I've been interested in Air-Cooled vehicles my whole life, owning numerous air-cooled VWs and Porsches since the early seventies. I currently own a fully restored, hot rodded 1967 bug, and a 1997 993. I learned to mechanic on air-cooled engines and built and raced Porsche's and VWs. In 1972, my first Porsche was a 1965 356C which unfortunately was totaled in an accident (not my fault). I got another 356C which was in tough condition. Its' engine failed on Loveland Pass where I was driving to college. After realizing I would never be able to rebuild it on a college kid's budget, I sold it for a song and wouldn't see another air-cooled for nearly three decades. In 2000, I started looking for another 356 but found they were way beyond my budget. I did find a 912E on eBay and it was in Boise in 2006. I drove it and liked it, so I placed my bid and won the auction. My new 912E became a daily driver and was somewhat of an ugly duckling. The car initially was used by both my sons for a school and work vehicle. I drove it for fun and short tours. In 2009, the engine dropped a valve seat damaging a piston and head. After reviewing my repair options, I decided to rebuild the engine's top end. After disassembly, top side looked to be in tough condition, needing new heads, pistons and cylinders. I figured replacing half of the engine with new expensive parts and leaving the rest was an ill-advised practice and setting myself up for failure. In 2010, I went "all-in" and rebuilt the engine using a Jake Raby Enterprises spec'd design which optimized the L-Jetronics Fuel Injection System. Included were 96mm cylinders, Hoffman LE-180 heads, an updated valvetrain, original genuine German bearings, and a Raby special grind camshaft. The 2.1 liter engine is estimated to produce 125 hp with a redline at 6000rpm. Once the engine was complete, that left a transmission that didn't shift well. Although I had minimal prior experience with rebuilding transmissions, I decided to give it a try. I methodically disassembled and catalogued parts as I went. The build included upgrading all bearings, syncro's, and seals. Well, I figured you can’t have a new engine/transaxle in an ugly duckling, so the restoration of everything else started in earnest in 2010. I ended up repainting the car which required bodywork and some body parts procurement. The interior also required a complete restoration with new upholstery and carpeting. Sound deadening was applied to the entire interior. Popout rear windows were also retrofitted (a very rare Porsche option in 1976). The restoration effort was completed in 2012. Presently with 202K miIes, I drive the 912E daily and participate in SSPCA autocrosses. Turns out the 912E is well-suited to autocross especially if the suspension is set up correctly. Driving a 912E in an autocross is quite an experience; you can go “all out” driving the car to its absolute limits. There's something to be said for driving a slow car fast.