Porsche Report July - September 2014 by Composite Colour

PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Volume 39 Number 3, July-September 2014

IROC - Back to The Future

Plus

911 Turbo turns 40 P o rsche C lub o f So uth A ustralia AG M L eipz ig , Wha t’s a Leipzig?

www.pcsa.asn.au

July - September 2014

12 TROPHIES, 56 GOLD MEDALS, 63 SILVER MEDALS, ONE STUNNING VINEYARD...

…AND AN AWARD WINNING VENUE FOR CORPORATE FUNCTIONS, WEDDINGS, SUNDAY TAPAS, FOUR STAR ACCOMMODATION AND MORE.

CONTACT (08)8388-9694 · WINE@LONGVIEWSA.COM.AU · LONGVIEWVINEYARD.COM.AU REPORT

PORSCHE

PORSCHE t r o p e R

contents 3 Editorial

P o r s c h e 9 1 1 Tu r b o Te s t e d

P r e s i d e n t ’s R e p o r t

The Inside Line With Mike Almond

Te l l m e a s t o r y

Supersprint 1, Raw & Uncut

Calendar of Events

C o l l i n g ro v e H i l l c l i m b - J u l y

Porsche News

P h i l l i p I s l a n d – We t a n d W i l d

Porsche Club of SA AGM

Time Attack Sprint

PCSA Drivers Championship

W h a t ’s i n a n a m e ?

Overall Drivers Championship 2013/14

The Leipzig Experience

PCSA Supersprint Championship 2013/14

A Date With The Mountain

PCSA Motorkhana Championship 2013/14

C o l o u r C o d e B re a k e r

PCSA Hillclimb Championship 2013/14

Foggy Dew Run

IROC Race series for next year

M a y l a n d s H o t e l - A N i g h t o f Tre a t s

I R O C B a c k t o T h e F u t u re

The Maid Hotel Dinner

C l a s s i c O u t b a c k Tr i a l

PCSA Roll of Honour

4 0 t h A n n i v e r s a r y o f t h e P o r s c h e 9 1 1 Tu r b o

T h e L a s t Wo rd

1 9 7 8 P o r s c h e 9 3 0 Tu r b o R e v i s i t e d

A E M – A d e l a i d e E x c l u s i v e M e c h a n i c a l

21.

M a r k P o o l e M o t o r s p o r t

21. B u i k s M o t o r w o r k s

34.

M a x i m ’s a n d R i s i n g S u n R e s t a u r a n t s

64.

C a f a s s o M o t o r B o d y R e p a i r s

3 4 .

N o r b a r

60.

Character Roofing

BC.

N o r t h Te r r a c e Ty re s

16 Copyworld

60.

Pacific Marine

C ro s b y D a l w o o d

P o r s c h e C e n t re A d e l a i d e

C u t l e r B r a n d s

IBC. S h a n n o n s

63.

D a v i d B u r re l l a n d C o

42. W i l l s h i re

our supporters 30.

13. Dunlop

13. Yo k o h a m a

15. H i s t o r i c P l a t e s IFC. L o n g v i e w

July - September 2014

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PORSCHE

REPORT

editor’s report

It has been an interesting quarter with Supersprints, Hillclimbs, a club run and a dinner all finally topped off by our AGM on Friday 26th. Something for everyone really and this diversity of activities is surely one of the great hallmarks of this club. Yours truly has been re-elected to position of editor for 2014/15 which I am quite pleased about. The other thing I am very pleased about is the great response I have had to the magazine, especially of late (must be doing something right.) It is you the members who make the magazine but it helps drive me knowing that so many of you appreciate and enjoy your quarterly fix of local and international Porsche news. I have plenty of ideas up my sleeve for future issues, some you will like, some you may not, but they are coming anyway so brace yourself (I think the power is starting to go to my head.) By the way, I generally have a few back issues here at home if you are interested. If there was a particular issue you missed, or you would just like an additional copy, they can be yours for a mere $10.00 each. Last month I gave you the opportunity to “Tell me a story” with the lure of a Porsche DVD to get your creative juices flowing. I had some great stories submitted but unfortunately there can be only one winner, and that is Marty Ewer for his light hearted observations of July’s Supersprint round. Sometimes I wonder if those Mallala guys and gals are all there and Marty’s report doesn’t do anything to counter these thoughts. Of course there were plenty of other great contributors including a report from Mark Haig where he actually managed to use the word ‘unobtainium” in his story. Not to be outdone Ray Pryor, who has recently

Besides Marty’s literary masterpiece we also have a roundup of our motorsport, social and AGM activities. The AGM was particularly well supported this year and it was very pleasing to see so many members showing an interest in the future of the club. Some of you will be aware the iconic Porsche 911 turbo recently celebrated its 40th birthday. This seemed a good excuse (as if I needed one)to include a story or two on this powerhouse of the Porsche 911 range. You will note our front cover displaying a very special, partially built, 911 race car. This car, along with several others, is currently being prepared for battle in the new 2015 IROC racing series. For a full report turn to the story brought together by our own Dave Wiffen and supported by Bob Taylor’s photographic talent. We hope to bring you more on this exciting new series as it unfolds in the new year, so look out for that. We also have the first in a series of reports provided by our own (we can claim him now) Adrian Streather as well as a final roundup from Mike Almond on his year in the Carrera Cup Championship. Per usual I have also include other Porsche related bits and pieces I have come across recently which I trust you will find of interest. Until next time, be safe and make the most of your time with family and friends over the coming Christmas, New Year period. Yours in Porsches. Phil Kellett

Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Mike Rogers Mobile: 0438 868 373 Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au

Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au

Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2014 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au PORSCHE Report OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Volume 39 Number 3, July-September 2014

IROC - Back to The Future

Marty Ewer - competition winner

Plus

9 1 1 Tu r b o t u r n s 4 0 P o r s c h e C lu b o f S o u t h A u s t r a lia A G M L e ip z ig , W h a t ’s a L e ip z ig ?

Cover Photo: Bob Taylor – (bobteeewebscom

It’s been a busy time for the club over the past few months but we are now on the run to Christmas and a well deserved break for all. I have started my break a little earlier than expected as after many years with BlueScope Steel in Sales I now find myself unemployed after my position was made redundant. I should have seen it coming really with my manufacturing base in terminal decline and with Holden and its suppliers looking down the barrel of closure in 2017. I mention this because I am aware that there are others within the club who are currently in the same boat, and this boat is more the Costa Concordia than the Pacific Princess so I am not expecting a rush to get on board. It can be quite a stressful time when events of this nature disrupt our lives but one thing I know from personal experience is that Porsche Cub people are exceptional, and exception people will find a way. For those doing it tough my advice is to keep your options open, maintain your social and business networks and most importantly, keep your chin up.

returned from Europe, also provided a report describing how he ticked, ‘driving on the Porsche Leipzig racetrack’ off his bucket list and Chris Ogden gives us all the goss from the Collingrove run. All good reads guaranteed. The result of this exercise has encouraged me to give you boys and girls another opportunity to put pen to paper and win. The prize this time is a USB flash drive in the shape of a Porsche that has headlights that light up when in use. I am already looking forward to the expected avalanche of stories that are soon to be filling my inbox. For further details turn to page six.

“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701)

July - September 2014 5

www.pcsa.asn.au

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REPORT

president’s report

club committee

Kym Obst President, Sprints 0438 800 961 president@pcsa.asn.au

The year is fast coming to a close and what a great year it has been. Highlights for me personally have included, going up the hill at Collingrove again, after 31 years. Having a go at the Mallala Sprints and enjoying my car as its maker intended in a safe environment. The 40th anniversary dinner and having the opportunity to listen to our special guests, getting a good look at Tom Klaveniek’s beautiful 356 Speedster and driving the new 991 Carrera S from the Porsche Centre to the night and back the next morning. I am still looking forward to the last run on Sunday November 23rd and the Christmas Picnic on Sunday November 30th where of course Father Christmas will be in attendance once again. I would like to take this opportunity to acknowledge the regular sponsorship provided by Marc Cheney and the team at Adelaide Porsche Centre and Pamela Ward and the team at Porsche Cars Australia for their invaluable support during the year. The club has added a few new activities this year with the Technical Sessions hosted by Dave Wiffen and Peter Young and presented by Adrian Streather, who we are very lucky to have living back here in Adelaide. These sessions have proved popular and I hope will be a regular fixture on the calendar

next year. Also we have held our first “Time Attack” sprint meeting where many new “personal bests” were recorded. Challenges, we still need help running the Sprints, whether as a flaggy or in the form-up area or as race starter. If you can help it would be greatly appreciated. Please let Norm Goodall know your availability. Even if it is only once a year your assistance will be most welcome.

Steve Thiele Treasurer and Membership 0412 195 634 treasurer@pcsa.asn.au membership@pcsa.asn.au

I would like to thank you the members for your support and I would particularly like to thank your hard working committee for all of their work during the year. Thanks team! We have a club that is as good as any, regularly putting on a variety of events and activities that truly offer something for everyone.

Norm Goodall Motorsport Director, Sprints 0429 696 644 sprint@pcsa.asn.au

I think that I have covered most other items in my report at the AGM, a copy of which is also included in this magazine, so all that’s left for me to do is to wish you and your loved ones all a very safe and enjoyable festive season and I look forward to seeing you in 2015!

Kym Obst, President PCSA

Cut-off dates, racing, rules, CAMS requirements and other information is found on our website: www.pcsa.asn.au

Draft calendar can be found in this magazine but check website for updates.

If you wish to register your car as an historic vehicle, it needs to be at least 30 years old and in near-original condition. For additional information, please contact Peter Brunnthaler or Peter Kowalenko. Contact details below committee.

Here is some information you might find handy: New members July - September 2014

Roger Paterson Motorkhana Director Mobile: 0414 993 930 motorkhana@pcsa.asn.au

Tina and James Law Social Secretaries. 0416 044 051 social@pcsa.asn.au

Warmest regards

WELCOME TO OUR NEW MEMBERS!

We hope you enjoy being a member of the PCSA and look forward to seeing you at one of our events soon.

Geoff Crowe Vice President Competition Results 0418 895 660 vicepresident@pcsa.asn.au

Name Model Year Colour Name Model Year Colour Des Ahrns 991 S 2013 White Heather Montemayor 911 Targa 1978 Gold John Saddler Cayman S 2008 Black Julian Newton 991 GT3 2014 White Darien Hereen 911 SC 1978 Blue Helen Scholes 911 S Targa 1975 Red Barry Elphick 911 1972 Black Philip Hood 911 Carrera 1984 White David Benda 911 1976 White Stan Tsoulos 911 1988 Silver Geoff Ireland 911 1984 Red Anthony Waniarcha 911 1974 Blue Mark Kinsley 930 Turbo 1976 Red Shane Soutter 996 1998 Silver Steve Phillips Cayenne 2009 Silver Bruce Bowman Cayenne S 2007 Grey

Doug McPherson Website 0419 704 247 webmaster@pcsa.asn.au

Vic Moore CAMS Representative and Secretary secretary@pcsa.asn.au

Peter Brunnthaler Historic Register/ Licencing 0410 614 911 historic@pcsa.asn.au

Peter Kowalenko Historic Register/ Licencing 0429 390 911 historic@pcsa.asn.au

Phillip Kellett Magazine Editor Mobile: 0409 931 193 magazine@pcsa.asn.au

Mike Rogers Advertising Manager and General Committee Mobile: 0438 868 373 advertising@pcsa.asn.au

July - September 2014

Story & Photos: Phillip Kellett

Tell me a story I was so pleased with the response to the last competition, taken out by Marty Ewer and his unique take on July’s Supersprint event, that I have decided to give you all another opportunity to get your name in print and go into the running for a new great prize. Same rules apply, I will review all personal contributions from PCSA members and their immediate families sent to me for the October-December issue and the article that tickles my fancy the most will receive a great little Porsche USB flash drive that lights up the headlights when in use. This is a must have if you are a true Porsche tragic, and I know many of you are. Your story can be about anything you like as long as it is personal and has some

relevance to Porsches. Don’t worry if it is simply about running late for a club run and not about securing a drive in the new IROC series. You would be surprised at how easily I am amused and sometimes the simple stories can have the most heart. Send all contributions to magazine@pcsa.asn.au before 1st February 2015. Images can be sent via email, Dropbox or regular mail (disc or flash drive.) If you need Dropbox or postal details send me an email and I will provide them as required. If you send images on a flash drive please provide return address so I can post it back to you.

