Sold from 1948 through 1965, the Porsche 356 was Porsche’s first production automobile. Although many think of the Porsche 64 as being the first automobile produced by the German company, the 64 was never mass-produced. It was only an operable concept car and testing platform for the company’s design ideas. The 364, created by Ferdinand Porsche and his son Ferry Porsche, was designed by Erwin Komenda. Its engine features were derived from the Volkswagen Beetle, which was also designed by the senior Mr. Porsche.

Initially the models available were a coupe, cabriolet (luxury convertible) and a roadster (a stripped down convertible). The Porsche 356 underwent several changes before being withdrawn in 1965. The most sought-after variants of the car were the 356 "Carrera" (which often sold for over $150,000), the "Super 90" and the famous "Speedster". The original selling price for a Porsche was around $4,000 in the 1950s.

It was in 1954 that Max Hoffman, the only importer of Porsches into United States, told Porsche that he needed a lower cost, racier version of the 356 to entice the American driver. To this end the company created the 356 "Speedster". It became a instant hit, featuring a low, raked windshield (easily removable for weekend racing), bucket seats, and minimal folding top. Today this car is still widely coveted and premium examples of the model have sold for over $100,000. It has also been used in several films, including "48 Hours", its sequel — "Another 48 Hours", and "Top Gun". The production of Speedster peaked at 1,171 cars in 1957. It was replaced 1959 by the Convertible D model. This model featured a taller, more practical windshield, glass side windows, and more comfortable seats.

Even as the mechanical side of the Porsche improved year after year, the basic shape of Porsche 356 remained the same and was easily recognized. The last 356B Roadster was built in early 1963, but the coupe and cabriolet models were produced every year up to 1965. The final model built was the 356C, featuring disc brakes and the most powerful pushrod engine Porsche so far: the 95HP "SC".

Porsche 356 production peaked at 14,151 cars in 1965, the same year that Porsche introduced the 911. The company continued to sell the 356C in North America through the end of 1965 as a lower-cost option to the higher-performance 911. When the customers continued to complain about the high the price of the 911, which was almost twice the price of the 356, Porsche started producing the 912. This car utilized the 356 engine and was sold between 1965 and 1969.

56 years after the beginning of its production, Sports Car International named the 356C as number ten on its list of Top Sports cars of the 60’s. Having stood the test of time, the 356 is a well respected and coveted car among collectors today. Thousands of 356 owners worldwide maintain the tradition, preserving their cars and through them the legacy of Porsche engineering excellence.

Lifts are used to raise a vehicle on a stable platform, allowing automotive mechanics unrestricted access to inspect and repair the underbelly, transmission and wheels of the vehicle. Multiple vehicle lifts are standard equipment in most auto repair shops. In addition, some automobile enthusiasts install lifts in their homes for vehicle storage.

Prior to 1920, only service pits were available for repairing and doing preventive maintenance on the undersides of vehicles. The hydraulic auto lift was invented in the 1920’s to reduce the time and equipment needed to hoist vehicles off the ground. Depending on the design used, .today’s vehicle lifts can raise up to 50,000 pounds and can cost between $9,000 and $45,000. Installation not included.

In the beginning, there were no industry standards and vehicle lifts varied in design and construction. After World War II, there were only fifteen auto lift manufacturers in the United States. They recognized the need to develop standards to guide the industry. In 1947, the U.S. government issued its first set of standards. The Occupational Safety and Health Administration developed its own regulations in 1974.

Today, there are three major manufacturers of heavy lifts: Mohawk Resources Ltd. of Amsterdam, NY; Advantage Lift Systems based in San Diego, CA; and Rotary Lift in Madison, IN. Electric controls for lifts are standard, and lift features vary according to price and model. They vary depending on where they make contact with the vehicle, usually the axles, frame or wheels. They include single-, two-, four-post, and scissors lifts. The single- and two-post lifts are ideal for small trucks and cars. The four-post auto lift is used for most commercial and transit vehicles. The scissors lift saves space by having the posts in the middle of the lift, operating like an open pair of scissors.

Over the years, the structure of the automobile body has changed. Vehicles previously built onto underbody frames are now being constructed into frameless or unibody styles. Lifts have evolved to better handle the structure of newer vehicles. Rotary, for example, has developed the three stage lift. It has three telescoping sections, giving it a greater range of extension and retraction than other lifts. As a result, it can reach a broader range of vehicle pick-up points. It has become the preferred lift of many vehicle manufacturers, including Honda, Volkswagen and Audi.

