

Chuck and I would meet again ten years later…during the mid-1980s and into the 1990s, when I was vintage racing my 356 A coupe with the SVRA, HSR, and at Brian Redman’s all-Porsche events at Watkins Glen and Lime Rock Park.

1979. Chuck served as President of the Porsche Club of America for two years as a prominent figure for growing PCA’s membership by increasing Regional Charters. Chuck also served as PCA’s Technical Chairperson during the 1970s.

1983. Chuck was involved in forming Porsche Cars North America (PCNA) after which, his dealership and restoration business was purchased by Porsche Holding Ges. m.b.H. under the helm of Porsche AG’s President, Peter Schutz -- to strengthen support for the Porsche classic models.

As part of the Stoddard sale, Chuck retained his impressive Porsche collection that included a Porsche 917 (917-018), a 356 Gmund coupe, a 1952 Porsche America Roadster, a Porsche 904 GTS, a 1965 Elva-Porsche, a Porsche 908, and many other 356s, 911s and 900 series race models.

After Chuck sold the Stoddard dealership and parts company, he continued to be visible in the Porsche universe while living at his residence in Novelty, Ohio with Cynthia, whom he married in 1991.

2004. Porsche returned the Stoddard entity and ownership to the U.S. as Porschephile Bruce Schwartz purchased Stoddard Imported Cars, Inc.

Sidebar Story. Stephen Heinrichs, Marco Marinello, Jim Perrin, Lee Raskin, Charles A. Stoddard, and Don Zingg collaborated to publish a milestone publication: Porsche Typ 356 Speedster: Quintessential Sports Car. Collectively, the co-authors contributed exclusive research, factual first-hand stories, and their historic expertise to publish what has become a fascinating and most informative account of the Porsche Speedster (1954-1959) to highlight the Porsche legacy.

It was during this period of writing / publishing, that I really had the opportunity to get to know Chuck and to appreciate his extraordinary memory. I will always cherish Chuck’s stories … especially about his relationship with the iconic Max Hoffman and the origin of the Typ 540 Porsche 356 Speedster.

2007. Stoddard Imported Cars, Inc. celebrated its 50^th Anniversary and purchased NLA Limited in Reno, Nevada. Stoddard-NLA LLC was officially incorporated.

2010. Bruce Schwartz, who acquired the parts division of Stoddard, also purchased NLA Limited from Brad Ripley. Bringing NLA under the same roof unified two of the most important names in vintage Porsche parts.

2011. Stoddard sold their new car dealership to the Penske Automotive Group. Bruce Schwartz and the Stoddard-NLA team then focused on the promotion and sale of Porsche restoration parts.

Sidebar Story. Chuck and Cynthia attended the February 2019 L.A. Literature Meet, where I presented Chuck with an inscribed and autographed copy of my James Dean On The Road To Salinas sequel. Chuck was appreciative of the gift, as he was always interested in the whereabouts of James Dean’s Porsches, especially the 356 Super Speedster.

2019. Chuck Stoddard passed away on October 14^th leaving a legacy that will endure, especially within the iconic Stoddard-NLA, LLC organization.

2023. Stoddard-NLA, LLC was sold by Bruce Schwartz to Maurice Endle, a long-time Porsche enthusiast and proprietor of Rose Passion in France.

2024. The modern era Stoddard-NLA, LLC was announced -- to provide detailed, authentic, and quality factory-sourced parts for older Porsche models that are air and water cooled.

2027. Next year will be the 70^th Anniversary of the founding of Stoddard-NLA, LLC. A tribute to Chuck Stoddard will be highlighted throughout the year. Stoddard-NLA, LLC will be offering an exclusive car badge to commemorate this milestone.

Stoddard-NLA, LLC will also be present to celebrate this 70^th Anniversary at many of the Porsche Club of America and Porsche 356 Registry-hosted events, as well as several annual multi-marque events during the year.

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian / storyteller / author of acclaimed photographic biographies.
Acknowledging text, interviews, and photo credits: Porsche 356 Registry, Chuck Stoddard Porsche’s Mister America, Karl Ludvigsen; Porsche Speedster Typ 54 Quintessential Sports Car, Love for Porsche / Lieb zu lhm / Tim Haversmans, Racingsportscars.com, Pilotes Anciens blogspot.com, Barcboys.com, Velocetoday.com, Don Cooke, Dave Nicholas, Ron Lathrop, Kevin Ehrlich, Bill Stowe, John McCollister, Steve Amity, Jim Perrin, Chuck Stoddard collection, Stoddard-NLA, LLC. collection, Lee Raskin collection, and unknown photographers.

Copyright Lee Raskin 2026.

1964. Porsche KG of Stuttgart-Zuffenhausen contracted with Otto Fuchs KG to develop a lightweight, high performance one-piece aluminum wheel for their proposed TYP 911S production sports car. Porsche AG specifically wanted to move beyond their traditional steel wheels and sought to have a new, attractive light alloy high performance wheel.

Ferdinand Alexander "Butzi" Porsche, who designed the TYP 911 model, was responsible for the co-development of the revolutionary aluminum 'cloverleaf' Fuchs wheels along with renowned Porsche AG modeler Heinrich Klie, and head engineer, Fritz Fuchs.

Porsche realized the new one-piece aluminum wheel would be recognized for their lightness, strength, stability, and improved road handling. Fuchsfeige AG became the exclusive manufacturer for Porsche AG with an initial order of 5,000 Fuchs 'cloverleaf' pattern wheels.

1965. Porsche unveiled the new TYP 911 with a new 2.0-liter six-cylinder engine that was equipped with standard steel wheels along with small, chromed hubcaps. Two years later, lightweight alloy Fuchs 15x4.5-inch wheels became standard and the 911S became noticeably sleeker. The first Fuchfelge were mounted on a 911S Targa that was displayed at the 1965 IAA Auto Show.

Porschephiles quickly discovered the 5-spoke 'cloverleaf' pattern Fuchfelge were not just stylish, they were also a remarkable engineered improvement. The one-piece Fuchs offered exceptional strength that was fundamental for ultimate driving performance. The new Fuchs were 5kg each, about 3kg lighter than the earlier standard steel wheel.

Fuchs wheels grew from 15x4.5 inches to 15x5.5 inches in 1968 to 15x6 inches for 1969. Called the '6R', this 6-inch wide 'deep dish' variant was originally produced for the front of the rare 1967 911R racing cars. Two versions were made as a 911S option that were distinguishable by being either with or without hearts. The '6R' was also manufactured in a 7-inch variant and called the "7R." The early "7R" was available for the street driven 911S.

1970s. Fuchs wheel became the most popular option with the purchase of other Porsche 911 models.

The original design of Fuchs wheels was preserved with the arrival of the 911 Turbo, as the wheels were widened to accommodate the body's new design for enhanced performance.

The 911 Carrera RS with Fuchs became a true symbol of wheel superiority on the road and the track. The Carrera RS came equipped with the 15x8 inch Fuchs. This variant was only produced for six months, and historically remains as a very rare and expensive 'correct' wheel to obtain.

The most desirable era wheel for modern restorations of the earlier 911s are the 15x9 inch and 15x11 inch Fuchs variants from the 1973/1974 911 RSR race cars. These wheel size changes improved stability and grip while retaining the aesthetics that had made Fuchs famous.

1980s. For more than 20 years Fuchs existed in the standard and optional equipment. At first Fuchs wheels were offered with a polished rim spider at the foreground and black painted at the background. Later the cloverleaf was totally black painted. Officially until 1989 Fuchs were offered for Porsche cars and as the standard wheel for the 911 Carrera.

Fuchs wheels were also adapted to other models of the marque, such as the 914 and the 924, proving their versatility and appeal. Each new model captured the spirit of its time while remaining true to Porsche's legacy.

1990s. Porsche wisely decided to reintroduce Fuchs wheels on selected 911 models. This nostalgic return to the past was enthusiastically received by all Porschephiles, who saw it as a tribute to the marque's past. Fuchs wheels were reproduced with new technologies while preserving the iconic old school design.

Models such as the TYP 964 and 993 benefited from this decision, where Fuchs wheels were again being offered to attract a new generation of enthusiastic Porsche owners.

2026. Fuchs live on and continue to be a symbol for the Marque. Today, each Fuchs wheel is constructed using an alloy base of 97% aluminum with 3% of wrought alloy for additional strength. Their timeless design and proven performance make them a sought-after choice among enthusiasts for their ability to enhance the aesthetics of a 911, whether stock or modified.

You can purchase Fuchs in 15-, 16-, 17-, 18-, and 19-inch sizes for classic through contemporary Porsche models.

Interestingly, Fuchs have been featured in social media advertising and videos reinforcing their presence as a visual cultural icon. Generations of Porsche devotees often recall their first encounter with a TYP 911 equipped with Fuchs wheels, as a moment in time—etched in their memory.

Yes, the evolution of Fuchsfelge is a fascinating story involving the significant long-term partnership with the Porsche Marque…one that is being shared with the passion of thousands of worldwide Porschephiles.

So, now you know the real story of…'WHAT DA FUCHS'

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian and author of acclaimed photographic biographies.
Acknowledged Text and Photo Credits: Fuchsfelge USA, Porsche AG, Noelle Talmon, A Brief History of the Iconic Fuchs…, 911 Legends, Rennlist, Werks Fotos, Unknown photographers, Lee Raskin Collection.