Porsche Club SA Calendar 2014/15 JANUARY

OCTOBER Monday 6th Thursday 9th/12th Friday 10th Sunday 19th Sunday 26th

Labour Day Bathurst 1000 Club Dinner Motorkhana 1 Hill Climb 2 - Collingrove

NOVEMBER Sunday 2nd Friday 7th Saturday 8th Hillclimb – Mt Gambier Sunday 23rd Sunday 30th

Supersprint 3 – Mallala Climb to the Eagle Legends of The Lakes Eurofest run Christmas Picnic

DECEMBER Thursday 25th Friday 26th

PORSCHE

Christmas Day Boxing Day

REPORT

Friday 16th Monday 26th

Club Dinner Australia Day

FEBRUARY Sunday 1st Thursday 26th/1st

Supersprint 4 – Mallala Clipsal 500

MARCH Sunday 8th Monday 9th Thursday 12th – 15th Saturday 28th

Supersprint 5 – Mallala Adelaide Cup Melbourne F1 Grand Prix Mt Alma Mile Hillclimb

% %"$! #$$

July - September 2014

NEWS

Richards tames giant with impressive Targa High Country win

Jim Richards has taken his second straight tarmac rally victory aboard the Porsche Cayman S at the three-day Targa High Country event last weekend. Based at the Victorian ski resort of Mount Buller, Richards and his co-driver Barry Oliver claimed an 11-second victory in the Showroom class over the course of 22 stages. Richards ran towards the front of his class throughout the rally and ultimately claimed the narrow win over his nearest rivals, who were equipped with a more powerful 2010 Chevrolet Corvette ZR1. For Richards, the win was made more special by illustrating the 325 hp Cayman S as a reliable and equally impressive tarmac rally car after beating the 6.2-litre supercharged V8-powered Corvette at 640 hp - almost double the horsepower of the Cayman S. “The rally was a mixture of fast, open flowing stages and tight and twisting stages. We were disadvantaged on some and performed really well on others. On the fast stages the Corvette was only a few seconds faster, then on the tight twisting stages we could often hold a quicker overall speed,” said Richards.

PORSCHE

REPORT

“It was the nimbleness of the Cayman S that helped us take the class win in the end, along with its precise handling. It’s a great feat beating strong competition in much more powerful machinery. Though that’s what we’re here for, to show what this impressive little car can do.” The class victory is Richards’ second in the Cayman S in three tarmac rallies. Richards first campaigned the mid-engine sports car in May’s Targa Tasmania where he sustained damage on the penultimate day and ultimately retired. Richards then claimed the Cayman S’s first Showroom class win in the Perth-based Quit Targa West tarmac rally in August. Richards’ next confirmed tarmac rally event is next year’s Targa Tasmania, beginning on April 27, 2015.

NEWS

911 Carrera GTS, Cayenne GTS and Panamera Exclusive Series celebrate world premiere Porsche AG is celebrating three world reveals at the Los Angeles Auto Show this year. The sports car manufacturer is presenting two new GTS models, the 911 Carrera GTS and the Cayenne GTS, at the Porsche press conference in the Petree Hall of the Convention Center at 07:05 a.m. (AEST), on November 20. Porsche is also exhibiting the Panamera Exclusive Series, one of 100 units of the limited special edition of the Panamera Turbo S Executive, although this variant will not be sold in Australia. The four variants of the 911 Carrera GTS close the gap between the 911 Carrera S and the 911 GT3. The model available as coupĂŠ or convertible is equipped with either rear-wheel or allwheel drive and develops 316 kW (430 hp). The Sport Chrono package and other sporty optional features are fitted as standard equipment. The Cayenne GTS develops 323 kW (440 hp) and has an even sportier tuned PASM chassis with a ride height lowered by 20 millimetres, providing a further boost to driving performance. The third reveal at the Auto Show is the Panamera Exclusive Series which offers an especially luxurious combination of performance and exclusivity.

July - September 2014

Story: Kym Obst Photos: Phil Kellett

Porsche Club of SA AGM Presidentâ&#x20AC;&#x2122;s Report

26th September 2014

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REPORT

What a year it has been. I am pleased to have witnessed the club enjoying a good 12 months with the various club activities being well attended by you, the members. I am also pleased to report that Membership is up 27% on the previous year. It is great to see the club growing and building a stronger membership base. For me the standout events put on by the club in the past 12 months were the 911 50th birthday run organised by Bob Weekes to Hahndorf with over 100 cars in attendance and the 911 50th birthday black tie dinner organised by Ray & Joy. The social side of the club was very active and well supported through various club runs and dinners with the smiling faces or Ray and Joy always in attendance. On the motorsport front we still need more people along to our Motorkhanna’s to help make these events more viable. They are a low cost, low stress avenue for having some fun with your car in a safe environment and if you haven’t done one before I would encourage you to give it a go. Hillclimb’s – I enjoyed my run up the hill……1st time in 31 years! These are great fun and relatively low cost. SuperSprints – We recently conducted our first Time Attack event for the club, which came from our member’s requests for something different. We are now averaging around 33-35 entrants per meeting. It is great to see so many members enjoying their Porsches in this way. We seem to now have the balance right between cost and participation without being a financial drain on the club.

As always we could always use a few more helpers at these events, particularly the sprints. So if you are able to assist in any way in future please put your name forward. I assure you your participation will be most appreciated by the organisers. The last magazine I think was especially great! Thanks Phil for your great efforts over the past year. Advertising revenue from the magazine has improved and is now covering a lot of the magazine production costs. The club runs a very successful conditional registration for historic vehicles under its membership with the Federation of historic motoring clubs SA that is managed by Peter Kowalenko and Peter Brunnthaler throughout the year for those who have cars prior to 1978. This saves club members the cost of full registration, stamp duty and still allows 90 days use a year. We have over 50 cars, not all Porsches meeting these criteria so it is an important aspect to many club members. This register involves vigilance in inspecting all cars for eligibility, allocating logbooks and providing the governing body with accurate information for their records as they represent us as well as the other 100 clubs in South Australia. It is important that you keep your paperwork up to date for you and the club. I would like to also take this opportunity to thank the committee for all their hard work and support but as often happens we will see some changes going into the new term.

the strong and vibrant social events calendar we enjoy today. Thank you to you both. I feel very fortunate to be involved in such a strong and vibrant club filled with a diverse range of like minded people. We really do have something for everyone but to get the most from what this club has to offer, I will quote Norm Goodall to sum up.....”you only get out of the club what you put in!” Thank you. Porsche Club of South Australia 2014/2015 elected committee: President:

Kym Obst

Vice President:

Geoff Crowe

Treasurer & Membership:

Steve Thiele

Secretary & CAMS Rep: Social Secretary:

Vic Moore James Law

Competition Results Secretary:

Geoff Crowe

Sprint Director: Webmaster:

Norm Goodall Doug McPherson

Magazine Editor: Advertising Manager:

Phillip Kellett Mike Rogers

Ray Conley is retiring from his role as Treasurer. He has done a great job for us over these past years of which we are very thankful. Ray Pryor and Joy O’Connor (Joy was awarded our Club Person of the Year award for 2013/14 in honour of her great contribution to the club over the years) are also retiring after two years of building up

July - September 2014

Photos: Phil Kellett & Ray Clements

PCSA Drivers Championship Results 26th September 2014 Another great year of competition has drawn to a close with Ryan Reynolds ultimately seeing off all contenders to take out the Porsche Club of SA Drivers Championship for 2013/14. Top three placings across all disciplines as follows. Congratulations to all. Drivers Championship: First: Ryan Reynolds Second: Roger Paterson Third: Adam Trimmer Motorkhana: First: Second: Third:

Roger Paterson Ryan Reynolds Steve Thiele

Hillclimb: First: Second: Third:

Roger Paterson Ryan Reynolds Norm Goodall

Supersprint: First: Second: Third:

Adam Trimmer Ryan Reynolds Chris Odgen

Drivers Champion - Ryan Reynolds Ryan and his championship winning Boxster

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REPORT

Overall Drivers Championship 2013/14 Month Place ENTRANT 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

Ryan Reynolds Roger Paterson Adam Trimmer Norm Goodall Tim Pryzibilla Steve Thiele Ray Pryor Doug McPherson Chris Ogden Andrew Burgess Marty Ewer David Allen Vic Moore Hamish McKendrick Tony Keynes Robert Harrison Darian Herreen Richard Geue Amelia Eime Mike Stewart Michael O'Donnell Mike Rogers Phil Jaquillard Geoff Crowe Andrew Box Brett Sustrom Phillip Do Greg Keene Tim O'Daly Chris Wright Greg Foord Mark Coupe Peter Mayer Marc Kovacic Ray Bessell Damian Swart Phil Kellet Jason Palmer Ron Wishart

7-Jul Sp # 1

Event 98 Boxter 997 GT 3 1987 Carerra 911 SC 84 Carerra 997 GT3 944 Turbo 964 964 C4 944 T 997 GT3 991 S 911 Carerra 944 Turbo Boxster S 993 Race 911 SC 3.2 997 GT3 996 GT 3 73 911 997 Cup Boxter 996 GT 3 997 GT3 944 Turbo 911 RSR Cayman S 74 911 race 996 Cup Boxster 944 S2 928 GT 3 RS 997 GT3 996 GT3 911 993 RSR race 911 SC

15-Jul

1-Sep 29-Sep

20-Oct

3-Nov 24-Nov

9-Feb 14-Mar 24-Mar 20-May

91 83 75 40 31 56 45 100 50 x 68

100 x x 40 56 27 x x x x

82 100 x 18 33 x 67 x x 43 x

8 62 14

x 25 82 38 90 18 54 67 60

x 100 x 33 x

80 50 71 64 44 29 24

x x 27 x x 75 x

76 x x 52 0 x 100 47

91 63 83

100

48 74 100 8

91 20 75 45 35 31 x 68 83

997 Cup S 964 Cab

42 Alexander Jaksic

997 GT 3

43 Tim Schulz

914/6 Gt

44 Mark Haigh

968

45 Kevin Weeks

74 911 RS

71 100 20 50 x

x 60

56 100

29 33

50 89 62 14 38 20

0 22

29 57

0 100

100

16 20 0

67 33 74 x x 29 25 x x 90 48 54 82

33 69

27 24

Hillclimb Final Results

41 David Wiffin

71 100 33 41 50 85 14 26

Congratulatons Norm and Oliver!