Despite changes in the design of lifts over the years, many injuries and accidents occur annually. This is usually due to human error rather than any flaw in the lift design. The most simple things often lead to disaster. Auto mechanics sometimes fail to keep the lift area free of debris, grease/oil and obstructions. Not paying close attention when working around the lifts or allowing untrained individuals to use them are two more potential problems. Some forget to wear the right safety gear, including goggles, a hard hat, and steel toed boots.

Proper use and maintenance of the equipment is essential. Blocking or overriding the controls is dangerous. The manufacturer’s rated capacity is shown on the nameplate affixed to lift. Despite this, some mechanics use the lift to hoist vehicles that exceed the weight limit.

An ounce of prevention is better than a pound of cure. Mistakes made before the vehicle is lifted are accidents waiting to happen. The lift arms must be properly positioned before the vehicle is raised. If the center of gravity of the car is not on the center of the lift, cars may tip off. With some vehicles, removing or installing items may cause a critical shift in the vehicle’s center of gravity and result in instability. Mechanics should always refer to the lift manufacturer’s recommendations. If there is not ample overhead clearance space, the vehicle may be crushed. Mistakes also occur when the transmission is not in neutral, doors are not securely closed or the ignition is not turned off. Some repairmen fail to lock the lift into place before going under it. Others raise the car while someone is inside the vehicle.

Numerous accidents occur during the lifting process. The vehicle should be loaded on a lift carefully. Mechanics should ensure that the lift supports are in contact with the manufacturer’s recommended lifting points. When a secure contact is made, the lift can be raised to the desired working height. If work will be done under the vehicle, the lift should be raised high enough for its locking device to be engaged.

Before lowering a lift, the mechanic should ensure that everything is removed from under the vehicle. Locking devices should be disengaged before the lift is lowered.

According to a new survey by JD Power and Associates, approximately one third of consumers in the United States consider fuel economy to be a key factor when purchasing a new car. With fuel economy, dependence on foreign oil, pollution, and global warming weighing heavy on the minds of so many people recently, it may be a surprise to learn that in 1992, General Motors actually produced a vehicle that achieved 100 miles per gallon (MPG).

In order to get a better idea of what General Motors has been doing for the last 25 years, it is important to first learn about another amazing vehicle: The GM TPC. The TPC (which stands for “Two Person Commuter”) was able to obtain 75 miles-per-gallon. It weighed approximately 1000 pounds and resembled a Geo Metro. GM abandoned the project vehicle, which contained a frugal 3-cylinder engine, when they needed to add another 200 pounds of reinforcement. This unfortunate turn of events can be blamed on GM’s need to comply with America’s then lax safety laws.

While the existence of such a vehicle may be shocking to some, what is even more shocking is the existence of other prototypes made by General Motors that met the same demise. These vehicles included the GM Lean Machine (80 MPG) in 1982, along with a number of other fuel efficient vehicles like the GM Aero-X, the GM Aero 2000, and the finally the GM Ultralite (which had achieved 100 miles-per-gallon). While Honda was leading the world with the Civic VX in 1992 (achieving 50 miles-per-gallon) the USA- owned General Motors was producing 100 MPG vehicles behind the scenes, all the while selling 20 MPG vehicles to the public.

100 miles per gallon is not only obtainable, but it already has been obtained.

One obvious question must be asked. Why are these high gas mileage vehicles not available for sale? Why do companies like General Motors, Honda, Toyota, and Ford continue to sell 30 MPG vehicles when something so much better was made before? The answer to that question is, of course, a complex one. Market analyses, surveys, polls, government regulations, and other red tape held back efficiency.

The short answer to this question is simple: While the U.S. continues to sell its traditional vehicles, other vehicles are being bought and sold far from America, by the same companies.

Vehicles that can attain over 70 miles per gallon have been sold in Europe and Japan for many years. Recently, Volkswagen produced a vehicle called the “Lupo” that is a perfect example. This vehicle, which achieves 78 miles per gallon, likely will never be sold in the USA. For the 2007 model year, Honda has introduced the Fit to the US Market (known in other parts of the world as the “Jazz”). In Japan, the Jazz comes standard with a smaller engine and a few fresh ideas to help boost fuel economy. In the USA, the Fit doesn’t have the smaller engine and isn’t even an option.

