The Porsche Entries
There were four Porsche entries in the Marathon
Car 10 entered by the Royal Green Jackets from Gt. Britain a Porsche 911T driven by G. Yannaghas and Lt. J.P. Dill
Car 55 entered by E.G. Hermann of Kenya a Porsche 911 driven by E.G. Hermann and H. Schuller.
Car 58 entered by S. Zasada from Poland a Porsche 911S driven by S. Zasada and M. Wachowski
Car 59 entered by Porsche Cars of Gt. Britain Ltd. a Porsche 911T driven by T. Hunter and J. Davenport
Car 58 driven by Sobieslaw Zasada
Results of the Porsche entries:
Car 10 Royal Green Jackets Gt. Britain Porsche 911T G. Yannaghas and Lt. J.P. Dill retired at Brachina (Australia).
Car 55 E.G. Hermann's Porsche 911 from Germany E.G. Hermann and H. Schuller, finished 15th (the best private entry).
Car 58 S. Zasada from Poland Porsche 911S S. Zasada and M. Wachowski, finished 4th.
Car 59 Porsche Cars of Gt. Britain Ltd. Porsche 911T T. Hunter and J. Davenport, retired at Kabul (Afghanistan).
Car 55 E.G. Hermann's Porsche 911 just after the start.
Photo courtesy Alan Sawyer
The suits of the Porsche Team had veins and arteries through which refrigerated water circulated to beat the heat. The water came from tubes connected to a small refrigeration unit carried in each car. Porsche first experimented with the suits, based on those used by astronauts, at the 1968 Sebring 12 hour sports race in the United States when cockpit temperatures climbed as high as 140 degrees F. The suits were worn under normal Dunlop racing overalls and as well as keeping the drivers cool, were also fireproof.
Alan Sawyer.
Zasada was the fastest across the Australian Alps
Photo courtesy David McKay and John Smailes
Now only a 36 mile special stage and a 110 mile transport stage were left to decide the winner of the world's greatest motoring event. Spectators who lined the night-time special stages through the Alps were treated to a unique display of high speed competition driving by the world's best rallyists at their most desperate. Some of the individual efforts through the three special stages to Numeralla were outstanding, calling for superhuman effort.
Organisers allowed competitors one hour exactly to cover the 50 mile stage through bumpy, winding forest country from Edi to Brookside. Interspersed with two passage controls at Carboor Upper and Dandongadale, the section was impossible to clean sheet - and in fact nobody made it on time. But that wasn't for lack of trying.
The brawny Pole Zasada pushed his Porsche through to record the fastest time - a fantastic loss of only one minute. Zasada had had bad luck in Asia. After playing it cool on the Sivas-Erzincan run where he dropped 28 points, he blew a tyre on the Lataban Pass. Despite driving for six miles on the canvas and rim, he lost only twelve points on the section. On the run across Western Australia he had calculated his loss of points to keep his car in one piece and himself well in the running.
But things did not go to plan. The fantastic service facilities and just plain luck had left too many of the front runners in the event. When Zasada reached the Australian Alps, he was down 56 points and lying in ninth place. Now it was time to GO....
The six cylinder, five speed Porsche, stripped of its spare tyres, tools and luggage, set up a reverberating howl as it sped through the forest - its own country. The mighty Pole spun the wheel backwards and forwards in a fantastic display of tail out, oversteer motoring. When Zasada reached Brookside, he was still in ninth place, but he had caught up seven points on Bruce Hodgson. He was only six behind.
Then came the Big Badja, a naturally rocky road down which cars had been known to gain speed... despite having their brakes on. The Badja was part of a 100 mile dash across the roof of Australia - and only one hour and 55 minutes was allowed.
Now Zasada was really steaming. With a loss of only four points on the section, he was sitting on 61 points in eighth place.
The Hindmarsh Station section was even too tough for the Mighty Zasada. The big Pole dropped only two points, but this was one point short of his objective. After his relentless pursuit of Ian Vaughan over the Alps, he had to settle for fourth place, only one point behind third placegetter Ian Vaughan in car 24 Ford Falcon GT.
Who else but Zasada could have moved from ninth to finish in fourth place in such company.
John Smailes
Car 58 S. Zasada from Poland Porsche 911S. S. Zasada and M. Wachowski, finished in 4th. place.
Photos courtesy autopics.com
The Porsche 911 - 1963-1968
In 1967, the 911 model remained unchanged, but was joined by the 911 S.
By 1968, more options were added to the Porsche - like a sunroof and the Sportomatic gearbox. This gearbox was like a normal 4 speed transmission, except there was no clutch pedal. The clutch was controlled by two micro-switches at the base of the shifter. All the driver had to do was touch the shift knob, and the transmission would go into neutral, awaiting the next gear to be selected.
The 1991cc flat-six engine was air-cooled. It's 2-litre capacity was the same as its predecessor. The six-cylinder engine was chosen over the four to allow more room for growth and improvement in the future. Two Solex carburettors aided in the 130 horsepower output and was capable of 130 mph top speed.