NOTE: FUCHS and MAXILTE wheels are available at Stoddard-NLA, LLC. See www.stoddard.com

I had been to Marlboro a few times the year before with my dad---to watch some great amateur sports car racing. My favorite driver, Bruce Jennings, was also from Baltimore, Maryland. He drove a 1959 #77 Porsche Carrera GT Speedster--painted maroon with cool silver spears behind the headlights.

By a stroke of luck, I had met Bruce Jennings and his mechanic, Heinz Werner Bade the year before at Marlboro during a regional SCCA event. I knew that Bruce Jennings was a consistent winner in C Production---driving three different Porsche 356 A Carrera Speedsters.

At Marlboro's National that Spring weekend, Bruce Jennings grabbed third place in a fiercely competitive C-Production race.

This is what I recall: Bruce Jennings was regarded as one of the most talented Porsche pilots during the 'Golden Age' of SCCA racing through the 1960s. He would ultimately win three SCCA National Championships with his Porsche Carrera Speedsters that year, and in 1962 and 1964.

One of the best endurance drivers on the East coast, Bruce Jennings held the distinction of having driven at Sebring a total of 18 times, between 1960 and 1981. Bruce raced mostly as a privateer in his own 911S (GTU) with co-drivers, Jim Netherstrom, Mike Downs, Bob Tullius, Michael Keyser, Bob Beasley, Bill Bean, John O'Steen, and Tom Ashby. Although often on the "leader board" at Sebring, his best finish was in 1962--when he co-drove with Frank Rand and Bill Wuesthoff in a well-prepared 1960 Porsche RS60 to Third Overall and First in the Index of Performance. It was the first time a privately entered Porsche beat the Stuttgart factory team Porsches at Sebring. The #59 RS60 started in the 43rd position.

1964. Bruce co-drove with Don Wester in the Porsche Factory-entered 356 Porsche-Abarth 2000 GS LM; and at Sebring in 1965, 1966, and 1967, Bruce co-drove with Richard Holquist in a Ford GT 40, and in Jim Hall's Chaparral 2A in 1965, and the Chaparral 2D in 1967.

1969. Bruce Jennings and Porsche of America (Teaneck, NJ) formed a Trans-Am Porsche Racing Team during the late 1960s with several 911 coupes…that was named: P.A.R.T. (Porsche of America Racing Team). Bruce, Herb Wetanson, and Tony Adamowicz (A2Z) were the original drivers for the Trans-Am series during 1968–1971.

Bruce raced at the 24 hours of Daytona a total of 12 times and was selected to race at Le Mans in 1967 with Jim Hall's Chaparral Racing Team.

1970s. Ten years after I met Bruce at Marlboro, I had the good fortune of 'crewing' for the Jennings' Racing Team during the 1970s--when Bruce was driving his 911S in IMSA GTU endurance racing events at Sebring, Watkins Glen and Mid-Ohio.

It was one of my most memorable motorsports experiences, especially meeting some of the legendary Porsche racing greats…Roger Penske, Bob Holbert, Mark Donahue, Jim Hall, Vic Elford, Brian Redman, Janet Guthrie, Denise McCluggage, Joe Buzzetta, Danny Ongais, Peter Gregg, Hurley Haywood, Dick Barbour, Rolf Stommelen, Jo Siffert, Jacky Ickx, Hans Herrmann, Dan Gurney, Paul Newman…

Later as I began to drive in my own vintage/historic racing events, Bruce became my mentor—helping me to improve on 356 driving skills.

He always told me: "You don't have to have the fastest car to win…try to race as fast as you can while being relaxed and consistent on every lap."

"You don't have to go into a corner fast, go through it fast…keeping traction as you come out of the corner--is a must."

1981. Bruce retired from racing at Sebring that year. Over the next decade, he would show up at Summit Point Motor Sports Park to watch the historic races and to see his old motorsports pals.

1990s. Bruce and I often met for lunch in downtown Baltimore, where we both were professionally involved in insurance, and trust and estate business, respectively.

1997. Sadly, Bruce Jennings died suddenly at age 70.

Bruce was buried in his driving suit… with his legendary racing helmet.

I was asked to speak at the memorial service.

After placing a 'checker flag' as a tribute into his coffin…my eulogy went something like this:

"Bruce Jennings was an American Porsche pilot of the 1950s and 1960s. He was 70 years old and passed away after an extended and debilitating illness.

Bruce epitomized that special breed of amateur sportsmen who brought both sports cars racing and Porsches in particular, to prominence.

Noted for his racing accomplishments with the Porsche 356 A Carrera Speedster, at one time Bruce 'garaged' four of these legendary race cars.

In 1960 alone, Bruce had 26 regional and national SCCA wins and the C-Production National title won at Daytona...and the legend began--"King Carrera" was born.

Bruce continued to race his Carrera Speedsters another ten years…winning many more regional and National races, including another National SCCA title in 1964.

At the end of Bruce Jennings' 35-year racing career…he was recognized by Porsche AG--as being the most successful 'privateer' 356 Carrera Speedster driver in the world--with 216 total wins and 105 second place podium finishes.

Bruce was a long-standing and proud Porsche Club of America member, first with the Riesentoter Region (RTR) in Eastern Pennsylvania, and then with the Chesapeake Region (CHS) in Baltimore, Maryland.

Bruce Jennings will always be remembered on a national level of motorsports for his establishing the coveted Lazar-Blanchard Memorial Trophy--which he donated to PCA in 1963 to be awarded to the "Enthusiast of the Year." This annual award is in memory of "two of the finest sportsmen and Porsche production car racing drivers."

Glenn Lazar and Harry Blanchard were the two racers who died behind the wheel of their Porsches. Glenn Lazar of Towson, Maryland was racing his 356 Speedster at Lime Rock Park in 1959; and Harry Blanchard of Greenwich, Connecticut was racing his 718 RSK at Buenos Aires, Argentina in 1960.

Truly this is an epitaph equally fitting for Bruce Jennings, himself."

May Bruce Jennings' memory always be a blessing…Race In Peace "KING CARRERA."

*Lee Raskin is an internationally recognized Porsche 356 / 550 historian and author of acclaimed photographic biographies.
Acknowledged Text and Photo Credits: SCCA HAYBALE, 1961, Porsche Panorama 1961, 1997; PCA Arizona Region's Going Places, 1997, SEBRING, The Official History of America's Great Sports Car Race, Ken Breslauer, 1995, Gmund Magazine #3. Photographers and Illustrators: Alice Bixler, Hal Crocker, B.D. Dobbins, Sports Car Photo Service / LST, Dave Nicholas, Susann Miller, William Burrows, Heinz Werner Bade collection, Bruce R. Jennings/Lee Raskin collection.

The colors have their origin in the national teams competing in the Gordon Bennett Cup, which was held annually in 1900–1905. Count Eliot Zborowski, father of inter-war racing legend Louis Zborowski, suggested that each national entrant be allotted a different color. The first competition in 1900 assigned: Blue to France, Yellow to Belgium, White to Germany and Red to the United States. (Italy did not adopt its famous 'Racing Red' until a red Fiat won the Grand Prix race in 1907).

The International colors of motorsports, aka national racing team colors, are historically associated with the national flags of countries. These national colors are often displayed as the livery on these cars and/or on the helmets of the drivers.

Colors were established in the Interwar period of Grand Prix motor racing and listed by the AiACr (the forerunner of the FIA), when the Bleu de France Bugattis and the Rosso Corsa Alfa Romeos of Italy won many races, while the British racing green Bentleys dominated the Le Mans Grand Prix d'Endurance until 1930.

In the 1930s the Mercedes-Benz and Auto Union teams did not apply the traditional German white paint, and their bare sheets of metal gave rise to the term Silver Arrows. A myth developed in the 1930s that the German teams did not apply white paint owing to the need to be under the 750 kg maximum weight limit; however, the first "Silver Arrows" raced in 1932, before the weight limit was imposed in 1934. Modern monocoque aircraft fuselage construction was already using polished and unpainted aluminum panels at this period, and the wealthy motor-racing fraternity would also have been aware that in Heraldry, White and Silver are the same color or 'tincture', described as 'Argent'; (similarly Yellow and Gold are both called 'Or').

After all this time, the national colors are still symbolic and are displayed on modern racing cars, especially on the formula one marques.

The Colors by Nation

Italy… Red or Rosso Corsa… was painted on Fiat, Ferrari, Alfa Romeo, Lancia, Maserati.

United Kingdom… British Racing Green… was painted on Bentley, Aston-Martin, Jaguar, Morgan, Cooper, Bristol, Lister, Lotus, Triumph, Riley, MG, and other marques.

Germany… White / Metallic Silver… the color was originally White but Mercedes-Benz and Auto Union removed the paint to save weight and came up with a polished aluminum body. These cars during the 1930s were referred to as "Silver Arrows." Later, during the 1950s, Mercedes-Benz, and Porsche painted metallic silver on their endurance cars… 300SLRs, and TYP 550/718 Spyder models… along with narrow, contrasting side stripes or 'spears' on the rear fenders. Other German teams in the 1960s (such as BMW) returned to white paint.

France… Bleu de France… was proudly painted on the Bugatti, Delahaye, Talbot-Lago, Peugeot, Gordini, Alpine-Renault, Simca, Matra, and Deutsch-Bonnet (DB) race cars. The Bleu de France may vary in shades from Medium to Dark Blue.

