Peking To Paris Motor Challenge 2013 Build

July 19, 2012

The pre-run rally replay is at this link:

June 12, 2012

In this pre-run rally Brant reported that the car ran well. Stanley missed this event due to a commitment that came up, with Brants son John filling in as co-driver. They ran the second stage from Vancouver to Anchorage, finishing second overall and first in class for that stage. A full report will follow with photos.

June 5, 2012

Brant reports everything is working good on the car at this point in the Trans-America Rally. Remember, this is a pre-run rally for the Peking to Paris 2013 event. The only mishap at this point is a cracked windshield. Updates on the rally can be seen here.

May 27, 2012

These are the final photos of the interior, engine, and loaded for the trip. The next post will be a report on the outcome of the Canadian rally.

Image © "Along For The Ride"

Image © "Along For The Ride"

Image © "Along For The Ride"

Image © "Along For The Ride"

Image © "Along For The Ride"
May 19,2012

Aluminum rack without floorboards. The brackets on the left are for night driving lights.

Rack with removable floorboards that can be used for sand.

The rack weighs 70 lbs.

May 18, 2012

Four holes were cut through the roof for the rack.

These were made to weld onto the roll cage and fit through the roof.

Rubber seals were made to make it weather proof. The rack will bolt onto these.

May 12, 2012

175/70X15 Max Sport Tires.

Tires have 6-ply sideways.

May 9, 2012

A liner was put in to protect the fuel cell.

"Fuel Safe" cell installed.

Location of the fuel pump. An extra pump well be carried.

May 7, 2012

Seat belt location was moved.

Seat belt location was moved.

April 25, 2012

April 19, 2012

One of two rear tow points. Notice vented rotor. Image © "Along For The Ride"

Bracing added to torsion bar tube.

Bracing added to torsion bar tube.
April 18, 2012

Spacers for the front A-arms and one of two front tow points. Image © "Along For The Ride"

Spacers added. Image © "Along For The Ride"
April 15, 2012

The '69 diff flange on the left will be used rather than the '66 flange on the right. The '69 will take a larger and stronger CV joint. Image © "Along For The Ride"

The '69 flange on the right, was machined down to the same size as the '66, which now fits an early 901 diff. Axles are standard '69 911 units that fit with the modified '69 trailing arms.
Image © "Along For The Ride"

April 14, 2012

The stronger LWB trailing arm on top was modified to the same dimensions as the SWB arm on the bottom and to fit the SWB chassis. The other reason for this mod. is because the LWB trailing arm uses a sealed bearing for water and sand plus a larger CV joint.

Close look at the modification. Images © "Along For The Ride"

A small re-enforcement piece was welded in on the front strut. Image © "Along For The Ride"

April 13, 2012

To run the events in Europe, it was required to use a bolted in roll cage.
April 12, 2012

As the 911 sat as the project began. Image © "Along For The Ride"

April 9, 2012

Peking to Paris Motor Challenge 2013…An Adventure of a Lifetime

Some time ago while covering the 2010 Peking to Paris Rally on my blog, I forwarded a post to Stanley Gold, thinking he may have an interest. This ignited a fire for a car adventure of a lifetime. Stanley a well-known vintage car collector, enthusiast and vintage car racer started thinking, why not? He already had the perfect car to use in the rally, it just needed to be modified for this type of outing. He set his race mechanic, Brant Parsons, to work on the project, a Porsche 1965 911.

In preparation for that dream event, Stanley decided along with Brant, as the co-driver, that it may be advantageous for them to pre-run a rally closer to home. They set their sights on the Trans-America Rally scheduled for May 7-June 8, 2012. Work began on the car in earnest.

The Pre-Run event…

After deciding to do a complete pre-run check on the car prior to the Peking to Paris 2013 event; the car was finished and entered in the New York to Anchorage Rally. However, due to other commitments with events in Europe, it was decided to only run the last half of the North American event from Vancouver, May 29th to the finish in Alaska.

As Stanley and Brant fly to Vancouver for the start of the second leg, Brant’s father in law will be taking the race shop truck and trailer and delivering the car to Vancouver. He’s going to shadow them on public roads to the nightly stops at hotels. However the Rally will be on the logging roads of British Columbia and Alaska. When they finish at Anchorage, the car will be loaded back onto the trailer and brought back to San Diego. At that point, Brant and Stanley will be flying home from Anchorage and on to other events. In total, the second leg of this event is about 11 days. With the car being primarily prepared for the China 2013 Peking to Paris run, this will be a good break-in for the car, and its third pre-run after two trips to the desert just East of San Diego.

The Rally Build…The car they started with. October 2012-March 2013

hillclimbs, touring events and rallies doing quite well. It has run the LeMans Classic, Nurburgring, Tour Britannia, Tour EspanaHeurs Magny  Cours, Tour Auto and many major events. So, I guess you could call it a veteran.

The car details…

The suspension has been built keeping originality in mind, since they have to do an inspection called an FIVAFIVA consider period modifications within a period of eight or nine years from when a car was originally built so they mods were OK’ed. Porsche made a lot of changes to their suspensions and drive line over the years, so Stanley’s car basically has a ‘65 front suspension that’s been beefed up with Bilstein shocks, spacers and Turbo tie rods and a ‘69 rear suspension. Brant also had to fabricate spacers to lengthen the shocks all the way around to accept the distance that he raised the body. Ride height can be a problem for the Peking to Paris run, but Brant can go up a little bit more because of the suspension, but it is probably 3” higher than a standard 911. As it sets, they have about 8-1/2 to 9” of ground clearance, but some points hang down lower than others.