40 Luban Trbovic

8-Jun

HC # 1 MK # 1 Sp # 2 HC # 2 SP # 3 MK # 2 SP#4 SP#5 MK # 3 HC # 3 Sp # 6 1 2 3 4 5 6 7 8 9 10 11 12 TOTAL

43 60 21

14 40

0 11

38 11 9

11 9

13 0

17 0 6

17 11

16 8

729 611 457 388 372 350 329 308 293 284 278 241 195 169 169 154 138 100 98 89 78 74 71 69 67 60 58 57 49 40 37 38 26 22 20 20 18 18 17

8 0

0 0

Drivers Championship - highest points from all events less lowest points from one round of each discipline ABOVE: Jonathon Borelli and Jodie Borelli used Gary Dann’s 911 997 Carrera S for their wedding pictures in Rymill Park Adelaide. Sprint Championship highest points over all Mallala Sprints This black and white was one of the photographer’s pictures. Photographer: “Photos at your place by Raegan”. Hillclimb Championship highest points over 3 nominated Collingrove Hillclimbs Rob Black spotted Mayer (see reflection) during the ASP Rally. MotorkhanaBELOW: Championship highestispoints overby allPeter the Motorkhana Events x denotes dropped round

July - September 2014

PCSA Supersprint Championship 2013/14 Place 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43

Driver Trimmer Adam Reynolds Ryan Ogden Chris Doug McPherson Ewer Marty Pryor Ray Goodall Norm Allen David Patterson Roger Pryzilla Tim Moore Vic Burgess Andrew Thiele Steve Mckendrick Hamish Keynes Tony Herreen Darian Eime Amelia

Car 87 Carerra 98 Boxster 964 C4 964 997 GT3 944 Turbo 911 SC 991 S 997 GT3 84 Carerra 88 Carerra 944 turbo 997 GT3 944 turbo Boxster S 911 SC 3.2 m 996 GT3

Stewart Mike O'Donnell Michael Jaquillard Phil Crowe Geoff Box Andrew Rogers Mike Sunstrom Bret Do Phillip Keene Greg O'Daly Tim Wright Chris Foord Greg Coupe Mark Mayer Peter Harrison Robert Kovacic Mark Bessell Ray Palmer Jason Wishart Ron Trbovic Luban Jaksic Alexander Kellett Phill Swart Damien Schulz Tim Wifffen Dave Obst Kym

73 911 997 Cup 996 GT3 997 GT3 944 Turbo Boxter 911 RSR Cayman S 73 911 race GT3 Boxster 944 S2 928 997 GT3 RS 911 3.2 997 GT 3 996 993 RSR 911 SC 997 Cup S 997 GT3 85 911 996 GT3 916 GT 964 Cab Boxster S

44 Haigh Mark

PORSCHE

SS 2 82

83 31

25 90 48

50 44 57

56 62

18 74 100

60 67 43 54 38

SS 3 71 80 100

REPORT

24 64

0 29

SS 4 42 76 47 63 100 52 83 19 0 91 33 69 38

38 20

29 57

0 14 11

16 13 8

27 24

48 25 8 54 29 82 90 38

43 14 60 21

40 33 0 11

17 11

0 6 0 Super Sprinter

SS 6 74 67

100

16 0 22

24 8 11

SS5 75 91 83 68 56 14 45 100 20 35

50 89

968

Adam Trimmer Supersprint Winner

SS 1 75 91 50 100 68 45 40

Total 419 405 293 282 278 262 247 237 226 200 187 181 172 169 169 138 98 89 78 71 69 67 63 60 58 57 49 40 37 33 26 22 22 20 18 17 17 16 13 11 8 6 0 0

PCSA Motorkhana Championship 2013/14 Position

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Driver Roger Patterson Ryan Reynolds Steve Thiele Andrew Burgess Richard Geue Tim Pryzibilla Robert Harrison Ray Pryor Norm Goodall Adam Trimmer Doug McPherson Michael Rogers Dave Wiffin Phil Kellett Dave Allen

Car 997 GT 3 Boxter 997 GT3 Spyder GT3 911 911 Carerra Spyder 911 SC 911 Carerra 964 Boxter 964 911 991

Event 1 Event 2 Event 3 Total Points 100 56 100 256 82 40 71 193 25 75 85 185 43 60 103 100 100 33 50 83 54 8 20 82 67 14 81 18 17 41 76 27 33 60 26 26 11 11 11 11 5 5 4 4

PCSA Hillclimb Championship 2013/14 Position 1 2 3 4 5 6 7 8 9

Driver Paterson Roger Ryan Reynolds Goodall Norm Tim Pryzibilla Rob Harrison Steve Thiele Adam Trimmer Damien Swart Vic Moore

Car 997 GT3 Boxter 911 SC 911 993 Race GT3 Carerra GT3 85 Carerra

15-Jul-13 75 100 40 56 27 8

20-Oct-13 100 60 14 33

20-May-14 Points 100 275 71 231 50 104 89 33 33 27 20 20 9 9 8

Roger Paterson Motorkhana & Hillclimb Champion

Rogerâ&#x20AC;&#x2122;s GT3

July - September 2014

www.copyworld.com.au

Workmanship which combines the tradition of craftsmanship with high technology. FERDINAND ALEXANDER PORSCHE

• Expected security and reliability from our market leading Toshiba brand products • Fully tested, reliable and comprehensive product range for peace of mind • Quick callout response times so you can get back to business ASAP • Enjoy the convenience of full local sales and service support with over 30 years in business • Specialising in servicing the needs of small to medium businesses

51 Beulah Road, Norwood, South Australia. 5067 Phone: (08) 8363 1011. Email: sales@copyworld.com.au

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story : Richard Batchelor

IROC Race series for next year

An exciting new Porsche race series is planned for 2015 in Australia, comprising cars that mirror the 1973-74 IROC 3.0RS/RSR in appearance, coupled with a control specification to address affordability, reliability, serviceability and parity. The 2015 IROC series will be conducted over at least six rounds under CAMS auspices and will feature race meetings in Queensland, NSW, Victoria and South Australia. The organiser of the IROC series is the widely experienced Rowan Harman of Motoring Events Management. Roger Penske kicked off the original International Race of Champions (IROC) by purchasing 15 Porsches for delivery in October, 1973. The cars were based on the new Carrera 3.0RS but had full RSR race engines tuned to produce 316 bhp, wider wheels, 9in at front and 11in rear, and the hyper-expensive 917 four piston finned aluminium brakes. The race series comprised four races and was contested by a stellar cast of Formula 1, Nascar and Indy drivers. The first three races were held in October, 1973 at Riverside (California) with the final race at Daytona (Florida) in February, 1974. With three race victories Mark Donohue was the series winner. Sadly he died following a practice accident at the Austrian Grand Prix later that year. The proposed Australian IROC specification Porsche already complies with the CAMS Marque Sports Cars category and hence will be eligible for a variety of racing disciplines, including PCV events. The specification will allow widely available and affordable components, many of them “off the shelf”, to be incorporated into a 911 race car that, visually, will replicate the iconic IROC 3.0RS/RSR. The technical specifications are still being finetuned but appear likely to include:• Race cars to be based on pre 964 (1989) bodies, right or left hand drive • Roll cage permitted to mount through front firewall to strut tower • IROC fibreglass body kit - F & R bumpers, bonnet, rear lid and spoiler and replica

‘headlights’. Flared guards can be in steel or fibreglass or combination of the two • No interior trim, original or fibreglass dash pad, analogue instruments • Glass windscreen, other windows glass or Perspex/polycarbonate • 3.6 litre twin plug engine, control camshafts, Weber-PMO 46mm carburettors, control ignition system • Transaxle – 915 or G50 with LSD. Spools (locked diffs) not permitted • Standard or FIA fuel tank, foam filled • Suspension: Standard front struts and pick up points. Standard alloy rear arms but rose joint mounting permitted. Torsion bars removed. Control mono tube gas coil over conversion, front and rear • Wheels; front 15x8in, rear 15x10, Fuchs style. Hoosier tyres • Brakes: 3.2 rotors F & R, Boxster callipers, control brake pads • Minimum weight 1100kg, including driver The new Australian IROC series requires that each Porsche must be painted in one of the original IROC colours, with silver an additional colour. In order to compete in IROC competitors will be required to have an IROC Entrants Agreement (License). There will be a maximum of 36 licenses available. The first 20 licenses will have no fee attached. The balance of 16 will carry a fee of $3300. The licenses will require holders to take part in the first round of the 2015 series and attend at least five of the six rounds in the series. There will also be a series entry fee covering all costs per round, apart from possible TV coverage. Fee rebates will be made to each license holder per round attended. Comments: This is a great concept and already we understand that several cars are being prepared. To see how stunning a (genuine) IROC car looks intending competitors should take a peek at George Nakas’ orange ex-Mark Donohue IROC winning car, now residing at Dutton Garage in Melbourne.

The proposal to go with Weber carburettors is interesting, given that the original IROC cars used Bosch mechanical injection, and presumably reflects the scarcity of the latter systems. The ‘control’ camshafts clearly are aimed at containing the power output (and cost) of the 3.6 litre engines, but the 316 horsepower of the original IROC cars should be comfortably exceeded. Weber-carburetted engines are also known for their excellent low down torque, enabling rapid acceleration out of low speed corners. Due to the likelihood of healthy amounts of grunt from the 3.6 engines, it seems likely that most competitors will adopt the strong G50 gearbox rather than the older 915 box, which would be at the limit of its capacity, even with reinforcing plates. Former Australian Porsche Cup (circa 1986-94) front runners Mike Tankard and Harry Witham will supply the body panels and wheels respectively. Mike in fact won the series one year. It will be interesting to see if either or both are tempted back into the fray. Harry still owns a couple of his old race cars and it would not surprise if Mike did too! While cost containment is a laudable aim, it clearly won’t be cheap to build up an IROC spec. car and some potential racers might be weighing up whether to do this or simply buy one of the many GT3 Cup cars on the market – these could not be used in the IROC series of course but are eligible for other race categories. However if the old Australian Porsche Cup series is any guide the new IROC venture should lead to excellent camaraderie among participants, which after all is one of the main reasons why we enjoy motor sport. We look forward to following the progress of this exciting venture during the course of this year. For further information email: rowan@ motoringevents.com.au or www.irocseries.com. au

July - September 2014

Story: David Wiffen Photos: Bob Taylor – (bobteee.webs.com)

IROC

Back to The Future

IROC Australia- background

Impressions of IROC 2014

The International Race of Champions is a “one make” style of racing that was first run in 1974 in the US and continues to this day. While a variety of donor cars have been used over the decades, the vehicle that was originally used was a Porsche Carrera 3.0 RS/RSR. This car has become the most iconic and replicated of all racing Porsches and is now set to get its own new race series in 2015 with South Australia as the centre stage.

The idea of an IROC series will conjure up many images for Porsche Club members. However the strongest will be its iconic shape and the vibrant 70’s colours of the IROC cars. While trying to remain true to the original series as much as possible the cars will differ in several ways from the original. While the 911’s used in the original IROC series were powered by a 1974 911 RSR engine, the core engine for the new series will be a 964 3.6 litre engine with the option of a G50 or 915 gearbox.