Belgium… Yellow was painted on National Racing Team cars or on the racing helmets of Belgians who were racing.

Australia… Gold was painted on National Racing Team cars or on the racing helmets of Aussies who were racing.

Spain… Red / Yellow was painted on Pegaso and Hispano-Suiza cars.

Japan… White / Red was painted on Honda, Datsun, Toyota, and Miata. Recently, Red Bull Racing paid tribute to the White/Red livery during the 2026 Japanese Grand Prix.

United States… Imperial Blue / White was painted by Briggs Cunningham on all of his 1950s Cunningham race cars; Harold "Wacky" Arnolt painted his Arnolt-Bristol roadsters White with a Blue racing stripe; Carol Shelby also painted his Ford Cobras Blue with White stripes; Ford GTs were often painted Imperial Blue with White stripes; and Corvettes were sometimes painted White with Blue stripes. Dan Gurney painted his AAR–Gurney Eagles Imperial Blue with White stripes and numbers. Panoz and Dodge painted their race cars Blue with White Stripes, as well.

Interestingly, Enzio Ferrari once said, "Ask a child to draw a car, and certainly, they will color it red."

Today, the international color scheme is alive and well as the national livery continues to show up on most of the F-1 race cars.

WHAT'S YOUR RACING COLOR…

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Acknowledged Credits: Michael Romine Away We Geaux, Porsche Patter, Werks Fotos, Unknown photographers, Lee Raskin collection.

*Lee Raskin is an internationally recognized Porsche 356/550 historian and author of acclaimed photographic biographies.

Steve McQueen, a Hollywood actor who had graduated in the early 1960s from a weekly Western TV series Wanted: Dead or Alive… to become the "King of Cool" as a Hollywood box office attraction — was listed as a first-time entrant for the Sebring 12 Hour Endurance Race.

Most longtime movie fans would remember McQueen for his role as POW Captain Virgil Hilts in The Great Escape (1962), and SFPD Detective Frank Bullitt in Bullitt (1968) in which he showed off his genuine driving skill wheeling a 1968 Highland Green Mustang GT — burning rubber during the intense chase through the streets of San Francisco with the 1968 Dodge Charger R/T 440 Magnum being driven by the legendary stuntman, Bill Hickman.

McQueen's hands were calloused from serious two and four-wheel offroad racing during the '60s at the Baja 1000, Stardust 7-11, Mint 400, and the Lake Elsinore GP. He often entered racing events under the alias name, Harvey Mushman.

Looking back to the late '50s, McQueen shadowed James Dean and purchased a Porsche 356A Speedster, and then a Lotus Eleven for SCCA competition. He left his sports car and sports racing mark at Santa Barbara, Hourglass Field and Del Mar; as well at Sebring's 3 Hour all Austin Healey Sprite Race.

Steve McQueen later became a real Porschephile owning a 1967 911S coupe, and then purchasing a factory TYP 908/02 in 1969 by his film company, Solar Productions, with the intent to race at the 1970 12 Hours of Sebring.

Sebring — March 21, 1970

The Ferrari factory put four 512s on the starting grid. Porsche had four 917s, two were entered by John Wyer Automotive Engineering, and two by Porsche Audi of Englewood Cliffs. There were three Alfa Romeo T-33-3s entered by Autodelta SpA, Milano, Italy. There were five Porsche 908s entered by Martini Racing and by privateers. There was a pair of Matra-Simca 650s entered by Equipe Matra-Elf, Velizy, France. And there was a huge field of Corvettes and Camaros in the GT class.

Drivers were renowned. Mario Andretti, Jacky Ickx, Dan Gurney, Henry Pescarolo, Ignazio Gunti, Nino Vaccarella, Hans Herrmann, Masten Gregory, Toine Hezemans, Pedro Rodriguez, Leo Kinnunen, Jo Siffert, Brian Redman, Vic Elford, Mike Parkes, Piers Courage, Andrea de Adamich, Peter Gregg, John Greenwood, Bruce Jennings, Bob Tullius, and dozens of other veteran drivers.

For the 67,000 fans scattered around the 5.4-mile road course, this would be the first year of the rolling start… with the legendary Le Mans Start being discontinued for safety reasons.

The first few hours of the race saw a classic Ferrari–Porsche nose to tail chase… with a dozen lead changes within the first 100 laps.

By the halfway mark, nearly 30 cars had dropped out including the front running 512S and 917s. The #21 Ferrari 512S with Andretti and Merzario driving began to climb up the leader board to 3rd and then to 1st overall… with an unbelievable lead of 13 laps over Giunti and Vaccarella's 2nd place Ferrari 512S. The Porsche 917 of Leo Kinnunen and Pedro Rodriguez was in third.

Starting at the 15th position, the white #48 908/02 driven by charismatic Peter Revson and rugged actor Steve McQueen — showed up on the leader board in 8th position at the 3-hour mark… and raced quickly up to 4th overall at the 7th hour.

Interestingly, Steve McQueen was driving in constant pain with a cast on his broken right foot which he sustained from a motorcycle incident.

With just one hour to the finish, the #19 Ferrari retired with a broken transmission. The Porsche 917 of Kinnunen/Rodriguez took over 1st place. Revson/McQueen moved into 2nd overall and the Ferrari of Giunti/Vaccarella were in third. Ferrari managers then moved Andretti into the #21 512S to make a run for the win.

With 20 minutes to go for the "Checker," the leading Porsche 917 made an unscheduled pit stop for a suspension malfunction… allowing the #48 Revson/McQueen 908/02 to take the lead with just minutes left in the race.

Now, it looked like a real celebrity finish with two handsome drivers in the lead Porsche 908/02.

The crowd sensed an upset with the 3.0 litre Porsche battling the larger displaced Ferrari 512S driven by the experienced Mario Andretti.

Andretti got past Revson and took over 1st place. Dangerously low on fuel, Andretti came in for a quick fuel stop in the final minutes of the race. Back on the course, Andretti was 20 seconds ahead of Revson during the final lap.

Andretti won by 22.1 seconds… the closest finish in the history of the 12 Hours of Sebring.

Ferrari won its first race at Sebring since 1964… and it was a monumental podium finish for Peter Revson and Steve McQueen as two privateers at Sebring, as well.

By anyone's standard, Steve McQueen with a broken foot in a plaster cast achieved more than just a fine effort. Purportedly, McQueen came close to "blacking out" several times during the race due to severe pain, but characteristically, he shrugged it off saying, "Heck, it was nothing… my plaster boot was too heavy to lift off the throttle!"

In 1971, Steve McQueen and his film company Solar Productions focused on making his Le Mans movie… a passionate project focused on creating an authentic racing film during the real 24 Hours of Le Mans. The actual filming was complex and chaotic, due to poor weather conditions, lack of funding, and many unscripted accidents and injuries. Despite Le Mans being a box office disaster, the film today is now considered an epic motor racing film.^**

In 1972, Steve McQueen made a little-known documentary entitled, On Any Sunday, that featured McQueen at his best, for he wasn't acting. He was shown racing motorcycles at Lake Elsinore… goofing off with his biking friends — just being himself.

On November 10, 1980, at age 50, Steve McQueen died from heart failure after surgery in Mexico for mesothelioma, a cancer linked to asbestos exposure when he was in his early twenties.

Heroes Are Hard To Find. Steve McQueen has always been one of my heroes… and perhaps one of yours as well.

---

Acknowledged Credits: SEBRING The Official History of America's Great Sports Car Race, by Ken Breslauer / David Bull Publishing, 1995. French Kiss with Death: Steve McQueen, Michael Keyser, 1999. Porsche Patter, Motor Sports Magazine, New York Times, Unknown Photographers Lee Raskin Collection.

*Lee Raskin is an internationally recognized Porsche 356/550 historian and author of acclaimed photographic biographies.

The first race covered 3 laps of a 92-mile circuit (148 km) totaling 276 miles through winding roads with multiple hairpins, over treacherous mountain passes, totaling 2,000 corners per lap with over 3,500 feet of elevation changes.

The start and finish of this grueling counterclockwise 72 km (45 miles) per lap race took place at Cerda on the isle of Sicily. Several course variants of the race circuits were utilized from 1906 until 1973, when the Targa Florio—the oldest European road race—was discontinued as part of the World Sportscar Championship.

Fiat, Lancia, Bugatti, Mercedes, Alfa Romeo, and Maserati dominated the early race years with podium finishes.

In the early 1950s, the FIA World Sportscar Championship was introduced; and the Targa Florio event at the Piccolo Circuit delle Madonie became part of that series beginning in 1955, with Lancia, Mercedes-Benz, Ferrari, Maserati, OSCA, and Alfa-Romeo being the dominant marques.

The powerful Mercedes-Benz 300 SLRs piloted by Juan Manuel Fangio / Karl Kling and Stirling Moss / Peter Collins finished first and second. Eugenio Castellotti / Robert Manzon finished third in a Ferrari 857 Sport.

Porsche victories at the Targa Florio:

1956. Porsche won its first overall victory with the TYP 550A Spyder driven by Umberto Maglioli.

1959. Porsche won its first World Sport Championship at the Targa Florio with the TYP 718 RSK of Edgar Barth / Wolfgang Seidel. Porsche also finished 2^nd and 3^rd.