The Porsche 911 S - 1967-1977
The 911S (Super) appeared in the model lineup in 1967. The 911S had the same engine displacement as the regular 911, except it output 160 horsepower, instead of 130. The engine code for the 1967 and 68 911S was "2000S" as opposed to "2000" for the base 911. Top speed was up to 140 mph. The 911S used a Weber carburettor instead of the Solex of the regular 911. Compression ratio was 9.8:1.
The 1967 911S production run was only 1,162 models, so it's a fairly rare car. With 1968 came other new addition, such as a glass rear window for the Targa, and vented brake discs on all 4 wheels. Also new were ventilation slots on the Targa's roll bar.
In 1966 the 911S was introduced as a better equipped and more powerful version of the standard 911. It featured engine modifications that resulted in 30 extra horsepower. The chassis was modified and bigger brakes were installed. An extra 5 pounds was saved from each corner of the car by using Fuch alloy wheels.
The Porsche 911T - 1968-1973
The 911T was added to the line up in 1968 as the "Touring" form of the 911. The 911T had the 2.0 litre engine, but with only 110 horsepower. The T was the "base" model, costing 10% less that its more powerful brother, the 911S.
To increase sales, the 911T was added to the line-up in 1967. This version had a de-tuned six-cylinder engine and produced 110 horsepower.
Photo courtesy Alan Sawyer
Interior of car 10 Porsche 911, T G. Yannaghas and Lt. J.P. Dill
Photo courtesy Brian Lemon
Car 10 Royal Green Jackets Gt. Britain Porsche 911T, G. Yannaghas and Lt. J.P. Dill
Photo courtesy Brian Lemon
Car 10 Royal Green Jackets Gt. Britain Porsche 911T, G. Yannaghas
Photo courtesy Brian Lemon
Car 58 Porsche 911S, Sobieslaw Zasada and M. Wachowski, at Gloucester Park in Perth WA.
Photo courtesy Brian Lemon
Rear view of Car 10 entered by the Royal Green Jackets from Gt. Britain Porsche 911T driven by G. Yannaghas and Lt. J.P. Dill
Photo courtesy Brian Lemon
Car 58 Sobieslaw Zasada leaving Southern Cross WA
Photo courtesy Brian Lemon
Sobieslaw Zasada, Southern Cross WA
Photo courtesy Brian Lemon
DER SCHNELLE REISEWAGEN
The tale of the fastest car across Australia in the London-Sydney Marathon - the Zasada Porsche
Fastest car across Australia on the London-Sydney rally was the factory prepared Porsche rally car of Sobieslaw Zasada.
Far from its native snows and alpine passes, it scudded across dusty, hot Australia looking for all the world like a flying trampoline with its anti-wildlife equipment.
It all began for Zasada a couple of months before the rally when his survey car was wrecked by the meanderings of kangaroos.
Determined to avoid a similar fate on the Marathon, he barricaded the vehicle spectularly. So neatly was the pipe protection arranged, it doubled as an internal roll bar. The car could have somersaulted and continued unhurt.
The structure - which bolted through the roof to another roll cage bolted to the chassis etc. - was used to carry an exhaust extension for water crossings (not used) and spares on a roof rack system (hardly used).
Zasada is a formidable rally driver and strategically left his run in the event until the final night when the Porsche's mountain ability could come to grips with Australia's hilly rally country.
He went well too, pulling from seventh to fourth in the run across the continent.
But the most surprising thing was the condition of the car at the finish. There was practically nothing wrong.
A slightly soft shock absorber was the only thing we picked on a demonstration run. It started at the first turn of the key, sounding as crisp as a fresh roll with its sports muffler and went very, very fast.
Basically a 911S, the car was detuned for the miserable petrol it encountered and was geared down for rally work, dropping its top speed from 140 to 115 mph.
The five speed gearbox was in great shape with all five available with a single push of the lever at any speed.
Handling of the car was odd on the Dunlop SP M & S tyres and roadholding was reduced. But it still clung better than many standard sedans.
Of course, the Porsche wasn't very standard inside. No rally car is. There were knobs for the four extra lights, air or electric horns, a special engine sprinkler fire extinguisher actuated from the cabin, another fire extinguisher, plastic windows and acres of matt black light weight trim.
The speedometer drive worked the Halda distance computer, above which was a pair of Heuer Monte Carlo timers.
Rally cars for long distance events usually make marvellous road cars - once the rally tyres and protection are removed - for they are built for comfort.
The Porsche was no exception. The seats were very comfortable and had that body hugging on corners.
The new price on one of these beasts boggles the mind - but for those interested in joining the sharks at the next finish, one of these cars was sold with a room full of spares for $4,000 in Sydney.
But you'll have to get in line behind us, though.
Australian Motor Manual - March 1969
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Car 55 Porsche 911 driven by E.G. Hermann and H. Schuller from Kenya
Photo courtesy Daily Express Magazine
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The Ladies I How They Finished I BMC I Ford I Holden I Other Marques I Site Map I Memorabilia I Credits/About Us I Links
Car 10 of Yannaghas and Dill leaving Teheran
Photo courtesy Jon Mauleon
One of the Factory Prepared Porsche's prior to the Marathon
Photo courtesy Jon Mauleon