“The IROC Challenge Series has been introduced to offer competitors the opportunity to compete in a classic 911 Porsche race car, with a control specification to address affordability, parity, serviceability and reliability in a structured race series” (to quote from IROC press release.)

The original colours were: “Grand Prix White, Sahara Beige, Bright Yellow, Bright Green, Light Green, Pistachio Green, Gulf Blue, Acid Blue, Mexican Blue, Aubergine, Indian Red, Strawberry Pink, Carmen Red, Orange and Black. Only these colours will be available to competitors “in keeping with the history of the original IROC

Dave at work on the front of Rob’s car

Cars are all at varying stages of completion

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Series”. They will be a cameraman’s dream on the race track, and a ‘public relations’ stroke of genius for the organisers.

finishing off the suspension system and being fitted with a large oil cooler, ready to face the extremes of our Australian tracks.

Through this foundation year, the South Australian action has primarily been in the workshops of the two Marks: Mark Buik and Mark Poole. The pressure is on to have the cars ready for the first race in April 2015.

We had the opportunity to look around Alan Samuel’s lair while we were there. His ‘office’ is the engine assembly room, where there are several engines ready, as well as several others in varying degrees of disassembly.

Walking into the two workshops, it is striking to see the sheer number of 911 shells, tucked away being prepared, honed and body work stripped of old top colours as part of their comprehensive rebuild. Rob Black’s (Acid Blue) car is ‘centre stage’ in Mark Buik’s workshop, and is well advanced, in keeping with its role as ‘The Control Car’ for the series. Rob’s car is up on a hoist with Dean

At Mark Poole Motorsport, many of the light-weight racing panels are already in place on several of the vehicles. Just inside the front door of the workshop is the shell of a car that was a “Bright Green” 911 in its former life. What colour will that become was my thought. Clearly some of these vehicles have a way to go in the next six months (including a new coat of paint!) before they are ready for the track.

Rory checking on developments

Just by looking you can tell this engine is a weapon

July - September 2014

While we were there we noticed Rory O’Neill was deep in discussion with Mark Poole over his vehicle. I’m sure Rory, along with the other owner drivers, are keenly anticipating the start of the racing season next year.

For further details on the IROC Challenge series go to:

IROC 2015

www.irocseries.com.au

There are six events planned for 2015. They will be held in the states of New South Wales, Victoria and South Australia only at this stage. The first track event will be right here in South Australia at Mallala in April. I expect we will see a number of club members out there to see the first event in the series. It promises to be a real ‘driver’ competition.

Mark Buik and Mark Poole websites”

www.motoringevents.com.au

www.buikmotorworks.com www.mpmotorsport.com.au 2015 Racing season 1.

April, Mallala SA - Shannons National

May, Sandown

June, Winton Raceway Victoria - Shannons Nationals

August, Mallala SA - SA State MRC

September, Phillip Island Victoria - Shannons Nationals

October, Wakefield Park NSW - Shannons Nationals

Raceway - Victoria CRC

IROC register - August 2014 Engineering porn

At time of writing 15 people had registering their interest in this limited series with a combined eight cars under construction in Victoria and South Australia (36 is the final limit of IROC licences.

Mark Poole’s car The next six months Still, there is some way to go before April 2015. Plenty of testing, both here in South Australia and in Victoria, with some late nights too for the mechanics I suspect. This Porsche series promises to bring some new excitement to the racing community next year. Look forward to updates from ‘The Porsche Report’, when the first race of the series kicks off in April 2015.

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S.A.

Sven Burchartz

Victoria Orange

Graeme Cook

S.A.

Orange

Stuart Elshaw

S.A.

TBA

Rusty French

Victoria Black

Greg Keene

S.A.

Michael Kolody

Victoria Gulf Blue

Vic Moore

S.A.

TBA

John Nelson

S.A.

Black

Rory O’Neill

S.A.

Grey

Mark Poole

S.A.

TBA

Phillip Ross

Vic

Indian Red

Bernie Stack

S.A.

Silver

Brett Sunstrom

S.A.

BlackPhil

Treloar

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Acid Blue

White

Victoria Light Green

Part 3b connects to part 6c

Work in progress 22

Rob Black

106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com

July - September 2014

Story Brian Canny

Classic Outback Trial – Adventuring Porsche Style

Who in their right mind would want to drive a Porsche for two thousand five hundred kilometres in outback Australia all on unmade gravel roads? We all know Porsches are designed for driving along iconic roads such as the Great Ocean Road, the Nurburgring, Phillip Island, Targa Tasmania and other great tarmac roads - not rough, gravel packed, stony or sandy ones! Wrong! Porsche cars can handle anything we throw at them, as quite a few 911’s can testify to; witness Dakar, African Safari’s, Peking to Paris and other marathon rallies. However, to the best of my knowledge, not too many 944’s have been given the “dirt” treatment. When we started to build the car I “Googled” for information on what I should do and could not find any reference to another off-road rally 944. So we proceeded with the build and made it up as we went along. The process began with sourcing a non-running 1983 car with an OK body (we had it running within about an hour), we proceeded to strip and fit a roll cage, re-build the engine, with 10.5;1 compression, a flowed head, slightly larger throttle body, custom made exhaust and eventually, the piece-de-resistance, suspension from Murray Coote (MCA). We raised the car about 75mm and fitted a full length under-tray. I had been driving, racing and rallying various 968’s and 944’s for some time so we had a workshop full of extra parts which made it easy and an obvious choice to build a dirt car from the bits. The development took some time and I ran the car in a few local dirt rallies over about two years as we slowly sorted out various issues including overheating due to the enclosed under-tray and as I mentioned, suspension issues. All along working up for the big one in the form of the Classic Outback Trial. I had competed in this event three times previously in a Peugeot 504, so I knew what to expect and I was confident the 24

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Porsche could handle the conditions. The rally runs for seven days over two thousand five hundred kilometres, of which about nine hundred kilometres are competitive. The competitive stages are all on closed roads (read tracks), through state forests and private property. The longest stage was ninety-five kilometres through an outback station. The rally starts in Parkes, Central NSW and proceeds west with overnight stops in Condobolin, Cobar, Ivanhoe, Broken Hill and finishes with two nights in Renmark SA. The tracks are basically the private access roads for the owners of these huge properties. Some are maintained, others are not, as a result surface conditions vary greatly, from tree lined forest tracks, to mud holes, to sand dunes, to fast flowing, to just fast along a ten kilometre fence line, to the sixty kilometre final blast down the Border Track, normally an iconic 4wd track, at speeds I will not mention. See below.

The 944 performed superbly. The only issue we had was the front lower control arm bushes, which could not handle the pounding over the rough conditions. We had opted for the early steel arms, which we reinforced, but we did not take into account the inadequate bushes, probably left over from the Volkswagen Golf of the time, in later models Porsche changed to far more robust alloy type with much larger bushes (I’ve ordered a set). This did not slow us up in anyway, but it was the only maintenance that we performed, other than replacing 200ml of engine oil, cleaning the windscreen, checking under the car, patting it’s bum and putting it to bed; a typical Porsche and not a bad effort for a thirty year old one being driven like we stole it, over roads, I am sure it hopes never to see again. When most other cars about us were being continually rebuilt by replacing engines, gearboxes, diffs, struts, you name it, as they succumbed to the

rigours. Many service crews worked into the night, we went and had a meal and a beer. I trust only Porsche owners will read this as I may be accused of bias – never - I hear you say!! We finished 16th out of thirty-eight starters. We should have finished eleventh, but for my underestimation of the amount of fuel the car used at warp speed through the sand dunes. I was short by about thirty-five litres and that cost us an hour of competitive time. This did not detract from our enjoyment of the rally. We didn’t enter to win, but to enjoy the adventure and to use up some adrenalin, all seven days of it. The car speaks for itself; with a bit of a clean, a set of alloy lower control arms, it could go again. We were constantly impressed with its stability, handling and braking, not to mention safety, all at very fast speeds for the conditions. Other cars performed equally as well, some faster, but I doubt if as reliably and with such ease. It was a pleasure to drive and one of the best rallies I have competed in. It was very satisfying to prove a point and finish in such style in a car not your average run of the mill rally machine of choice. Rally details The rally started on Friday with registration and scutineering in beautiful Parkes in Central NSW. Parkes is famous for being named in honour of Sir Henry Parkes, GCMG (27 May 1815 – 27 April 1896) who was regarded as the Father of the Australian Federation. Also the famous telescope featured in the movie “The Dish” and which, more importantly, received messages from the moon on the first landing back in 1969. It is now better known for its Elvis Presley festival. The fun stuff was set off by a prologue on Saturday over eleven kms of rough winding tracks, just enough to prepare us for what was to come. Briefing and a Civic Reception followed and we got set for our first full day on Sunday. After an early start and after a tasty egg and bacon roll and coffee, supplied by Frontier Services staff, the rally’s principal charity, we headed off to Condobolin, driving through 112 kms of competitive stages and 164 transport. This really got the adrenalin flowing and our coordinating skills tested as it required some quick calling of lots of route chart directions and careful driving to stay out of the greenery on the narrow forest tracks. The lunch stop was at Ootha alongside some interesting outback artwork in the form of “Utes in the Paddock”, A collection of various people’s ideas of what to do with the iconic Aussie ute in their afterlife.. Monday dawned and we eagerly tackled the next stage to Cobar, again after being fed and coffee’d by Frontier Services; 225 kms competitive and 216 transport, a long day. We were getting used to the car and our teamwork improving hourly. Our dedicated service crew met us at all the right places with, a windscreen clean, fuel and more coffee. At some of these breaks, I decided that I needed the rest more than the car. The car was asking for more and we were loving it.

At about this stage of the rally, we became ignorant of the day and the time, other than start time and book-in time, then there was dawn and dusk and the kilometres rushed by; 209 kms competitive and 260 transport to Ivanhoe. Ivanhoe, sounds like it’s out of a romantic historical novel, but that must have been long ago. No romance left here, the pub was shut and for sale, would you believe. No worries we had adequate supplies. We camped out here and had the dubious pleasure of listening to male night-time noises, from every direction, and tent zips, and old blokes like me wandering off for a midnight toilet stop. I will leave all of this to your imagination. The camping out was fun, but we certainly slept well the next night in Broken Hill after 175 competitive and 277 transport. We were now passing through some of the immense outback properties; one million acres and enough tracks to drive around for a month. Go for a Sunday drive here and you would drive all day on the same property. Some were fast flowing tracks, almost like outback highways. The Porsche gobbled them up, we saw 170kph once or twice and regularly into fourth at 135 and over. One had to be careful, however, as there were plenty of surprises as in the form of along one fence line then doubling back on the other side, dry sandy creek crossings, trees, kangaroos (which we saw, but avoided), gates - all open for us, crests, sand dunes, gutters, wash-aways, I could go on, but you get the message. We spent two nights in Broken Hill, alongside the largest man made slag heap in Australia (?) and the most and largest pubs I’ve seen in one town. The hotels are huge and are interspersed with some beautiful buildings. The town oozes prosperity, but this is now an illusion. You can buy a miners cottage here for under $60,000 and one with three bedrooms and a pool for $200,000. We drove 15 competitive kms and 17 transport to Silverton for lunch, which we had in the Silverton Pub, very Australian outback style and well worth a visit. We lunched on beer and hamburgers and had the rest of the day off. The next two nights we spent in Renmark, over the border in South Australia, a beautiful Murray River town. The stages to here were fast apart from the sand dunes some of which caught us by surprise by not having a back to them, we buried the nose on landing over one or two, but no damage, the Porsche just took it all in its stride, until it ran out petrol, my miscalculation. We pushed so hard through the sand, with the very effective torque that it used a lot of fuel.