1960. Porsche won with the TYP 718 RS 60 of Jo Bonnier / Hans Herrmann.

1963. Porsche won with the TYP 718 GTR of Jo Bonnier / Carlo Maria Abate.

1964. Porsche won with the TYP 904 Carrera GTS of Antonio Pucci / Colin Davis.

1966. Porsche won with the TYP 906 Carrera 6 of Willy Mairesse / Herbert Muller.

1967. Porsche won with the TYP 910 of Paul Hawkins / Rolf Stommelen. Porsche also finished 2^nd and 3^rd.

1968. Porsche won with the TYP 907K of Vic Elford / Umberto Maglioli.

1969. Porsche won with the TYP 908/02 Spyder of Gerhard Mitter / Udo Schutz. Porsche also finished 2^nd and 3^rd.

1970. Porsche won with the TYP 908/03 of Jo Siffert / Brian Redman in the John Wyer-entered Porsche.

1973. Porsche won the World Endurance Championship at the Targa Florio with the TYP 911 Carrera RSR of Gijs van Lennep / Hebert Muller.

Porsche was the most successful marque at the Targa Florio Road Races with eleven first overall victories between 1956 and 1973.

THE PORSCHE TARGA was conceived by Porsche as a new open-top cabriolet-type model with an integrated polished roll bar and distinctively named “Targa” in commemoration of Porsche’s dominant victories at the grueling Sicilian endurance race.

The name Targa translates to “shield” in Italian. The meaning was virtually unknown until copywriters looked it up.

Billed at first as a “safety cabriolet,” the Targa met potential U.S. safety regulations for convertibles, featuring the integrated stainless-steel roll bar, a removable folding roof panel, with a foldable rear window that was included in the standard model.

Later, Porsche’s newest model was described in a press release: “The Targa is neither a cabriolet nor a coupe, not a hardtop nor a sedan, but rather something completely new.”

1965. The new 911 Targa model debuted at the September Frankfurt International Motor Show—as a uniquely balanced open-air cabriolet with coupe-like strength, style, and security. Production started in 1966 for the 1967 U.S. model year with a 911 2.0 litre engine, as well as with the less expensive 912 four-cylinder model.

1967. Many Targa buyers began to purchase the optional fixed, heated glass window instead of the original folding plastic version—a refinement that later became permanent on every 911 Targa model thereafter.

1974. The G-Series 911 underwent body changes with a new box-shaped bumper to meet more stringent U.S. impact standards. The Targa top remained unchanged, however the trademark brushed stainless-steel roll bar became optional in black, giving the body a modern character.

1988. The third generation 911, the TYP 964 Targa, was introduced, and its popularity continued with over 85,000 units produced and sold. Beginning life as a Carrera 4, the 911 gained all-wheel drive for the first time, as well as ABS, new power steering, and an optional automatic gearbox. Also new was a now-iconic extendable rear spoiler to provide downforce and enhanced engine cooling.

1994. Porsche introduced the fourth generation 911, the TYP 993 Targa—breaking tradition with the introduction of an electronically operated glass roof that was tinted, heat-insulated, and extended from the windscreen to the rear. Noticeably, the TYP 993 also had a new aerodynamic body shape with wider front wings and a broader rear end.

1997. Porsche introduced the fifth generation 911, the TYP 996, marking a new turning point for the model. The 996 would be completely redesigned and powered by a six-cylinder water-cooled boxer engine. However, the TYP 996 did not include the Targa model in the Porsche lineup.

2006. After nearly a decade, the sixth generation of the 911, the TYP 997, was introduced, and the Targa evolved once more. A new lightweight Targa glass reduced the weight by many pounds while two highly polished aluminum strips traced the roofline, distinguishing the Targa within the 911 range. Porsche also offered the Targa in all-wheel drive as the 911 Targa 4 and 911 Targa 4S.

2011. Porsche created the seventh generation of the 911. However, the Targa was not produced until 2014. The Targa was re-established with its original signature stainless-steel fixed roll bar, with modern roof mechanics and structural rigidity. Once again, the unmistakable Targa silhouette—wide bar, wrap-around rear window and open-top section above the front seats—was paired with a fully automatic roof system.

2020. The Targa variant joined the eighth generation TYP 992 in the spring, just in time for top-down driving in the Northern Hemisphere. The new Targa featured its distinctive wide roll bar and movable roof section. The fully automatic mechanism allowed the roof to open and close in a mere 20 seconds, offering open-top freedom with coupe comfort.

2024. Porsche launched the TYP 992.2 version of the 911—which included all-wheel drive versions of the Targa—available in 4S and 4 GTS form.

Looking back, the legendary Porsche model derived from the famous Sicilian Road Race has certainly endured…as we commemorate 60 years of this iconic Targa—along with its unmistakable and competitive signature.

*Lee Raskin is an internationally recognized Porsche 356/550 historian and author of acclaimed photographic biographies.

Copyright Lee Raskin 2026.

His name was Ricardo Rodriguez.

Ricardo’s first place Cal Club finish was 13 seconds ahead of veteran driver Jean Pierre Kunstle, with Joe Playan, third, and Jack McAfee, fourth…all driving Porsche 550 Spyders.

Ricardo, sponsored by his father, Don Pedro Natalio Rodriguez, a wealthy financier, had previously won the National Motorcycle Championship of Mexico at age 13.

His brother, Pedro, who was two years older than Ricardo, won the same motorcycle championship several years earlier, also at age 13. Don Pedro fully supported Pedro and Ricardo’s start in international motorsports.

Of the two brothers, Pedro was the first to transition to sports car racing in a Jaguar XK-120 roadster and then a Porsche 356. However, during 1957, Pedro was unfortunately sidelined due to a bout with malaria.

1958. After winning Riverside, Ricardo and Pedro were off to Europe to race. They entered the 1958 Le Mans 24 Hour endurance race with a Ferrari 250 TR, but Ricardo was only 15 and his registration was rejected.

Instead, Pedro co-drove a North American Racing Team (NART) Ferrari 500 TR with veteran French racer Jean Behra to a DNF.

Over the next several years, the Rodriguez brothers successfully raced separately and together at Sebring, Le Mans, Targa Florio, and Nassau.

1961. In sportscar racing Ricardo’s first major win was with his brother at the 1961 Paris 1000km, driving a Ferrari 250 GT.

Enzo Ferrari asked Ricardo to join their Formula 1 team. He became the youngest international driver to win Formula 1 points.

1962. The Rodriguez brothers were honored to be driving at the inaugural Mexican Grand Prix. All of Mexico was caught up in the new Formula One race, with the hope that one of the brothers would win their country’s Grand Prix.

During the race weekend, the Rodriguez brothers posed for photographs and were jubilant at the opportunity to race against each other and that one would win the first Mexican Grand Prix.

While practicing on Nov. 1^st, suddenly something went wrong with Ricardo’s Lotus as he entered a 180-degree corner. Ricardo crashed heavily into a barrier and was catapulted from the wreckage.

Tragically, Ricardo died at age 20. At the state funeral, Mexico’s president read his eulogy and marched in the procession along with the Rodriguez family. Tens of thousands of faithful fans also paid tribute to Mexico’s fallen racing hero, Ricardo Rodriguez.

Following Ricardo’s death, Pedro briefly considered retiring from racing, but decided to carry on. He returned to racing and immediately won the Daytona Continental Race.

1963. Pedro began his Formula One career. He won twice in Formula 1, with seven other podium finishes.

He won the 1967 South African Grand Prix driving a Cooper, and the 1970 Belgian Grand Prix in a BRM.

Pedro also appeared at the Indianapolis 500 but could not get his Aston Martin/Cooper up to speed to qualify. He returned to the Indy 500 in 1964 and 1967 but again failed to qualify for a starting position.

He also raced NASCAR, finishing fifth in the 1965 World 600 Race at Charlotte Motor Speedway.

1968. In long-distance sports car racing, Pedro captured the Reims 12 Hours. Pedro and Lucien Bianchi also won the 1968 Le Mans 24 Hour race in a Gulf Ford GT40.

1970. Pedro won eight major races in a Porsche 917K during 1970 and 1971…including the Daytona 24 Hours twice, the BOAC 1000 at Brands Hatch by five laps. Pedro also won at Monza, Francorchamps, and Watkins Glen.

1971. While leading during an Inter-series sports car race at the July 11^th Norisring in West Germany, Pedro’s Ferrari 512M entered an “S” curve on lap 12 and his Ferrari mysteriously spun out of control, crashing against a concrete wall—coming to rest on a distant guard rail with the 512M exploding into flames.

Pedro Rodriguez died despite a valiant effort to halt the flames and free him by heroic course workers.

Again, tens of thousands of Rodriguez racing fans gathered when Pedro’s body returned to his homeland. The Mexican President and Mayor of Mexico City sat with the Rodriguez family during Pedro’s funeral.

Legendary racing engineer John Wyer said, “For me, Pedro was the greatest driver of his time…I mean the greatest. He is irreplaceable.”

1973. After Pedro Rodriguez’ death, the Pedro Rodriguez Trophy was established for the winning team at the Daytona 24 Hours Race.

IMSA veteran Carrera RSR driver Peter Greg, the trophy’s first recipient, spoke with emotion of Rodriguez as “the finest sports car driver I ever saw” and said, “Let’s not forget Pedro.”

1978. Ricardo Rodríguez was inducted into the Salón de la Fama of the Confederación Deportiva Mexicana beside his brother Pedro.

The Brothers Rodriguez…A Dynamic Racing Duo.

May their memory always be a blessing…Race In Peace.