Americans have always loved big cars, or at least that’s what they tell us. They, of course, are the auto manufacturers. This has nothing to do with conspiracy theories and everything to do with economics. When General Motors sells a giant truck or SUV, they make a lot of money. When they sell a small two-person commuter, they make next-to-nothing. As a consequence of this realization, all that was needed have been broadcasts of a few finely focused commercials to the citizens of the richest country in the world. Manufacturers have persuaded the citizenry that they absolutely need these “Tanks on Wheels”. Profits skyrocket. To remind Americans that there are no options, merely look at the fact that the options heave never been presented.

General Motors had the chance to be the world leader in fuel economy, which it turned down to be the world leader in SUVs. GM is not alone, as every other auto manufacturer has produced similar vehicles over the last 25 years and denied the U.S. access to them.

Americans should not only ask how they can get better gas mileage, but most importantly ask why they have never been given that option in the first place. In a world where wars are waged over oil, more options should be offered to a concerned public. Perhaps blowing the dust off of 25 year old blue prints is a good place to start.

Ferdinand Porsche was an automobile engineer with more than a thousand patents to his name, and played an important role in the development of airplanes and the construction of tanks for the Wehrmacht as well. In the 1920s he was appointed chief engineer at Mercedes-Benz in Stuttgart and later set up his own engineering workshop. There he designed, among other things, the Volkswagen. He acted as chief of operations at the plant where the Volkswagen was made, Wolfsburg, and at the end of the war he was interned by the Allies.

He was released a few years later and immediately went to work building his first car with his son, Ferry Porsche. This car was named the Porsche 356, after Ferry, and was a sports car with styling reminiscent of the Volkswagen. In fact it had the same four-cylinder boxer engine, and wore it rear-mounted, just as the VW did. This meant that it was far from being a powerful sports car, boasting a mere 40 bhp and a maximum speed of 87 mph (140 km/h). Distinguished by its elegant and innovative body, the Porsche 356 was first produced as a convertible and then as a hard top. Father and son developed it in the workshop of Erwin Komenda, a master of restrained streamlining who had been in charge of sheet metal and design techniques for Ferdinand Porsche since the VW Beetle. This new style of closed coupe designed by Komenda soon became the embodiment of the sports car, due in part to its "fastback".

Erwin Komenda and Ferdinand "Butzi" Porsche, the founder’s grandson, continued this tradition with the 911.

The 911 became instantly recognizable: it had an attractive sloping bonnet reminiscent of the 356, what later became characterized as "frog eye" headlights, curves running from the top edge of the windscreen to the rear bumper, and a straight waistline. From a functional and technical point of view it shared more in common with a BMW 1500, but it retained the distinctive stylistic features of the original Porsche. The new 911 became the keystone of Porsche’s identity, even though the design was not always fully appreciated. During the 1970’s and 1980’s, many Porsche designers attempted to distance Porsche from its legendary design and nearly brought the company to the edge of disaster. The more modern 924 model, "a people’s Porsche", developed with Volkswagen, as well as the 928 fell short fulfilling expectations, and failed to allow the company to branch out in new directions and styles.

However, in the 1990’s the company seemed to realize that what some perceived as a stylistic straitjacket was in fact a market advantage. During this period Porsche embraced the timeless nature of classic styling to become highly profitable. Nearly forty people now worked in the design department solely dedicated to further improvement of the long running 911. Such developments included the 911 GTI, put forward by the in-house designer Anthony R. Hatter as a powerful combination of sports and racing car. In 1999, Porsche’s chief designer proudly unveiled the new Boxster, enabling Porsche to establish a second independent range of successful models.

You’ve had enough of rising gas prices and it’s just about time to trade your old car in anyway. So you’re thinking about getting a biodiesel car, hoping that it will take some of the pressure off your pocketbook. Well, we have good news for you. Not only will a biodiesel vehicle save you money, but it will also help you take better care of the environment – with 78% lower emissions than a standard vehicle running petroleum-based fuel. But where do you get a biodiesel car, you wonder? Well, hold on to your driver’s license because the good news continues. Any diesel car is already a biodiesel car. Nothing has to be done to the vehicle at all except fill the tank with biodiesel fuel instead of regular diesel.