Brant then built a 2.0 litre low compression engine for the car. They were informed that the fuel quality in Mongolia and inside Russia is quite poor so he decided build an 8:1 compression engine ordering special pistons and using “E” cams and Weber carburetors, which makes it very torquey and powerful at the lower end, with less than desirable fuel efficiency. On the dyno it put out 150 hp. This is basically detuned from what they had in the car, which was around 200 hp. in race trim. A stock exhaust system was fitted, so they could have heat and defroster in the car for the trip through China. They will also be putting an upward pointing snorkel on the tailpipe when they cross the streams in Southern Russia. At this point they don’t know how deep they’re going to be, it depends on the annual rainfall. The China event will be in late May through June of 2013, so all bets are off in predicting the weather. Brant didn’t do a lot of modifications on the transmission because it was in pretty good shape. It does have a torque bias unit, and he did put in shorter gear ratios on top so it would work well in the sand, dirt, and off-road conditions. The first three gears are standard street ratios. He marked a redline on the tach of about 5,000 which is very conservative. Speed in the car at 5000rpm in 5th gear might hit 90mph. He feels that’s pretty fast to go with a car that is built like this.

Right now they have a fuel capacity of about 30 gallons with a reserve of 2 gallons. One twenty-seven gallon “Fuel  Safe”  tank in the trunk, (2) 2-1/2 gallon spare cans on a roof rack. Conservatively speaking he thinks they should get about 15 mpg that would give them a cruising range of about 450 miles. In China they say the longest they would have to go on what they carry themselves for fuel would be about 620 kilometers. This puts them close. 
Tires were another learning curve. Brant had to do a lot of research on the tires. They’re running off road tires and nobody in the United States makes a tire that would give him the clearance he wanted and not rub on the narrow smooth-sided fenders of a ’65, with its mini factory  flairs, so he contacted a company in the UK called Max Sport Tires. They make all the rally tires for the FIA International Rally Series. On their recommendation he got 175/70X15 Max Sport tires in a hard compound with 6-ply sidewalls which work very well on pavement and off-road conditions. The wheels are 6 x 15 stock Fuchs for strength.

The brakes were up-graded to vented rotors all around and '69 911 calipers were added, since they meet FIVA specifications. Then a larger master cylinder, going from the 19 to a 23 was installed. This was finished off with stainless steel brake lines all around. They’re using exclusively Motul products for lubrication of the gearbox, engine, and brake fluid.

Fully loaded with a full tank of fuel, the car weighs 2850 lbs. without the drivers. Original 1965 911 maximum loaded weight is 1400 kilos, which comes out to 2900 lbs. That’s with the lighter suspension, so he compared it with a 1984 and they are at almost 1600 kilos maximum weight which is 3400 lbs. They have better, stronger suspension than an 84, and they’re at 300-400 lbs. lighter than what the factory says max weight is for the ‘65, but they have the later style suspension as far as torsion bars and shocks, so they should be able to handle the extra weight.

Chassis reinforcements were made at rear torsion bar tube in eight places. In the front A-arm support bars were drilled out and new threads added for reinforcement. Skid plates were added front and rear. They’re going to be navigating by GPS in the Peking to Paris event, which will be quite difficult, so both Brant and Stanley will be heading across the pond to a special GPS Navigation school to learn how to navigate, and also get a chance to meet some of the other Peking to Paris teams.  Radio communication from Vancouver to Anchorage will be by cell phone, and in the China rally they’ll be using satellite phones.

A roof rack was fabricated by Skip Shirley in San Diego. They have to be totally self-contained for the China to Paris route, no follow along crew cars. The rack is made from aluminum; it weighs 70 lbs. which is extremely lightweight for its size. It has seven individual floorboards in it which they can remove and use as ramps for sand, which makes it a good thing. On the roof alone, they carry two spare wheels with tires, two spare fuel cans, two tents, a shovel, two sleeping bags and air mattresses, a large bag with lubricants oil/octane booster, and a large bag of tools. In the trunk there are tow ropes, extra rags, a full size floor jack, extra AN lines and fittings, and a spare battery. In the back seat area, the seat was taken out and Brant made an aluminum panel to box in the area for storage, he has eleven separate bags filled with spare parts, including a box with a spare clutch, one spare front shock, and one spare rear shock. The individual bags are labeled and they have a master sheet with all the spare parts separated according to category such as electrical, engine parts, transmission parts, etc. The most important bag of all has five rolls of toilet paper. They have also included a fire extinguisher and a first aid kit. Brant installed an air horn on the car so they could make the Yaks get out of the way.

For creature comforts, Brant had special padded seats made by Race Craft, a local off-road company. Thirty-five days bouncing around is hard on backs and spines. The car has a full roll cage built in and the previously mentioned roof rack is welded to the roll cage through holes cut in the roof.

These rallies are for 1973 and older cars. Brant says, “We’re going to run against  four or five other 911’s in the Canadian race and at least four 911’s in the Chinese race. There are a couple of British teams, a German team and an Italian team that we know have also entered cars and run against us”. Notice Brant calls it a race, not a rally…I’m sure they’re in it to win it. But, first the number one goal is to finish the 30 day 7,625 mile adventure.