Acknowledged Credits: Porsche AG, Porsche Werks, Motor Sports, Speed Sport, Porsche Excellence Was Expected, The Brothers Rodrigue / Carlos Eduardo Jalife-Villalon / David Bull Publisher, Ferrari Chat, Tam’s Old Race Cars, Carlos Gonzales, Unknown Photographers, Lee Raskin collection.

In fact, a decade and one-half before the Watergate Cover-Up, Marion Weber (Hi There!) opened her MG MITTEN sports car accessory business in Pasadena, California and began successfully marketing her Corvette Cap, Healey Hugger, Jaguar Jacket, MG Mitten, Porsche Parka, and Triumph Tunic car covers.

In 1956, Marion offered her light green, water repellent cotton drill MG Mitten car cover for $22.95. Ten years later, the price had increased to $27.50. MG Mitten also offered a more exclusive waterproof Golden Mink cover with Dupont Hypalon for $36.95, that also had a twelve-month warranty.

The MG Mitten cover became an overnight favorite with Porsche owners for decades.

Today, practically every online automotive accessory business and 7-Eleven…offers at least a basic ‘one-size fits all’ car cover starting at $34.95.

Yes, car covers are a popular investment for protecting your paint from harmful elements…dust, sun, rain, and snow –but only if you buy the right cover for your Porsche.

I recently did some research on car covers. There are several popular types of covers to select from: Outdoor breathable water-resistant, outdoor all-weather, breathable waterproof; and indoor lightweight breathable covers.

Car covers may also be offered with custom fit specifications for Porsche 356 and 900 series models, including the Macan and Cayenne SUV, as well as the Panamera sedan.

Other optional features may include multi-layer fabric, a stretch fabric, a zipper opening, wind straps, and reinforced security loops for an additional cable locking ability.

Here’s a brief analysis of today’s Porsche car covers.

Custom Fit Covers. Emphasize tailor-made for specific Porsche 356, 900 series, SUV, and sedan models. Offer a perfect, snug fit that prevents paint rubbing from the wind or accidental touching.

Material. Offering warranted high quality and density Oxford fabric, waterproof PU layers, UV coating, and soft inner lining to protect the paint and shine from weather elements – sun, dust, fog, rain, light hail, sleet, snow.

Features. Optional driver side door zippers, windproof straps, elastic bottom hems, cable locks and a waterproof storage bag.

Protection. A car cover is highly effective protection against dust, UV rays, dew, condensation, water, sleet, snow, and bird droppings.

Positives. Quality fit, breathability, durability, excellent protection, aesthetic looks with cool color combinations. Indoor covers may last forever.

Negatives. A cover may cause paint damage from being dirty, abrasive, and from trapped moisture. Poorly ventilated covers can also produce mildew and mold. The possibility of a cover being blown away during a windstorm is also likely. Heavier covers are cumbersome for storage, especially if the cover is wet or damp. Washability requires the use of a larger commercial washing machine and dryer. An outdoor car cover may last two-four years before deterioration occurs.

Recommendations. Consider if your needs require a cover for inside storage preventing dust and scratches; or outside protection using either a water resistant or waterproof cover.

The most expensive car cover by Porsche Design offers an official custom-made accessory with the legendary Porsche Crest, a tailored fit for either an outdoor or indoor use with breathable, waterproof fabrics and soft liners for a stronger protection. These covers also have door zippers wind straps and anti-theft locks. Up to $859.

The best value and warranted all-around breathable inside / outside Porsche covers are available through quality Porsche-related aftermarket parts suppliers…from $295. to $495.

The most economically priced covers can be found on eBay and Amazon online…from $34.95 to $189.95.

The outdoor car cover is no substitute for a garage, but if properly used, the cover will definitely protect your Porsche.

THE PORSCHE COVER-UP…has been around for over 70 years…as a ‘super’ accessory for our beloved Porsches.

Copyright Lee Raskin 2025

*Lee Raskin is an internationally recognized Porsche 356/550 historian and author of acclaimed photographic biographies.

Ruth Levy was unique. She had guts, tenacity, and a real passion for speed.

In September, Ruth drove her 356 Speedster to Elkhart Lake’s Road America to race in a SCCA F-Production event, where she would be the lone female competing against 40 other cars of which 15 were 356 Porsches. Ruth finished 5^th overall.

Bob Ballenger the 1^st place podium finisher, also driving a 356 Speedster, once told me, “I had never competed against a woman SCCA racer before…and Ruth Levy showed everyone that was behind her how to drive a Porsche at Road America that day.”

The next Spring, Ruth, along with her daughters Jacqueline and Pamela, moved west to Los Angeles, where she would try to improve on her driving skills racing the Speedster at nearby Cal Club and SCCA events.

In May, Ruth debuted her Speedster at Bakersfield’s Minter Field in Saturday’s Ladies race with a 2^nd place finish behind Mary Davis’ larger displaced Mercedes-Benz 300SL.

On Sunday, Ruth entered the +1.5 CP, DP, EP race, where she was the only female driver. She finished 14^th overall and 4^th in Class.

In August the new Paramount Ranch course opened with Cal Club sponsoring the First Running event. Ruth Levy and her #253 Porsche 356 Super Speedster was featured on the program cover.

Ruth entered the Ladies Race and won by 20 seconds beating Linda Scott in a MG-TD. Ruth raced her Speedster the same day against the men in the +1.5 Main Event, finishing a respectable 11^th overall and 1^st in Class.

It didn’t take long for Ruth Levy to be highlighted in MotoRacing… “worthy of mentioning…the fine driving of Ruth Levy in her Porsche Super Speedster.”

1957. Ruth was looking to move into a faster Porsche, and she got her chance in January when John Edgar asked Ruth to join the John Edgar Enterprises team to co-drive his Porsche 550 Spyder along with veteran racer Jack McAfee.

Ruth would drive in the Ladies Races and under 1.5 litre events while McAfee pursued a National Championship.

The race schedule into the summer for Ruth would be Pomona, Santa Maria, San Diego, Paramount Ranch, Santa Barbara, Stockton, Road America and Riverside.

In her first race under the John Edgar Enterprises banner, Ruth drove the Porsche 550 during a rainstorm at Pomona to a 1^st place podium finish ahead of the TR2 of veteran Mary Davis.

Following Pomona, Ruth accomplished six wins in six starts.

Mid-way through the 1957 season, John Edgar sold his Porsche 550 to Phoenix entrepreneur Stan Sugarman. Both Ruth and Jack followed the car to the new team and continued winning races throughout Southern California.

In September, Ruth met Denise McCluggage, an East Coast Autoweek motorsports journalist and racer. The two teamed up to race at the Road America 500 in Denise’s 550 Spyder but retired with a leaky intake manifold.

The next month they raced together again in the Grand Premio International 1,000 km event in Caracas, Venezuela—becoming the first all-women racing team at the event. They finished 13^th overall and 4^th in class.

1958. Denise and Ruth teamed up again at the Sebring 12 Hour Endurance Race driving a 750cc Abarth-Fiat “Double Bubble” Zagato coupe under the Scuderia Skidoo Racing Team banner.

Despite a lot of publicity, they completed 116 laps before becoming a DNF.

It was at Sebring that Ruth realized she wasn’t having fun racing anymore. She decided to leave motorsports competition and never put on a racing helmet again.

After her daughters grew up, Ruth devoted herself to a full-time career as an artist—producing oil paintings, drawings and sculptures while holding successful exhibitions in Southern California.

She later moved briefly to Pagosa Springs, Colorado before returning to California with her husband, Olympic bicyclist Wayne Raymond.

Motorsports friend Pete Vanlaw described her era of racing: “It was a time of tremendous opportunity for the few women who were talented enough to compete with the men. Ruth Levy was certainly one of them.”

Ruth continued to talk about her racing career while working on her autobiography “Don’t Race with Mother.”

As her health declined, traveling from Solvang to Los Angeles became increasingly difficult.

Ruth attended two motorsports events during 2013 and 2014, including the “Legends of Riverside” and the Porsche Club of America Zone 8 California Festival of Speed at Fontana Raceway where she was invited as an honored guest.

Manny Alban, then PCA National President, drove Ruth around the Fontana circuit in a Porsche 997 Cabriolet during parade laps.

He recalled: “Ruth was excited to be in a Porsche again—at speed!”

As a panelist at the event, Ruth reminisced about racing her 356 and 550 Porsches on legendary tracks across America and abroad.

Sadly, Ruth Levy Raymond passed away on December 23, 2014, at age 84.

Ruth will be remembered as an artist, poet, singer, author of children’s books—and beyond those accomplishments, a world-class Porsche race competitor in what was once a male-dominated sport.

May her memory always be a blessing…Race In Peace, Ruthie.

*Lee Raskin is an internationally recognized Porsche 356/550 historian and author of acclaimed photographic biographies.

Copyright Lee Raskin 2026

Photo Credits: Ruth Levy Collection, Allen R. Kuhn / Vintage-SportsCar-Photos.com, Edgar Motorsports Archives, Peter Vanlaw Collection, MotoRacing, PCA Panorama, Lee Raskin Collection.

I was an 18-year-old freshman in college…home for the winter Holiday break. The salesperson asked if I could drive a manual shift car. I replied, ‘Yes.’ He explained the four-speed shift pattern and asked if I knew what a tachometer was. I replied, ‘No.’ He said that’s OK…he’d show me the ‘dead center’ gauge and how it worked. I was a little nervous, but very excited to actually be driving a Porsche.