No matter, we enjoyed spectating and watching the passing parade, that is after I finished stamping around and swearing (not for long). Competitive kilometres this day were 140 and 290 transport. The transport roads were very corrugated and rough. The car was fitted with Dunlop rally tyres which have very stiff Kevlar reinforced sidewalls, which do nothing for ones teeth fillings on this type of road. Much better on a sandy bush track. The Porsche, as normal, shrugged all this off and still refused to rattle or squeak or slow down. The final day was short with two stages on the Border Track; the first 30kms of a very windy section through tight bush, followed by a 160kph cruise on a rutted and rough single track. The second stage was 30kms also with fast straight sections joining sandy dunes with sudden dropoffs and sharp corners on the descents. We blitzed this with 160 being the norm when we could. The Fat Lady Sings, was a blast through a sometimes sandy orange grove to a fantastic finish at Angoves Winery in Renmark. What! It’s all over? No more adrenalin pumping fun??? There were lots of comments such as, “ with another lay-day we could do it all over again”. Alas not till next time. Presentation Dinner was the normal anti-climax, but a chance to say goodbyes and to share a few experiences and tell a few lies. Wow! What a car! What a rally! Bring on the next one! The full rally details are available on www. classicoutbacktrial.com.au. If you need more information on the rally and what you need to do to enter your Porsche in the next one to be run out of Alice Springs in 2016, send me an email. Brian Canny Bcanny@netconnect.com.au

July - September 2014

Story Simon Charlsworth - dep-o.co.uk/

40th Anniversary of the Porsche 911 Turbo

At the 1973 IAA Frankfurt motor show, a silver prototype on the Porsche stand attracted much attention, not least due to its extraordinary appearance. From its engine cover extended a distinctive rear spoiler, with air intake louvres and edged by a thick rubber lip. Visually, it was reminiscent of the 911 Carrera RS 3.0, which had just come onto the market, but the badges on the rear wheel arches made it clear that this was an entirely different model: ‘Turbo’ was the motif that from that point forward would literally create a new legend in the sports car world. Hidden beneath the dramatic rear spoiler was technology that quickened the pulse of even long-standing Porsche owners and enthusiasts: a 3-litre flat-six engine with a turbocharger, developing 280 hp, a top speed over 160 mph and the supreme performance of a pure-bred racing machine. And that is what it essentially was, too. Inspired by its motorsport program, engineers at Porsche already had been researching ways to increase engine power for a number of years. Indeed, in 1969 the company built a flat 16-cylinder, 6-litre, naturally aspirated ‘Can26

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Am’ racing engine which produced 770 hp. The engineers calculated that in eventual 7.2-litre form, 880 hp was possible, but it never raced. In fact, it barely even ran in a car for Porsche had another engine on the test bench that rendered it instantly obsolete: a turbocharged version of the 5-litre ‘flat-12’ from the 917 Spyder was already delivering 900 hp; in time, it would become one of the most powerful racing engine of all time with 1200 hp. And thus, the Porsche relationship with turbocharging began. Following two consecutive championship titles in America’s thrilling, unlimited Can-Am racing series, Porsche applied its hard-won turbocharging know-how to the 911. The results would change high performance road cars forever. Coincidentally, a 2-litre turbo flat ‘six’ from a 911 had been tested on the bench also in 1969, but it was not until early 1973 that road trials began with a 2.7-litre engine boosted by a single turbocharger. It was in this form that the car made its public debut as a ‘concept’, shown at the Frankfurt show in September of that year. Maximum power was quoted as 280 bhp, with a 160 mph plus potential

top speed. The body was that of a 3.0 RS, albeit with huge ‘turbo’ graphics emblazoned on the rear haunches. Wealthy driving enthusiasts around the world clamoured for it, despite the imminent OPEC fuel crisis. Undeterred by the pervading political environment in the Middle East, Porsche forged ahead with the car’s development, and when the production car appeared at the 1974 Paris motor show the specification had evolved. It now featured an engine with a cubic capacity of 3-litres, enlarged to bolster off-boost performance, with a claimed 260 hp at 5500 rpm and 253lbf.ft at 4000 rpm. A new, stronger gearbox handled the torque, but featured only four-speeds, and there was no boost gauge in the cockpit: then company boss Ernst Fuhrmann, believed well-heeled customers would not need to know the workings of its star propulsive feature in practice. It had cost Porsche $2 million to develop the car into a production reality, but the motoring press were dumbfounded; Britain’s Motor magazine called it “The finest driving machine you can buy”.

There had been considerable internal debate at Porsche as to what sort of car this new ‘super 911’ should be. Some felt it should be a road-racer in the mould of the previous and contemporary RS models, and indeed, the Turbo was required to sell a minimum of 400 units so that it could be homologated for the new Group 4 sports car rules. But Fuhrmann insisted the character of the Turbo – quiet, relentless, enormous power – lent itself to a true high performance GT with every creature comfort Porsche could conjure, and at a premium price tag. This ‘turbo template’ has been followed for every generation of 911 Turbo since. For 1978 the 911 Turbo (all Turbos from 1975-1989 were known internally as the ‘930’) underwent a thorough evolution, with an engine enlarged to 3.3-litres, the addition of an intercooler for the turbocharging system, an upgraded drivetrain, wider tyres and a new braking system. These extraordinary brakes, developed from the all-conquering 917 sports racer, cemented the Porsche reputation as a market-leader in making sports cars stop as quickly as they went.

The 930 would last until 1989 with subtle modifications, the final year of production receiving five-speed gearboxes. Its demise marked the end of Chapter One in the life story of the ultimate Porsche GT Supercar. The 911 Turbo returned in 1991, based upon the 964-generation of 911 that had first appeared in 1989. With improved aerodynamics, cockpit ventilation and power steering – not to mention a further increase in power – the Turbo took a significant step forwards in terms of everyday refinement and usability. A new 3.6-litre Turbo engine appeared in 1993, based upon the newer generation 964 flat ‘six’, but this was the last model based upon the original, single turbo, rear-wheel drive layout. What happened next would create a new performance benchmark. It began with the 993-based 911 Turbo, unveiled to the public at the Geneva Motor Show in 1995. The 3.6-litre engine was fitted for the first time with twin turbochargers, and controlled by a sophisticated engine management system. The result was a leap in maximum power to 408 hp, with 398lbf. ft of torque. Just as importantly, over 360lbf.

ft was available from as low as 3000 rpm; doubling the turbochargers meant an end to the traditional ‘firework’ delivery associated with the model. The new car also introduced four-wheel drive to the Turbo, and every Turbo since has driven via all four wheels. There was also a new six-speed manual gearbox, ABS anti-lock brakes, hollowspoke alloy wheels and even more effective brakes; in short, performance akin to the limited edition 959 ‘supercar’ was now available from a series production model in the Porsche range, albeit the top rung. Even more significant was the advent of the water-cooled 996 Carrera in 1997, the first allnew 911 in the company’s history. Inevitably a Turbo variant would follow, and the engineers from the Porsche research and development centre at Weissach set about the task with relish. The recipe would be familiar, but the engine was new. In fact, what would become colloquially known as the ‘Mezger’ engine after the engine designer, Hans Mezger, had its roots in the racing engine designed for the 935/78 ‘Moby Dick’ of 1978, the most extreme racing 911 ever built by the factory for international sports car racing.

July - September 2014

The new 911 Turbo shared the fundamentals of this fully water-cooled engine with the GT3, but with the twin turbines added it produced 420 hp for a top speed just shy of 200 mph. Another new addition was PSM, the electronic Porsche Stability Management control system, although its intervention was rarely needed. Once again, the 911 Turbo had redefined performance in a compact, usable package, and this was further developed in 2006 with the advent of the 997-based model, which featured up to 501lbf.ft through a temporary turbo overboost facility. It also introduced the Porsche Traction Management (PTM) multiplate clutch system to split the torque to the front axle instead of the old viscous coupling, a development not unlike the ‘PSK’ system that debuted on the 959 all those years previously. In 2010 the second generation of 997 Turbo appeared, with the ‘Mezger’ engine superseded by an all-new, twin-turbo flat six of 3.8-litres capacity direct injection increasing power to 500 hp and torque to 516lbf.ft on overboost. Furthermore, having originally developed the technology on its turbocharged racing cars 25 years previously, Porsche was at last able to team the 911 Turbo with a twin-clutch PDK gearbox. The ultimate 911 Turbo of this era was the second generation Type 997 Turbo S, which featured 530 hp and was the first Turbo model to be available purely with an automatic gearbox (PDK). Porsche claimed 0-62mph in just 3.3 seconds, but some magazine testers recorded sub three-second figures. With over twice the power of the original but the same ethos at its core, it remained the ultimate expression of the 911 Turbo until the highly anticipated arrival of the 991-based model in 2013 moved the game on to the next level. Turbo highlights •The original Turbo features the ‘Whale Tail’ spoiler, developed from the 3.0 RS. Later 3.3-litre cars have the ‘Tea Tray’ intercooler spoiler, identified by a flat deck area and a thick rubber lip around the edge •Porsche overcame the pause in acceleration in the lower engine speed range (so-called ‘turbo lag’) by charge pressure control via an exhaust bypass valve, which until then had only been used in motor sport. This complex control system made it possible to size the turbocharger so it built up more pressure at lower engine speeds and generated more torque •The price of the first 911 Turbo in 1975 was £14,749 in the UK •Production of the 911 Turbo 3.0 totalled 2876 units by 1977 •When Motor achieved 160.1mph during its road test of the 3.3 Turbo in 1979, the car became the fastest production car the magazine had tested to date. At 12.3 seconds to 100mph from rest, it was also the most accelerative •‘Group B’ 911 Turbos finished 11th, 13th and 15th at Le Mans in 1983, winning the category outright. They were effectively lightly-modified road cars 28

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•The first 911 Turbo to feature four-wheel drive was the 993-based model introduced in 1995 •The first 911 Turbo to be available with an optional automatic gearbox was the 996-based model introduced in 2000. PDK arrived in 2010 •20,664 of the original (930) 911 Turbos were built, split between 3227 examples of the 3.0-litre model and 17,437 of the 3.3-litre. Later production included Targa and Cabriolet derivatives, along with rare ‘slant nose’ models incorporating ‘pop-up’ headlamps

•The latest 911 Turbo S can lap the Nürburgring-Nordschleife in 7 min 27 secs – in 1997, the lap time for the Type 993 Turbo was 8 min 12 secs •The 911 Turbo had an especially prominent fan very early on: Professor Ferry Porsche drove his 911 Turbo with chassis number 930 770 088 until 16 June, 1980, for a total of 5095 miles. Equipped with a steel sliding sunroof, air conditioning, brown leather upholstery and many other extras, this car has since been part of the Porsche Museum collection

•The most powerful, air-cooled, production line built 911 Turbo ever was the 993 Turbo S model of 1997, featuring 430 hp

•The original 1973 911 Turbo concept car displayed at the Frankfurt Motor Show survives to this day: its 3.0 RS body now clothes a 3.0 RS engine.