The first American company to release a “biodiesel car”, specifically designed to run best on B5 or 5% biodiesel, 95% conventional, petroleum-based diesel, was Chrysler with their 2005 Jeep Liberty. The other “blends” of biodiesel fuel you’ll most commonly find are B20 (20% biodiesel, 80% diesel) and B100 (100% biodiesel), though it’s possible to make any mixture spanning the gamut. Interestingly enough, both B20 and B100 get the same great mileage, though the cost is slightly less for B20. The fuel emissions, harmful to both humans and our environment, however, are much lower in B100 than in B20 or any other blends, for that matter.

Showing outstanding support for the biodiesel car revolution (so to speak) Volkswagen, maker of many fine diesel vehicles (like the Beetle, Jetta, Touareg, and Golf TDIs – that’s for Turbo Diesel Injection), says that they will not void the warranty on your vehicle simply because you poured biodiesel fuel into the tank instead of conventional diesel. That’s more than most auto manufacturers can say, but it takes no psychic to predict that they’ll have to catch on sometime, adopting that or a similar stance if they are to keep their diesel businesses alive.

Now, the biodiesel car isn’t the only vehicle being redesigned to support and encourage use of the alternative fuel. Look at John Deere, who has plans to start shipping out all of its combines and tractors already filled with B2 (2% biodiesel, 98% diesel) blend. The Maltby Company is another, using 18,000 gallons of biodiesel fuel in their dump trucks, bulldozers, and other equipment for moving earth.

According to the National Biodiesel Board the single, largest consumers of biodiesel are fleets that are fueled at a central location, such as: city fleets, bus systems, military bases, school districts, and national parks. Part of the reason why could be the 1992 Energy Policy Act which mandates that state and federal fleets purchase vehicles that run on alternative fuels, such as the biodiesel car.

According to he U.S. DOE (Department of Energy), biodiesel fuel can potentially replace as much as 10% of the country’s conventional (petroleum-based) diesel diesel supply. No wonder so many service stations around the nation aren’t starting to offer fill-ups to the biodiesel vehicle. The Great Lake states seem to have the most biodiesel fill-up stations, with the East Coast, the Carolinas, and Tennesse following close behind. California and Texas have their fair share and, from there, every state in the U.S., barring Alaska and West Virginia, has at least one establishment where a biodiesel car can get its tank filled.

Have you boosted your engines performance, what about those brakes? So many people love to pump up that power and neglect those stoppers.

While most VW/Audi vehicles come with adequate braking systems for everyday driving, they are not equipped to respond to hard street/track or sport driving. Here at BBM we feel that performance braking is vital to the balance and safety of any car. Stock braking systems do not have the thermal capacity to handle the high energy transfer rates that hard driving generates. Under severe conditions you want your braking system to transfer the heat thoroughly and efficiently with components properly matched to your style of driving.

BBM has a huge inventory of performance braking accessories in stock and ready to be installed on most every VW/Audi application. Whether you are a local customer who needs new brake pads installed or a VW/Audi enthusiast on the East Coast looking for a good deal on BBM StopTech Brakes, we offer solutions at an excellent value. Be sure to balance your car out and stay safe by utilizing BBM performance and BIG brake products!

Who is BBM?

Bahn Brenner Motorsport (BBM) is a dedicated VW/Audi high performance tuning company. We strive to engineer, manufacture and represent only the best products available for the Volkswagen and Audi community. We also try to stay current and educated to bring you the best information and tech support we can. Our fully equipped manufacturing facility and highly skilled staff gives you a complete source under one roof for most all of your needs. Whether you are looking to get your factory computer chip upgraded, supercharge your engine or upgrade your brakes you have come to the right place.

The story of Porsche could begin in 1950 with the introduction of the Porsche 356 to the United States by Max Hoffman. It could begin in 1948, when the first auto bearing the name of Porsche came out. However, to get a real grip on the heritage of Porsche, you must go back as far as 1875. In September of that year, Ferdinand Porsche was born in the bohemian village of Haffersdorf.

Ferdinand Porsche showed indications of his technical genius at the age of 18 when he wired the family home for electricity. His only formal education was received when he was a part-time engineering student in Vienna, although the title Doctor is often appended to his name. By the time he was 25, Porsche had gone into automotive design. The Viennese firm of Loyner & Co. accepted his first car design. Over the next twenty years, he successfully associated himself with every major car manufacturer in Germany, and he designed about a dozen of the most technically important automobiles in history at the same time.