As we drove off the used car lot into traffic, he told me there were three things to ALWAYS remember:

1. “A PORSCHE is a two-syllable word…it’s a family name. Not a Porch…Not a Porshee…It’s a Por-sha.”
2. “Always glance at your tachometer when upshifting and downshifting. If the needle was at “20”…you need to shift into a lower gear to get the engine revs higher where there would be more torque and power. ‘Keep your revs up’…he said in a meaningful voice.”

He then instructed me to accelerate in 3^rd gear as we approached a winding down hill curve to feel the grip of the Porsche through the turns. “This is what a 356 is all about!” As we entered a flat stretch of road --he said, ”now get on the gas…take the rpms up to 4,500 and shift quickly into 4^th gear.” I was now very nervous …already doing about 60 mph when the speed limit was 40! I went to shift into 4^th and accidentally grabbed his left knee which was next to the shifter! Boy, was I embarrassed! I managed to recoup from my ‘faux pas’ and made the shift …then accelerated up to 80 mph. What a blast! We turned around and drove the exact route back …while I tried to keep my ‘rev’s up’ through the gears.

3. About a mile from the dealership, he looked over at me, as if to say….you’re doing great! He then laughed and said, “While you’re driving and you see another ‘Por-sha’ approaching on the road…pull straight back on the turn-signal stalk for several seconds--and the high beam head lights will come on. That’s called: ‘die Scheinwerfer aufblinken.’ It’s a tradition among Porsche owners—as your Porsche is saying “Hello” to another Porsche. A hand-wave of the driver is optional. There aren’t that many Porsches on the road, but when you see one …you’ll know what to do.”

We arrived back at the dealership. I told the salesman I wanted to buy this Porsche. I gave the dealership $25.00 in cash to “hold the 356.” My father lent me $1,400 for the purchase. One week later, I was driving my Porsche 356 B coupe down Route 11 toward Tuscaloosa, Alabama…looking for oncoming Porsches to ‘blinken lassen’ while I was concentrating on keeping my revs up! I never saw another Porsche during the entire trip back to school.

Spring 1964. I was home from college for the summer…and driving my 356 on the brand-new Interstate 95 North through Maryland heading to New York…and a fantastic summer job at the New York World Fair in Flushing Meadows. I happened to glance across the grassy median filled with hundreds of sprouting daffodils -- and saw a red 356 cabriolet heading south on the Interstate-- ‘die Scheinwerfer aufblinken’--at my Porsche. I was so excited, I blinked twice! The driver and passenger in the cabriolet waved as we passed each other…I was able to get a wave back--It was my first Aufblinken!

Some things have changed over the years. I suspect today, many new Porsche owners don’t know about the multiple use of the signal stalk when they take delivery from the Porsche dealer. Owners might think that flashing the headlights might be a signal that danger exists on the roadway or perhaps the ‘cops’ are using radar ahead…Slow Down!

Out of curiosity, I did some online research to see if anyone was mentioning ‘blinking.’ To my surprise…”blinking “and “flashing” has generated a lot of comments. Here’s a sample of what some Porsche owners have noted:

1. “Use the ‘flasher’…pull back on the stalk to trigger the high beams...it’s a way of saying ‘Hi’ to another Porsche.”
2. “Whatever happened to the ‘flashing or blinking’ of headlights at other Porsches to say hello? Back in the 60s, 70s, and 80s all Porsches as a courtesy ‘blinked’ at each other and waved. Now, nobody acknowledges each other.“
3. “The 911 drivers that I’ve seen almost always flash or wave. The other model Porsche owners –not so much.”
4. “Let’s bring back the blinking of the headlights…Let’s educate the new Porsche owners!”
5. “Most Porsche owners don’t know about this flashing tradition….it’s a great sign of comradery.”
6. “I always flash and wave but the newer Porsches…don’t flash or wave back.”
7. “Porsche SUV’s almost never respond to my flash and wave.”
8. “I would blink and wave --if another Porsche greeted me first.”
9. “There needs to be more blinking and thumbs up in general amongst fellow Porsche owners.”
10. “If you have never tried it --go ahead --it’s fun to let your Porsche, say “Hi” to another Porsche.”

October 2025. I was driving north on Interstate 95 in my 1999 986 Boxster heading for the Sixth Annual PCA Ocean City, New Jersey Boardwalk Reunion…and at the exact location 61 years later—I glanced across the grassy median dotted with pansies--looking for that red 356 Cabriolet.

Blink…Blink

Von Karajan possessed the legendary status of being one of the earliest Porsche celebrities…along with actors James Dean and Steve McQueen—to get behind the wheel of a TYP 540 Speedster. Small in stature; however, he was regarded by the European motorsports’ media as an aggressive Porsche pilot, albeit with a very quiet and unassuming manner.

The Maestro’s first Porsche was a white 356 pre-A 1500 Normal Speedster, VIN 80481, that he personally picked up from the factory at Stuttgart in April 1955. For several years, he drove the Speedster everywhere even during the European winters –in the freezing cold and snowy weather.

In 1957, a fellow Porsche owner, Gottfried Koeschert, suggested to von Karajan that he could probably order a new TYP 550A equipped for public driving directly from the Factory. So, von Karajan called his friend, Ferry Porsche and asked to purchase a TYP 550A. After some deliberation, Ferry agreed to sell him a used 550A racer. Von Karajan accepted the offer. Porsche 550-0131 was personally delivered to von Karajan by the factory driver and editor of Christophorus, Richard von Frankenberg at Stuttgart Zuffenhausen. Von Karajan was elated!

As part of the sale agreement with von Karajan, Ferry told him that the Salzburg Porsche dealer would service and maintain the 550A. The dealership also agreed to store the 550A during the winter months. To von Karajan…that sounded Super!

Researching the race history of Vin 550-0131, I found it had been entered by the Porsche Werks at the 1957 Le Mans and driven by Hans Herrmann and Richard von Frankenberg. Unfortunately, the 550 A #33 became a DNF with ignition problems after being solidly in 13^th place at hour eight.

After owning the 550A, von Karajan became the caretaker of other Porsche racers. In 1959, he replaced 550-0131 with a 1958 TYP 718 RSK. In 1964, he acquired a Porsche 904 GTS, and then a very rare 1975 Porsche Turbo (TYP 930) 3.0 RS.

The 1975 Porsche Turbo was built by Porsche’s Special Order Department for von Karajan using a Carrera RS body with a RSR racing chassis. The Turbo was painted in the Martini-esque livery and it had an exclusive ‘von Karajan’ script affixed onto the body just under the whale tail.

Von Karajan remained a close friend with Ferry Porsche and he was one of the first private clients who Ferry called when an early-production Guards Red 959 became available. Interestingly von Karajan’s wife, Elliette, expressed her concern about the expensive purchase price of this 959. Presumedly, she told Herbert, “You’d better sell more records,” and it is said that von Karajan responded by increasing his concert ticket prices. During his lifetime, von Karajan was estimated to have sold 200 million records!

Herbert von Karajan loved his 959, and so much so, he later purchased a second 959 for his collection. In addition to the two 959s, he owned several 911s.

Doing a back flip, von Karajan’s early life is important to note. He was a young Austrian native studying music at the Mozarieum University in Salzburg during the 1920s. His professional conducting debut took place in 1929. He was appointed to a conducting position in Ulm, Germany, and was then appointed Kapellmeister at Aachen, Germany in 1934, where he remained until 1941.

Von Karajan had been persuaded to become a Nazi party member in the 1930s. During the early years of the war, he opposed the ideology of the Third Reich and fled Germany with his family to Milan, Italy. He was exonerated by an Allied tribunal after the war ended in 1945. Von Karajan returned to Austria to become the principal conductor for the Vienna Philharmonic for the next four decades and performed regularly with the London Philharmonic, and Berlin Philharmonic, until his death in July 1989 of a heart attack at age 81.

In 2015, at the Los Angeles Literature and Toy Meet, I was talking with a long-time 356er friend, George Kehler, II of Johnson City, Tennessee. We were conversing about celebrities who owned 356 Porsches and George mentioned that the legendary European philharmonic conductor, Herbert von Karajan once owned an early 356 pre-A Speedster around the same time as actor James Dean.

George also recalled: “My father, George Kehler, studied piano in Salzburg, Austria, with the same piano instructor as Herbert von Karajan, the late and legendary Berlin/Vienna conductor. The professor teaching piano at the time was named Franz Ledwinka…whom I met in 1969. I recall that Professor Ledwinka taught at the Mozarteum in Salzburg, Austria from which both von Karajan and my father graduated.”

A Renaissance man, von Karajan inspired the best of his orchestras and desired the best in life: his Porsches, houses, clothing styles, etc. My father always spoke highly of him.

I was fascinated with George Kehler’s recollection…which led to this amplified storytelling.

Herbert von Karajan was a unique individual—controversial but a dominant figure who shaped the perception of sound for an entire generation of musicians and music devotees during the 20^th Century.

Wilfried Strehle, the principal violinist under von Karajan recalled, “You can still hear this incredible passion, this thrust, this force, which might also explain –in metaphorical terms – his fascination for Porsche.”

A committed Buddhist, von Karajan was a believer that death did not mark the end of a life. I would like to imagine the Maestro is still passionately conducting in front of all his cherished Porsches – which are performing at ‘redline’ with distinctive and resounding exhaust notes…Vroom, Vroom!