•Continuing the tradition of the 911 Turbo as a technology pioneer, the latest Type 991 model features the world’s first variable front spoiler – powered by pneumatic actuators depending on vehicle speed

•930 sales in America were halted at the end of 1979 due to emissions regulations. The model returned in 1986 with a catalytic converter. •When it was launched in Feburary 2000, the 996 Turbo was hailed as the ‘world’s lowest emitting automobile’ made possible by its engine featuring four valves per cylinder, water cooling and the first use of VarioCam Plus valve timing •The 997 Turbo was the first petrolpowered production car to feature variable geometry turbochargers, hitherto only available on diesel cars

July - September 2014

Story Don Sherman - caranddriver.com/reviews Photos: James Lipman

1978 Porsche 930 Turbo Revisited

Following its domination of the Can-Am racing series in 1972 and ’73, Porsche decided to share its turbocharging technology with devout customers. A year after its 1974 Paris auto-show debut, the first Turbo arrived here as a 1976 model. At a time when the most powerful Corvette had 210 horsepower, a Mustang II “King Cobra” boasted 139 ponies, and recovery from the first energy crisis had barely begun, Porsche’s 2825-pound Messerschmitt attacked the supercar class with 234 horsepower.

rotors. Somehow, these Turbos managed without electronic fuel injection, catalytic converters, and power-assisted steering.

It was such a departure from 911 blueprints that Porsche assigned the Turbo a fresh type number: 930. A front spoiler, swollen and flared fenders, and a fluke that would shame Shamu added visual menace. Wheels, tires, brakes, and suspension parts got upgraded. Porsche swapped the 911’s magnesium-cased five-speed transaxle for a new aluminium ’box containing four stout gear sets and a larger clutch.

For a refresher, we recently drove two 930s. A champagne-beige photo car—which had been returned to the factory after less than 10,000 miles of use by a benevolent owner heading home to Singapore—was under the weather, so we concentrated our cut-and-thrust on a pristine ¬silver-white Turbo owned by Ron Pruette, a Michigan-based financial adviser.

The KKK turbocharger fitted to Porsche’s 3.0-liter SOHC flat-six spun to 90,000 rpm to generate 11.4 psi of blow. Technology trickling down from the track included the first production-car waste gate to limit boost, an intercooler (1978 and ’79 models), and cross-drilled brake 30

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Porsche staged the Turbo’s U.S. launch at Ohio’s Transportation Research Center, where a 7.5-mile oval with 36-degree corner banking safely supported 156-mph thrill rides. Shortly thereafter, Car and Driver blitzed Manhattan, flying through intersections with well-timed first-gear boost surges lofting the front tires over crosswalks.

Porsche’s escalation to 3.3 liters and 261 horsepower for the 1978 model year boosted the top speed to 165 mph but didn’t address the 930’s monumental character flaw: turbo lag as long as a coffee break. Mash the throttle at 3000 rpm, and the boost gauge plays dead until the tach reaches 4000. Then you enjoy a chiropractic neck adjustment until the wham peters out at 6000 rpm.

A 930 on the hunt makes ¬little commotion. It idles pla¬cidly at 600 rpm, the fan whir and valvetrain clatter typical of all Porsches of the period. Intake and exhaust roar are both muffled by the turbo, while the above-4000-rpm hissy fit sounds like an atomic street sweeper. The boost kick is more than enough to howl the tires and slide the tail around a corner. Lifting in the middle of any bend is verboten because it’s tough to catch the inevitable oversteer. The lovely three-spoke wheel is loose for a few oncenter degrees, then effort rises in direct proportion to lock; unfortunately the steering ratio is too slow to rule the wild tail. Porsche may have run with the 930 before it had perfected walking with the 911, but it helped plot the shortest path to the next three decades of improvements. Specifications : (C/D, APRIL 1978) VEHICLE TYPE: rear-engine, rear-wheeldrive, 2+2-passenger, 2-door coupe PRICE AS TESTED: $34,150 (base price: $34,150); base price (2013 dollars): $122,350

ENGINE TYPE: turbocharged and intercooled SOHC 12-valve air-cooled flat-6, aluminium block and heads, port fuel injection Displacement: 201 cu in, 3299 cc Power: 261 hp @ 5500 rpm Torque: 291 lb-ft @ 4000 rpm TRANSMISSION: 4-speed manual DIMENSIONS: Wheelbase: 89.4 in Length: 168.9 in Width: 63.4 in Height: 52.3 in Curb weight: 2844 lb C/D TEST RESULTS: Zero to 60 mph: 4.9 sec Zero to 100 mph: 12.1 sec Âź-mile: 13.7 sec @ 104 mph Top speed (drag limited): 165 mph Braking, 70-0 mph @ impending lockup: 168 ft

July - September 2014

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930 993 996 997 TURBO GT2 GT3 BOXSTER CAYENNE

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Story: Mike Sinclair - Carsales.com

Porsche 911 Turbo Tested

1960 718 RSK Scotty would be disappointed. Significantly so… You see, it seems you CAN change the laws of physics… That is, of course, if you’re the driver of Porsche’s new 991-series 911 Turbo and its powered up stablemate, the Turbo S. A combination of all-wheel drive, active aerodynamics, rear wheel steering, smart traction and braking controls and an engine that has mountains of torque almost from idle, make the new 911 Turbo a supercar, but a supercar that is at the same time almost unbelievably potent, yet almost unbelievably civilised and refined. Stupendously fast and, with all its safety nannies operating at least, stupendously easy to drive fast, Porsche’s latest 911 flagship makes fast drivers out of mediocre ones and super heroes out of those with some idea.

God knows how fast he could have gone if he was serious, or even on decent rubber… The all-new, all-wheel-drive, PDK (twin-clutch) only Turbo is now on sale Down Under and will likely be a sell-out success. Priced from $359,800 in Turbo coupe form, it will also be offered in a cabriolet body style and poweredup S variants. The top of the Turbo tree Cab S will set you back an eye-watering $463,100. Porsche says around 80 Turbos will make it Down Under over the course of what is normally a truncated production run. Just 20 per cent will be S models with their added equipment and power, and the lion’s share of all Turbos will be hard-tops.

Eventually, if the new 991 Series follows the lead of previous generations of 911, a reardrive GT2 version will join the line-up -- its job, to be truly the ultimate iteration of the roadgoing 911. Given the performance of even the standard 911 Turbo, it will be likely a machine about which legends are penned. Suffice it to say the new Turbo is quite literally a technological marvel. There are multiple systems pioneered in this car and others refined. To detail and explain all (again) is well beyond the scope of this review. The short version of the tech story behind the new Turbo which Porsche publishes as part of its press kit runs to over 40 pages. In brief (very), in the new Turbo, Porsche has taken the new 991’s aluminium structure with

But it took an ex-F1 driver to prove the true capabilities of the uber-911 at last week’s local launch of the car. Over two laps, new Porsche factory WEC driver Mark Webber pushed, slid and careered his way around Phillip Island’s 4.45km Grand Prix circuit in a Turbo at a speed which coincided with a lap time half decent for a proper racecar. Charging impossibly deep into corners, braking from over 200km/h in what seemed like just car lengths, the Turbo felt truly supercar fast. And all the time Our Mark was joking, talking and waxing lyrical to yours truly about both the car and the company that built it.

July - September 2014

its longer wheelbase and wider tracks, added an all-new AWD system, added race-standard brakes, 20-inch alloys and turned the whole lot up to 11. Same goes for the 997 Series II Turbo-sourced direct-injected 3.8-litre turbo flat six and seven-speed PDK twin-clutch gearbox. The engine now makes more power and has an overboost function in both standard and S variants -- and manages to use less fuel doing so. The S model packs a massive 750Nm punch in the above-mentioned overboost mode. And unlike lesser turbo tearaways, the 911 Turbo S can serve up that overboost for extended periods – certainly long enough in a standing start situation to take the car all the way from zero through to its V-max of 318km/h. In the case of the new cars there is no manual option. But with the PDK so integrally linked to the stellar performance of the both Turbo and Turbo S models, only luddites are really likely to complain. A case in point is the exercise Porsche Cars Australia laid on to kick off its local launch last week. Lining up the standard 383kW/660Nm Turbo (+15kW/+10Nm, compared to the outgoing model) against the 412kW/700Nm (+22kW) Turbo S in a race-start drag race, the capability of the latest transmission technology and Porsche’s revised electrohydraulic (was electro-mechanical) multi-clutch all-wheel drive was shown clearly. In Sport or Sport Plus mode (in Sport Chronoequipped Turbo models), all launch control requires is a sharp stab on the throttle while left-foot braking in Drive, and once the engine is on its launch limiter, side-stepping the brake. On Phillip Island’s new sticky hotmix, the resulting launch was hard enough to narrow the vision and bring stars to your eyes. And before we’d sorted that out, the transmission had snap-shifted into second and we were approaching the second-third gearchange. 34

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Cue multiple perfect launches and 0-100km/h sprints in the 3.0-sec flat range (Porsche claims 3.1 seconds; 0-200km/h in 10.3 sec for the Sport Chrono S) time after time. And now, try doing the same with three pedals and a gear stick! Standing-start times are just a minor part of the Turbo and Turbo S repertoire, however. It’s the sheer ability on the track that astounds – in particular not only its pace but the aplomb with which it carves laps and, if necessary, gets its driver out of trouble. Although the Turbo models are chocked full of chassis technologies the road and track performance can largely be sheeted home to three key technologies: the car’s active aerodynamics, revised all-wheel drive system and the unique to Turbo active rear-wheel steering system. At low speeds the rear-steer system turns the wheels opposite to the front wheel, in effect ‘shortening’ the wheelbase the equivalent (in terms of turn rate) of around 250mm. At high speeds, the rear wheels sync with the fronts and turn in tandem. This has the opposite effect – virtually ‘extending’ the wheelbase the equivalent of 500mm.