When he worked for Mercedes-Benz, he helped to create the SSK series, while for NSU, he designed the Auto Union Wandered and the Type 32, which as an ancestor of the Volkswagen Beetle. His disagreements with Mercedes-Benz over the companys engineering policies prompted him to establish his own engineering group, which became Porsche A.G. He collected a premier group of engineers to work under the name of Doctor of Engineering Ferdinand Porsche, Inc. Construction Facility for Land, Air, and Sea Transportation in Stuttgart. His son, Ferry, was one of his employees, and his major interest was in sport and racing cars.

The elder Porsche and his engineers were busy. They developed for Steyr, a luxury sedan in Austria, but this vehicle did not make it out of the prototype stage. They also worked for Auto Union, which is now Audi, the firm that created the Front, the first front-drive economy car in the world. They also created the mid-engine Grand Prix cars and supercharged V-12 and V-16 engines. These, along with the racers from Mercedes-Benz, dominated European auto racetracks for almost ten years.

The company created its most well-known designs for NSU and Zundapp. Prototypes were characterized by Porsches torsion-bar suspension and rear-mounted engine. Neither of the firms manufactured the designs, so Porsche sold the idea to the German government. He then provided the oversight on the construction of a plant in Wolfsburg to build the design. He called it the Type 60, but the world knows it as the Volkswagen Beetle.

After World War II, the Porsche Company began to create the vehicles that now bear the name of Porsche. Almost one hundred years later, Porsche became the marque, and the family that developed the unique and lasting contributions to automotive design and engineering has gone down in history.

Who is Fast Freddie and why is he causing such a commotion at Volkswagen? Fast Freddie is actually Volkswagen salesperson and GTI enthusiast, Ken Nix. Nix’s new Website, myfastgti.com caused quite a stir lately at Volkswagen.

According to Volkswagen’s press conference, Nix debuted a Website about the GTI and the little creature called a “Fast” just 3 days after their site. Volkswagen said this was a little embarrassing because it took them weeks to design and build a site and along comes an enthusiast and he does it in just 3 days. This doesn’t seem to surprise Volkswagen, as VW enthusiasts are known to be fanatical about their vehicles and their VW clubs.

So, what is a “Fast”? Well according to Volkswagen it is a little creature that lives in every one of us, thirsting for speed. Speed to a Fast is as water is to a fish. He has to have it. Each person who purchases a new 2006 GTI will receive a “Fast” to live in his or her GTI.

It seems the Fast also lives on eBay with the little GTI icon easily maintaining bids over the $300.00 mark. The GTI allows its owners to “make friends with their fast”. So how does the fast tie into Nix’s Website?

My Fast GTI is actually an online community for MKV GTI enthusiasts, but what is so unique, is that Nix wants to know what makes your fast tick. What does your fast drink? What does it crave? How does it get you into trouble? Nix hopes to use this information to tell Volkswagen exactly what the GTI enthusiasts crave.

You can also find Exclusive GTI video, images, a place to show off your GTI on the net and of course the latest Volkswagen GTI commercials at myfastgti.com. Have you seen them? Now, I wouldn’t advise telling your girlfriend to stop yapping so you can hear the GTI’s engine, but the commercials have sent a wave of enthusiasm across the country selling GTI’s as fast as, well, little black Fast icons on eBay. [PRWEB]

tagTRAX: volkswagen gti | ebay | nix | vw enthusiasts

Hybrids increase fuel efficiency by capturing the energy normally lost to friction braking and storing it in a battery for later use when driving power is again required. The VW Touran Hymotion has high-torque electric motor that draws its power from a fuel cell and is absolutely emission free. [PRWEB Jun 10, 2005]

It has Volkswagen’s unique electronically controlled Haldex coupling in the rear axle differential. Safety features include equipped with an advanced side-impact safety system called Side Curtain Protection™, an airbag supplemental restraint system to protect heads and upper torsos from injury. VW R32 also offers front and side airbag supplemental restraints; front integrated head rests and three-point safety belts in all seating positions, with front seatbelt pre-tensioners and shoulder height adjustment; and the LATCH (Lower Anchors and Tethers for Children) system in the rear outboard seating positions for installation of child seats.Like the superior parts that goes into every Volkswagen car, Parts Train maintain the tradition of bringing in only highest quality VW Parts from fuel tanks, mirrors, suspension, body panels, fog lights, radiator support, electrical parts, lights, windshields and more. [PRWEB May 15, 2005]