*Lee Raskin is an internationally recognized Porsche 356/550 historian / author of acclaimed photographic biographies.

Copyright Lee Raskin

 

In March at Palm Springs, James Dean placed PEGASUS decals on his Porsche Speedster…two at the top of each door.

(Photo: James Dean awaits the start of the F-Production / F-Modified Feature Race while getting instructions from his crew chief, Bill Stevens.)

Later, at Santa Barbara in May, Jimmy placed a PEGASUS decal on the left front and right front fender of his #33 Porsche Speedster. The PEGASUS decals on James Dean’s Porsche at the Santa Barbara races became highly publicized images over these past seventy years.

(Photos: 1. James Dean arriving at the Santa Barbara Races…he has just fueled up and received two Pegasus decals to put on his Speedster. 2. James Dean on the grid prior to a F-Production practice race. 3. James Dean at speed during the feature F-Production race. Photos: Lee Raskin archives.)

How cool! The media portrayed actor / racer James Dean as a real trend setter—writing that he was sponsored by the Mobil Oil Company… and he displayed the PEGASUS decal on his Porsche 356 Super Speedster to capture even more media attention.

I found that tale was incorrect…as there was more to the Pegasus decal story: Pegasus, the flying horse, was born out of Greek mythology during the Dark Ages, circa 1200-800 BCE. Pegasus was depicted as a mythical winged stallion who was immortalized as a constellation of the northern hemisphere.

(Photo: Pegasus Greek Mythology, Wikipedia.)

The origin of the modern-day Pegasus logo came from the Vacuum Oil Company, which first used the Pegasus in South Africa during 1911 — as a symbol of speed and power. After a corporate merger of Vacuum Oil with Socony Oil in 1931, the Pegasus logo was adopted as the U.S. trademark and a sign mark for thousands of Mobilgas stations throughout the United States.

During the early 1950s sports car racing grew in popularity, especially in Southern California where the California Sports Car Club (CSCC) and the national Sports Car Club of America (SCCA) hosted amateur weekend racing on make-shift road courses located primarily at municipal airport venues and on U.S. Air Force bases throughout the U.S.

In 1954, Stanley “Wacky” Arnolt founded a motorsports entity in Chicago, offering the Italian Bertone designed Arnolt-Bristol competition roadster and Deluxe coupe to the public. It was the first American sports car to have a Pegasus winged horse design as its official emblem. Today, Arnolt-Bristol models have become a coveted and highly collectable sports car.

(Photo: 1955 Arnolt-Bristol four-page color brochure, Lee Raskin Archives.)

During the same year, Socony Mobil Oil saw a terrific opportunity for sponsoring amateur racing events and to market their ‘high test’ gasoline in Southern California.

They gave away FREE premium gas to all the drivers at these racing venues …with the proviso that a Mobilgas PEGASUS decal would be placed by the recipient driver in clear sight on his/her race car throughout the race weekend. It was genius!

James Dean saw this Mobilgas promotion as a nice gift –an opportunity to accept FREE racing fuel at the Cal Club and SCCA races.

He artistically placed PEGASUS decals on his Porsche 356 Super Speedster for all to see and to photograph.

Decades later, I emulated James Dean’s motorsports endeavors when vintage racing my 356 Porsche Speedster and 356 Sebring coupe…I too wore the Pegasus decal as far back as 1990.

(Photos: 1. Lee Raskin / 356 A Speedster #36 at the Pittsburgh Vintage GP, 1994. 2. Lee Raskin / 356 A Sebring coupe at Summit Point Raceway, WV, 1996.)

Recently, Porschephiles were actively looking for reproduction PEGASUS decals … and now they are available…as seen on vintage 356s and contemporary 900 series Porsches at local Cars and Coffee events…where their owners desire to be part of the nostalgic James Dean / Porsche era…Vroom, Vroom!

Photos: Lee Raskin archives

Copyright Lee Raskin 2025

 

 

At the time of Paul Newman’s telephone call, I was busy researching and writing a chapter for a forthcoming co-authored publication, PORSCHE Speedster TYP 540: Quintessential Sports Car.

 

The chapter, entitled, Celebrities Pose with a Rising Star, was about world-wide celebrities who owned and drove, and may have even raced Porsche 356 Speedsters.  My candidates for this chapter were: Sean Connery, James Dean, Steve McQueen, Richard Boone, Herbert von Karajan, Janis Joplin, and of course, Paul Newman.

I had met Paul Newman at Sebring in 1977 when I ‘crewed’ for the legendary Bruce “King Carrera” Jennings’ 911 S racing team.

Nearly four decades earlier, actor Paul Newman, played the acting role of Lew Harper, a Los Angeles private detective who drove a 1956 light blue/primer Pre-A 356 Speedster in the mystery-thrilling movie, Harper.

Paul was engaging from the start of our conversation…mentioning that he hand-picked this ‘clapped-out’ ’Speedster from a group of European sports cars that Pete Smith of Bob Smith VW and Porsche in Hollywood had assembled and brought over to the Warner Bros. film set.

This Speedster, in Newman’s opinion, was the car best suited for Lew Harper’s quirky detective role in the film.  

Paul recalled that he had never owned a Porsche 356 before filming Harper. Paul also mentioned, “that ‘bathtub’ was sure fun to drive…it had a lot of oversteer.”

The 356 Speedster was an original California “black plate” car, that had been someone’s very tired daily driver.

Paul and I agreed this Speedster was the first-ever Porsche to be featured in a co-starring role for a full-length Hollywood film –over a decade before a 1957 Speedster appeared in Jane Fonda and Jon Voight’s Coming Home (1978). Paul commented, “it was my first experience driving a 356 Speedster, as well.”

Perhaps the most memorable scene in Harper for every Porschephile – happens when the Speedster is ‘hot-wired’ by Betty Fraley, played by Julie Harris.  Fraley, driving the stolen Porsche, races up the dusty canyon road with Lew Harper and Albert Graves, played by Arthur Hill, in hot pursuit.

Trying to avoid a serious collision with a utility truck stopped in the middle of the road, Fraley suddenly veers left and drives straight over the side of the canyon’s steep hill…a breath-taking sight!

Paul laughingly recalled, “during the filming of the Fraley crash, the Speedster was wired for the throttle to be wide-open. The crew started the engine, put it into first gear...and the rest became film history as the Speedster took off like a rocket.”  The Porsche managed to stay on all four wheels as it bounced along the canyon hillside …sometimes in full flight… with the 356 Speedster finally coming to rest a hundred feet below.  In the film, the Speedster crash killed Betty Fraley.

Paul mentioned that he didn’t get fully involved with sports cars until after the filming of Harper. It was in the late ‘60s that he had his first driving experience at Lime Rock Park, near his Connecticut home.  His local mechanic had a 356 Porsche coupe and Newman drove it around the track at speed with ease.  Later, Paul Newman purchased a Porsche Super 90 coupe while living in Southern California.

Paul’s passion for speed began while he was filming the ‘Indy-car’ racing movie, Winning (1969) in which he also drove a Porsche.  His wife Joanne Woodward co-starred with Paul in the movie.

He became a pretty good racer during his late 40s, driving for the Bob Sharp-sponsored Datsun/Nissan dealership. Paul won the C-Production SCCA Championships in 1979, 1985, and 1986.

Paul’s first Porsche racing experience came in 1977 at Sebring’s 12 Hour Endurance Race where he co-drove with Bill Freeman in the pink and white #2 Beverly Hills Porsche 911S in GTU.  Many of the 15,000 spectators were not even aware that Paul Newman was racing at Sebring. He was listed in the program simply as P.L. Newman. The media wasn’t dialed into who P.L. Newman was either.  Paul’s open-faced Bell helmet had the initials: P.L.N. hand-painted on it along with three cartoon characters –a rooster, a chipmunk, and a coyote.

The #2 Freeman/Newman Porsche qualified 41^st on the starting grid behind Bruce Jennings’ #77 911S.  Throughout the 12-hour race, the Porsche had its share of minor problems and spent precious laps in the pits for repairs. In the final hours of the race, Newman drove the Porsche around the 5.2-mile circuit in the dark with two of the three steering wheel spokes completely broken. Bill Freeman and Paul Newman finished 30^th overall and 11^th in the GTU class while completing 150 laps.

This was to be Paul Newman’s first and only Sebring 12 Hour race.  Paul later recalled, “Sebring was one tough race…that I actually loved to hate.”

Paul proved his driving ability as a professional Porsche racer with his second-place podium finish and a class win at the 1979 24 Hours of Le Mans co-driving with Rolf Stommelen and Dick Barbour-- who sponsored the Porsche 935.  Paul also won a major endurance race co-driving with Dick Barbour at the 1981 24 Hours of Daytona.

Paul Newman’s interest in racing accelerated with the Newman/Haas racing program competing in the open wheel series with CART/Champ cars, and the IRL/Indy cars from 1983 to 2008.

Paul Leonard Newman was one of the greatest actors of the 20^th century, a world championship motorsports racer, and truly a great guy. 

Paul Newman sadly passed away, dying of lung cancer in September 2008 at age 83.

Remembering P.L.N.   Race in Peace.

Epilogue:  There were two Pre-A Speedsters that were used during the filming of Harper. The blue and primer colored Speedster that was driven mainly throughout the film and was not sent over the cliff…actually survived to be fully restored…and it lives on!