Porsche Cars Australia demonstrated the low-speed actuation of the rear-steer with a Turbo up on stands and we can vouch the wheels depart straight ahead by a considerable margin. On the track this helps tame low-speed understeer, on the road you’ll find the new Turbo easier to park and more manoeuvrable. The high-speed effect of the ‘virtual wheelbase’ is better stability, plus increased traction and cornering grip. But what’s really smart is the active rear-steer infrastructure’s ability to decode what the driver wants and deliver it – in conjunction with the new allwheel drive system and traction and stability controls in particular. Crossover speeds from low to high-speed operation and vice-versa are listed at around 80km/h but aren’t strictly set, for instance. Instead, the car interrogates a protocol to make the decision in concert with a range of parameters including such variables as steering rate and angle, throttle position, suspension settings and the like. In terms of the seat-of-the-pants impression, at high speeds corner entries feel like the car is a little ‘loose’ (oversteering) but then the

rear settles, the front points and the cornering forces load up. Part of the credit here must also go to the active aerodynamics that extend and retract (via inflatable hoses) a three-position front spoiler, as well as the height and angle of the adjustable rear wing – a Porsche stalwart. The variable front geometry is a world first and, says Porsche, generates up to 44kg of downforce (albeit at 300km/h). The active biplane rear wing adds another 88kg at the same speed. Porsche says together they trim the Turbo S’s Nurburgring lap time (7:27) by two seconds. At Phillip Island it might only be a fraction of that, but we can vouch for the car’s uncanny ability to track as directed through the four fastest corners on the track – in contrast to the standard Carrera S lapping at the same time. In low-speed corners, there’s little if any of the understeer that the 997 Turbo exhibited. The car just turns in and tracks cleanly – again a function of the virtual wheelbase and rear steer. Credit here also needs to go to the new AWD system. Faster acting, more precise in terms of the torque it delivers and able to direct more torque to the front axle, the new system also interacts with active torque vectoring on the rear axle to further tailor the Turbo’s handling and roadholding. All these chassis smarts do their best to steal the show, but the star of this car is still the twin-turbo 3.8-litre boxer six. Happy to rev beyond 7000rpm in S form and packing huge amounts of torque and power, this is a mega engine and yet remains remarkably tractable. Its soundtrack is pure 911 and although it doesn’t have quite the notes of the atmo Porsche sixes (the GT3 RS 4.0 comes to mind), it is still a wonderfully emotive tune. Never loud. Always present... If there’s a better street car engine available today, I’m yet to drive it. Simple.Period. I’d love to tell you exactly how this all translates on the road, but in this case it would be rather pointless. For a start we didn’t drive the Turbo or Turbo S on the road this time around and arguably this is a car that needs the elevated speeds Phillip Island generates to unlock any idiosyncrasies. I’ll enjoy driving the car on the road, if only for the chance to spend some more time behind the wheel (and give you detailed accounts of its fuel economy and the effectiveness of the infotainment system). As supercars go, this is easily the most civilised on the road today and definitely the only one with which you could live every day. Porsche 911 Turbo and Turbo S price and spec [S in brackets]: Price: $359,800 [$441,300] (plus on-road costs) Engine: 3.8-litre horizontally-opposed, twin turbo six-cylinder petrol Output: 383kW/600Nm Overboost 710Nm [412kW/700Nm Overboost 750Nm] Transmission: Seven-speed twin-clutch

automated manual Fuel: 9.7L/100km [9.7L/100km] CO2: 227g [227g/km] Safety Rating: Not tested What we liked: Not so much: >> Best street engine on the market today >> Can’t afford one >> Unimpeachable handling and roadholding >>Unburstable feel in every mechanical aspect

Porsche 911 Turbo pricing (plus on-road costs): 911 Turbo Coupe: $359,800 (-$3400 compared to 997) 911 Turbo S Coupe: $441,300 (+$18,500) 911 Turbo Cabriolet: $388,800 (-$800) 911 Turbo S Cabriolet: $463,100 (+$20,800)

July - September 2014

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10/12/2013 3:50:50 PM

Story: Mike Almond Photos: Bob Taylor â&#x20AC;&#x201C; (bobteee.webs.com)

The Inside Line With Mike Almond

Howdy guys! Itâ&#x20AC;&#x2122;s been a very busy end of season for our team with the final two rounds only two weeks apart. We started with Bathurst and then headed straight up to the Gold Coast. It was imperative for us to finish Bathurst with no damage as the turn around time between races was too short to repair any major hits. Bathurst was always going to be a hard task with so many of the competitors having done a lot of laps there. This was evident with the time difference between the front runners and myself being a little larger than normal. As the weekend went on I felt more and more comfortable with the car and the pace began to show this. I managed to stay out of trouble in the first couple of races and this put me in a good position to push harder in race 3, feeling more at one with the car. The cars in front of me were pushing very hard after the safety car as there was a lot on the line for them with the championship being so close. They were trying to bridge a comfortable gap moving into the Gold Coast. There were also a few guys pushing hard to prove a few points, which in any sport is understandable and only natural of course. Motor racing however bites a little harder than most sports if you fail and this was the case as we headed into turn 2. I was in P6 from memory and I had a great view of what was unfolding in front of me. I could see one car was getting out of shape braking very late down the inside line of turn 2. He lost control, slid into a second car causing a domino effect and taking out another two front runners. I backed off slightly before things got out of control and gave myself a little breathing room before I turned in and powered through the corner. Behind me was carnage with four of the front runners taken out in this one incident. We got lucky and came out of the incident sitting in second place. This also secured second place for the round.

The Gold Coast was always going to be a tough one. Once again there were guys who had done a lot of laps there, but also it is a circuit that has less room for error. To be fast here requires some extreme focus and a bit of flirting with the limits. For me, I needed to finish this round in front of Nick McBride to secure seventh place in the championship. This was proving difficult in race 1, until Nick spun trying to pass. I pushed as hard as I comfortably could to keep myself where I needed to be. If I were to have placed higher, it would not have benefited my championship. However, having said that I am not sure how much I had left in me and I probably went faster than if I had over driven. I had already scraped 2 walls over the weekend, so that shows we were really pushing! I had a lot of pressure from Padyachee in the last race, so it was great to see him back on the money after a less than ideal mid season. Renee Gracie also had a blinding last race and it will be a shame to see her leave the Carrera Cup (she is going into the V8 Dunlop support series for 2015) because she was only going to keep climbing the ladder. We are very happy as a team to have finished our first season in seventh place, especially as we did it with consistency and a clean track record. We had a slight mishap in qualifying during Clipsal, which saw us not start race

1, otherwise we did not have a single DNF all year. Buik Motorworks have done an amazing job preparing the car. Mark Buik brings a lot of expertise that is invaluable with his ability to analyse data and relate it to me as a driver himself. Stuart Martin and Craig Datson have kept the car running as smooth as silk when it leaves the workshop and all weekend long at the race meetings. They combine to provide an atmosphere that is professional, relaxed and precise when needed. Peter French from Phenix Motorsport has been invaluable also, with his engineering skills. He has helped provide a structured and methodical approach that has given us a fast car throughout the weekends racing. Dad (Ross) has been the backbone of the team. He provides a level of support to the whole team that allows everyone to do their job in a no pressure environment. He keeps the good vibes going and manages all aspects of the team with regards to infrastructure, sponsorship, roles and even gets involved with strategy and driver coaching. We couldnâ&#x20AC;&#x2122;t do it without him, so for that we are all grateful! Next year is going to be very exciting for us with some changes occurring. We look forward to discussing this with you next time! Regards, Michael Almond

July - September 2014

Story Marty Ewer Photos : Roger Paterson

Supersprint 1, Raw & Uncut 6th July 2014

Doug McPherson took out honours on the day despite an early spin

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July - September 2014

Dave Allen and Ryan Reynolds volunteered as flaggies Thanks Guys!

Rob Black looks excited even when his new 650S is standing still!

Sunday was a cold, misty morning and I awoke to the sound of heavy rain on the corrugated iron roof. I hesitantly peered out through the curtains and saw heavy grey clouds sitting low on the foot hills and casual water lying on the ground. It looked like it was going to be the first wet day at Mallala in quite a while. I arrived at the track fashionably late to the sight of club members busily preparing their cars ready for the day’s activity. There had clearly been a lot of rain overnight and the estimated maximum was a bracing 14° C. There was a hint of a faint, but cold breeze. I surveyed the variety of cars when I saw Rob Black proudly displaying his three-week old McLaren 650 S (yes, the 650 stands for hp). I eagerly darted across to admire the magnificent machine. Rob proudly pointed out the 390 mm front carbon fibre brake discs and I noted the purposeful 305/30 Pirelli Corsa rears. The car was beautifully finished inside. Rob felt that his most recent acquisition was 10% better all-round than his previous McLaren.

meeting. Keeping this a secret appears to be based upon the assumption that none of the club members can count and that no-one will have the initiative to use a calculator! During the driver’s brief Norm subtlety pointed out an embarrassing photograph taken of Mike Rogers wearing a very nice race suit and displaying his full licence!

A couple of cars caught my eye including Adam Trimmers’ 1987 911 Carrera. When I first saw the sign on Adams car saying “Dream Room” I thought it was a reference to the cars’ cockpit being his dream room. I later realised that his car is sponsored by an interior design company called “Dream Room.” Some of the new 991 GT3’s had arrived in Adelaide and I was surprised not to see one at the sprint. There were a couple of non-starters. Dave Allen had entered his beautiful 991 Carerra S but unfortunately he couldn’t get it out of his muddy driveway, however he generously came along and worked all day as a flag marshal. Phil Jaquillard had entered his black GT3 but withdrew at the last moment to attend a lunch at a winery in the Barossa. Scrutineering went without incident. Norm then professionally conducted the drivers briefing with military precision. He authoritatively spoke about the changes to the club championship rules. Norm explained that from now on the hill climb event results will be determined by comparing your best run of the day to your handicap which will be your quickest previous run. Each time you break your handicap you get a 5 point bonus. The 5 point bonus system also applies to the sprint. I thought the 2013/2014 club champion would be announced, however a reliable source told me that the announcement was being kept a secret until the annual general 40

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Proceedings got under way and Roger Paterson took Mike Rogers out for driver training in Mike’s Boxter. The track was still very wet and Mike looked understandably nervous. The cars’ driver was hustling it and I then noticed it spinning vigorously through turn one. One reliable witness told me that Mike was driving but another equally reliable witness told me that Roger was driving. I later explained to Roger that it wasn’t my role to determine which club member was telling the truth and therefore I would adhere to the timehonoured rule of journalism which is never allow the truth to get in the way of a good story. Therefore, it is my understanding that Roger Paterson had an embarrassing spin in someone else’s car! Well done Roger. The track was still very wet for practice 1. A few of us were on slicks and thought it best to go out and see what the grip was like. I quickly found out there wasn’t any! Kier Wilson found the Nissan GTR a handful on slicks and I had a number of slides in my white GT3. Jason Palmer went out in his beautiful black 993 race car, and even though he had treaded tyres, he managed a spin on the warm-up lap. Jason was quick to point out that it was usually me who came close to spinning on the warm-up lap. Thanks Jason.

by this psychological blow but he managed to hesitantly ask what was written on my note. I explained that I had a training session with Mike Almond at the last sprint and the note contained the key points to drop a second off my lap time. This both intimidated Jason and piqued his interest and he asked exactly what was written on my piece of paper. I maturely replied, “Not telling.” Fortunately it was then time to go out on the track and I didn’t have to inform him that it was just a reminder to collect my Motec beacon at the end of the day! Returning to more serious matters, I’m getting a lot of pleasure from following Mike Almonds’ racing career. Many of us have seen him progress through the club ranks to the lofty heights of Carrera Cup. Carrera Cup boasts a number of V8 Supercar drivers and Mike’s times are just off the front runners. Mike has learnt a lot from the very best Porsche steerers in the country and he is now offering to share his wealth of knowledge and experience in the form of reasonably priced driver training. I thoroughly recommend Mike’s services to anyone wanting to be a better driver. I have done various driving courses over the years and I got more from Mike then I have from any other driving instructor. He is amazing! If you want to improve your times contact Mike at malmond@copyworld.com.au or 042740-8080. Turning back to the action, I am sad to say a number of Porsches retired during the day. Vic Moore’s 1988 911 Carrera retired with clutch trouble. Norm Goodall had a problem with gear selection. I spoke with Norm just

Nick Streckeisen came out with his new Willall racing prepared Nissan GTR. He was gradually coming to terms with the beast. Nick was clearly trying to get the trophy for the quickest tyre change on the day. I noticed that he started with a wet and then changed to a road tyre and then to slicks. Even though Nick was exceptionally quick and gifted with the jack and wheel brace, I think he has a way to go until he reaches F1 like times. Whilst lining up to go out Jason Palmer noticed a note stuck to my steering wheel and he asked what it was. I thought this was a chance to gain a psychological advantage over a gullible competitor! I explained to Jason that all professional drivers have notes on the steering wheel and expressed surprise that he didn’t have one. Jason was clearly shaken

Marty Ewer getting an early start on his report

after the problem became evident and he ruefully pulled a nut out of his pocket and he wisely reflected it is never a good sign to be left with one or 2 extra bolts or nuts after working on your car! Norm also told me that Mike Rogers had to go home because of a smoking problem. Not being very mechanically minded, I said to Norm that I know smoking is discouraged but I didnâ&#x20AC;&#x2122;t realise it is now a reason to be excluded from a sprint. Norm pointed out that the smoking problem related to Mikeâ&#x20AC;&#x2122;s engine rather than to the health hazard I was thinking of. Roger Paterson and I have enjoyed a number of good duels on the track over the years in various cars. We enjoy the driving together and some days Roger is quicker in his purple GT3 and some days I am quicker in mine. On this particular day, Roger took the honours and he was considerably quicker than me. He was also remarkably consistent which is always the sign of a very good driver.