 

Copyright  Lee Raskin, 2025

 

PORSCHE  Speedster TYP 540   Quintessential Sports Car, 2004

HARPER Movie Poster, 1966

Photo credit Warner Bros. Archives

Lew Harper driving his Porsche 356 Speedster

Photo credit Warner Bros. Archives

Paul Newman playing private detective Lew Harper with his 1956 356 Porsche Speedster.

Paul Newman and Pamela Tiffin driving in the Porsche 356 Speedster

Photo credits Warner Bros. Archives

356 Speedster crashing down the canyon hillside.

Photo credit Warner Bros. Archives

Winning Movie Poster  starring Paul Newman, Joanne Woodward,  Robert Wagner

Photo credit: Universal Pictures Archives

Paul Newman / SCCA Driving Champion at Lime Rock Park

Paul Newman / Bob Sharp Racing Team Archives

Paul Newman and Bill Freeman’s #2 Porsche 911S

Photo credit:  Lee Raskin, Sebring 1977

P.L.N.’s racing helmet at Sebring  1977

Photo credit:  silodrome.com 2023

Paul Newman racing at Le Mans, 1979

Photo credit: sportshistoryweekly.com  2024

The year was 1952. General dwight d. eisenhower was elected president of the united states…mainly because he promised to bring the boys home from the korean war. Interest was at a mere 3%. The yankees beat the brooklyn dodgers 4 games to 3 to win the world series—and dr. ferry porsche commissioned ernst fuhrmann to build a new high performance engine for his race cars. Fuhrmann's new 1500cc, typ 547 four-cylinder engine used four hirth overhead roller bearing camshafts to deliver considerably more power than the original vw-based mills.

This engine was first bolted to the factory’s open two-seater racers for the 1953 race campaign. Thus, the carrera engine was born and proudly named in honor of the grueling five-day, 1,934-mile carrera panamericana mexican road races that were held from 1950 to 1954. Factory-prepared porsches participated in the carrera panamericana road races with pushrod powered 550s to finish with a class victory in 1953.

For 1954, the fuhrmann four cam engine was installed in the new typ 550 spyder for the porsche werks’ endurance racing program. The result was a winning combination of engine and body design that became competitive on the international racing circuits of reims, nurburgring, le mans, and the carrera panamericana mexican road race.

Carrera engines were manufactured at stuttgart-zuffenhausen with 110 horsepower from 1.5 litres; and later the engine displacement was increased to 1.6 litres and produced 150 horsepower. Racing successes were achieved among the typ 550/718 spyders, typ 540 speedsters, and typ 356 coupes at major international events.

In 1961, the factory developed a 2-litre engine that was displayed to the public at the frankfurt international motor show in a newly designed typ 356 b gs/gt coupe, which was more aerodynamic than the previous a and b production models.

This racing model had a 1966cc carrera engine which featured twin ignition systems and a pair of solex carburetors. The 356b carrera gs/gt coupe cranked out 152 horsepower at 6200rpm with a top speed of 130 miles per hour.

Porsche continued to use the carrera 2 litre four cam engine (and later, a flat eight) to power their first ever fiberglass and ladder frame bodied sports racing car --the typ 904 gts. The new 904 gts, designed by ferdinand “butzi” porsche, became an immediate success for the werks’ fia gt racing class during 1964-1965 at reims, sebring and le mans. The 904 gts was also successful in international rallye competition.

In 1966, porsche debuted ferdinand piech’s designed typ 906, named the “carrera 6.” It became homologated for fia racing. The new carrera 6 employed an aerodynamic unstressed fiberglass body over a light weight tubular space frame chassis, with the flat-six carrera engine from 904/6 variants. The carrera 6 long tail would win the 1966 world sportscar championship and the 1966–1968 european hillclimb championships.

In 1973, the carrera name officially appeared on the last of the long-hood 911s with the carrera rs. The 2.7-litre carrera rs was a built as a limited production special to meet homologation rules for various racing organizations. It was available in several different versions including a lightweight sport (200 made) and a more street oriented touring version (1308 produced) as well as an even more limited production full race version—the rsr (less than 60 made.) The street legal carrera's 2.7 litre engine churned out 200 horsepower while having a top speed of 150 mph in street form. It was the first 911 to feature a small "ducktail" rear spoiler to help the rear of the car stay planted at these heady speeds.

That rear spoiler became a defining feature of the carrera, and by 1975, it grew an even larger tail, with an upturned rubber lip that protected the delicate fiberglass engine lid and gave a little more downforce. Displacement was bumped to 3.0 litres in 1974 with the change to the g-body, which unfortunately also gained the heavier 'impact bumpers'. In 1976, the carrera picked up a turbocharger and a new name: “turbo carrera.”

The turbo carrera was a beast; it tested out at 256 horsepower with a top speed of 155 miles per hour. The turbocharged engine was truly amazing, as the exhaust driven turbine wheel developed speeds of up to 90,000 rpm, pre-compressing air to a density of 11.4 psi. Of course, the fuel injection was commensurately modified to maintain the proper air and fuel ratio.

Stuttgart-zuffenhausen continued to promote the legendary carrera name for over five decades with the production of the following models:

Typ 911 carrera g-series …1974 to 1989 (1974-1976 carrera 2.7), (1978-1983 911 sc), (1984-1989 carrera 3.2)

Typ 924 carrera … (1980 gt), (1981 gts)

Typ 930 carrera … 1975 to 1989 g-series, (1975-1977 3.0 turbo h6), (1978 -1989 3.3 turbo h6)

Typ 964 carrera … 1989 to 1994 (carrera 4 / carrera 2, rs / rs america, targa, cabriolet models)

Typ 993 carrera … 1994 to 1998 (last of air-cooled engine. carrera s / carrera 4s / turbo / turbo s)

Typ 996 carrera … 1998 to 2006 (2002 996.2 introduced with targa and carrera 4s models)

Typ 980 carrera … (carrera gt) 2003 to 2006 (1,270 units built)

Typ 997 carrera … 2005 to 2012 (2005-2008 997.1, 2009-2012 997.2 becomes a facelifted version)

Typ 991 carrera … 2012 to 2019 (991.1 / 991.2 / t). Seventh generation with longer wheelbase, wider track.

Typ 992 carrera … 2019 to present. Eighth generation. (2021 introduced 992 gt3 / 2021 992 gt3 rs / t in 2023).

Carrera. A distinctive name and script representing porsche’s racing legacy…one of prestige and perfection…Driven by dreams.

*Lee raskin is an internationally recognized porsche 356/550 historian and an author of acclaimed photographic biographies.
Copyright lee raskin, 2025.

This year commemorates the 55th anniversary of the death of the most iconic and successful rock performers of the late 1960s – janis joplin, who tragically passed away on october 4, 1970. Amongst porsche enthusiasts, she is also known for her beloved 1964 porsche 356c cabriolet.

It was september of 1968. Janis joplin, lead singer of her big brother and the holding company rock band was in los angeles recording their songs. She drove past the estes-zipper vw and porsche dealership on wilshire boulevard in beverly hills and decided to take a test drive in a used 1964 porsche 356c cabriolet. She fell in love with the porsche and purchased it on the spot for $3500. It was painted the off-white dolphin grey with a black interior and had a black folding cabriolet top.

Janis decided to personalize her porsche, like james dean did with his 550 spyder; subsequently asking dave richards, a close friend and “roadie” with her band, to customize the 356 cab as a kaleidoscopic mural.

Richards transformed the porsche into what he called, ‘the history of the universe,’ a unique mobile work of art. The dramatic graphics depicting butterflies, jellyfish, a caricature of janis joplin with her band, along with her capricorn sign and the ancient third eye symbol. The porsche immediately became identified with the psychedelic queen, wherever she drove in la or in san francisco and especially to her performances.

After janis joplin’s untimely death in 1970, the porsche wound up with her former manager, albert grossman, who drove it for several years in new york until it became in disrepair. Joplin’s siblings took it back and had it repainted dolphin grey. Her brother michael noted, “Besides janis’ music and legacy, her porsche is the most visual and important piece of memorabilia that exists.”

During the 1990s the family decided to have the porsche repainted again as “the history of the universe,” and commissioned artists jana mitchell and amber owen to do the honors. Historic photos were used to recreate the psychedelic livery.

The porsche was then loaned for a long-term display at the rock and roll hall of fame and museum in cleveland.

“It seems like such an extension of her personality — beautiful and colorful and fun,” related a curator of the rock and roll hall of fame. “When i look at it, i see janis in it, with the top down, with her dog, george, in the back seat, driving around the haight. I really see it as an extension of janis.”

After two decades…having been viewed by over half-million visitors per year, the family decided to take the porsche out of the hall of fame museum.

In december 2015, the family consigned the porsche for a rm sotheby's auction to be held in new york city. Auction experts estimated the psychedelic porsche would fetch between $400,000 and $600,000. The iconic ’64 cabriolet proved them wrong, as the bidding went well beyond those values and was sold to an undisclosed buyer for $1.76 million. It set a new record for the highest price paid for a production 356 porsche model.

Today, janis joplin’s 1964 porsche cabriolet, vin 160371 remains one of the most iconic production 356 porsches owned by a celebrity…along with james dean’s 1955 porsche super 1500 speedster, vin 80126, and steve mcqueen’s 1958 porsche super 1600 speedster, vin 84855.

*Lee raskin is an internationally recognized porsche 356/550 historian and author of acclaimed photographic biographies.
Copyright lee raskin 2025