PCSA Super Sprint Place CarNum Driver 39 Doug McPherson 1 77 Ray Pryor 2 2 Roger Paterson 3 37 Andrew Burgess 4 47 William Harding 5 9 Darien Herreen 6 3 Marty Ewer 7 62 Adam Trimmer 8 31 Kym Obst 9 34 James Harding 10 6 Jason Palmer 11 91 Marc Kovacic 12 95 Greg Limbert 13 27 Vic Moore 14 70 Norm Goodall 15 86 Mike Rogers 16 5 17 35 66 80 85 89 90

OTHER MARQUES Rob Black David Rowe Nick Streckeissen Martin Donnon Brad Kirkwood Juris Kuznecovs Kier Wilson Ian Crouch

6-Jul-14 Car Lap1 964 1.3550 944 turbo 1.2657 997 GT3 1.1551 944 Turbo 1.2480 997 Carerra 1.2605 911 SC 1.2331 997 GT3 1.1887 1987 Carerra 1.2243 Boxster S 1.3156 997 Carerra 1.2746 993 RSR Race 1.1831 997 GT3 1.2345 997 GT3 1.2521 88 Carerra DNS 911 SC DNS Boxster DNS McLaren Lancer Nissan GTR Norax Evo Exige S Nissan GTR Toyota MR2

1.1747 1.2286 1.1547 1.2092 1.1326 1.2183 1.1526 DNS

Lap2 1.2348 1.2649 1.1528 1.2550 1.2486 1.2265 1.1768 1.2140 1.2652 1.2604 1.1808 1.2328 1.2461

Lap3 1.2345 1.2593 1.1545 1.2434 1.2437 1.2288 1.1715 1.2174 1.2766 1.2716 1.1858 1.2354 1.2497

Fortunately, after a very wet start to the day the sprint was conducted in dry conditions. At the end of the day a couple of performances stood out. Doug McPherson, driving his 911 964 had a spin on lap one of sprint 1. By itself this is not particularly remarkable, but Doug went on to win the sprint. Doug did this, partly aided by achieving a personal best on lap 9 of the sprint. Doug modestly attributed the wonderful performance to replacing some worn suspension parts! Congratulations Doug. Congratulations also to Ray Pryor driving his 944 Turbo to second position on the day. Ray also got a PB. Ray shared the drive with Andrew Burgess who came in fourth. Roger Paterson finished third showing excellent consistency over the 9 laps. Adam Trimmer was another driver to get a PB in his 1987 Carrera. Thank you to club officials for arranging another fabulous club sprint and on behalf of club members I thank the officials and flag marshals for giving up their valuable time so we can do what we really enjoy. Thank you. Lap4 1.2383 1.2704 1.1539 1.2497 1.2500 1.2324 1.1670 1.2208 1.2792 1.2818 1.1892 1.2289 1.2462

Lap5 1.2364 1.2691 1.1539 1.2505 1.2482 1.2337 1.1655 1.2199 1.2831 1.2536 1.1897 1.2226 1.2397

Lap6 1.2339 1.2733 1.1535 1.2506 1.2467 1.2213 1.1679 1.2117 1.2820 1.2433 1.1873 1.2277 1.2322

Lap7 1.2334 1.2692 1.1552 1.2431 1.2407 1.2237 1.1705 1.2215 1.2728 1.2520 1.1856 1.2368 1.2375

Lap8 1.2415 1.2665 1.1530 1.2510 1.2392 1.2282 1.1703 1.2249 1.2806 1.2831 1.1826 1.2334 1.2337

RED=New Handicap 1.1647 1.2179 1.1662 1.1887 1.2380 1.2107 1.1655

1.1792 1.2179 1.1619 1.2078 1.4545 1.2227 1.1604

1.1778 1.2361 1.1446 1.2078 1.1401 1.2344 1.1755

1.1743 1.2206 1.1471 1.1895 1.1353 1.2288 1.1576

1.1845 1.2160 1.1484 1.2284 1.1293 1.2421 1.1678

1.1917 1.2253 1.1324 1.2010 1.1234 1.2336 1.1596

1.1966 1.2143 1.1405 1.1961 1.1506 1.2286 1.1557

Lap9 Points Bonus Total 1.2324 105 100 5 93 1.2663 88 5 78 1.1545 78 68 1.2412 68 1.2374 60 60 52 1.2345 52 1.1642 45 45 1.3845 44 39 5 33 1.2824 33 1.2496 28 28 23 1.1841 23 19 1.2261 19 14 1.2278 14 0 0 0 0 0 0 1.1996 1.3019 1.1496 1.1943 dnf 1.2288 1.1579

Vehicle dynamics explained

It looks very cold out there. Adam Trimmer, Ray Pryor and Andrew Burgess contemplate the day

Rob Black his new 650S and senior management

Martin Donnons locally built Norax sports car

July - September 2014

Photos: Ray Clements

Collingrove Hillclimb - July

13th July 2014

Air cooled squad at the ready.

Geoff Crowe put in a great effort to secure top spot on the day. 42

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Darien’s little black number really looks the part.

Adam’s car is always a pleasure to behold, ohh and it’s pretty quick as well.

Collingrove Hill Climb Results

Position 1 2 3 4

Driver Geoff Crowe Adam Trimmer Darien Herreen Tim Pryzibilla

Car/Class 997 GT3 Carerra 3.4 911 3.2 911 3.5

Tim ‘If I could get wider tyres on the back I would’ Pryzibilla.

13-Jul-14 Hillclimb # 1 Number Best Time Handicap Points Bonus Total 38 35.67 37.00 100.00 5.00 105 496 36.99 37.80 80.00 5.00 85 19 37.75 38.00 33.00 5.00 38 420 38.35 38.00 14.00 14 R=New HC

July - September 2014

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Story: Mark Haig Photos: Mark Haig

Phillip Island – Wet and Wild

26th July 2014

After a great Easter taking part in the Regularity event at Bathurst earlier this year, the next venue on my bucket list was to experience the track on Phillip Island. The opportunity to come over for the Victorian Porsche Club Winter Sprint was too good to pass up, so on Friday July 25th my wife Margo and I set off for the eleven hour drive from Adelaide. We arrived at the Silverwater Resort at San Remo late on Friday afternoon, the resort came highly recommended by other Adelaide Porsche members and we were very pleased at the high standard of rooms and service. I was driving my recently purchased Black 1992 Porsche 968 in standard trim with ‘R’ Spec tyres. Saturday, practice day on Phillip Island, dawned cold, wet and misty. All of us South Aussies were warmly welcomed by the Victorian Porsche Club members and we found everyone to be very friendly and helpful. After the very smooth and quick process of documentation and scrutineering, it was time to hit the track and get down to business. Unfortunately the black flag came out for me during the first session, with over 75 decibels of noise registered. Not to be defeated we raced to Mitre 10 in Cowes, bought some steel wool, galv. mesh and a bolt, raced back to the track, drilled a hole into the exhaust and with some very creative engineering managed to “muffle” the noise. Several other cars were also black flagged for noise, innovative fixes were coke cans stuffed up exhausts and steel

wool wrapped in chicken wire. My steel wool was in great demand and became as valuable and precious as “unobtainium”! I took the 968 back on the track after only missing the second session, and managed to complete the remaining practice runs for the day although in very wet conditions. Sunday morning we awoke to much better weather, the track was moist for the first session but dried out for the remainder of the day. My brand new Toyo 888 tyres were loose in the wet conditions of Saturday practice, but were rubbered in and perfect for Sunday. It was a fantastic day; I took full advantage of the potential of the track and the long flowing corners. I have to commend the professionalism and the experience of the other drivers. The calibre and presentation of cars was excellent and I felt humbled in my 968.

At the end of the day I posted a 2m-5sec lap so there’s a lot room for improvement! My thanks to everyone for their friendship and comradery, I’m really looking forward to coming back for ‘The Presidents Run’ at Sandown in November, another track on my bucket list!

July - September 2014

Story: Adam Trimmer Photos: Bob Taylor – (bobteee.webs.com)

Time Attack Sprint

Tim O’Daly

Adam Trimmer 46

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Brett Sunstrom REPORT

Chris Ogden came home third on the day

Damien Swart

Darien Herreen

July - September 2014

Conditions for the day? Mmm, well the most wind I have EVER driven in at Mallala, so not great. Driving to the track was difficult enough at 100kph! What was it going to be like at track speeds and trying to turn the car? As it turned out the track conditions changed lap by lap, with new dust and dirt deposited randomly all the time. The time attack format presented new challenges in judging the correct tyre temps/ pressures, braking ability and remembering to depart the track after doing only one lap. This last challenge caught out several members, however their names shall remain anonymous. Driving in the wind was interesting to say the least. At turn one the car was reluctant

to turn into the wind and after rounding the southern hairpin the brick wall effect set in. Rounding the kink into the wind was easy with a few less kms showing on the speedo. The car was then pushed way wide through the sweeper. The esses presented even more challenges. The car didnâ&#x20AC;&#x2122;t want to turn or slow down with the wind blowing up the tailpipes. Then there was understeer coming onto the start finish straight with the wind trying to blow you on to the grass. Being in the first half of my group, whilst sitting in pit lane waiting for my second lap, I spared a thought for the five cars that replaced our five on the track. I knew that they were experiencing something totally bizarre.

Fortunately the conditions improved slightly after lunch which was a relief to all. Ray Prior won the day and set a new PB. Five PBâ&#x20AC;&#x2122;s in all were set and those people all received five bonus points towards the club/sprint championship. As usual, Norm Goodall did an excellent job with Geoff Crowe in running the event. The men in the hot seat (pit lane) however were Al Seaman& Kym Obst. They were superb in controlling the field and did a brilliant job. Overall a great day, despite the weather.

Peter Mayer PCSA TIME ATTACK SPRINT 28th September 2014 Place Car No Driver Car Lap1 Lap2 Lap3 96 Mark Coupe 928 1 1.2728 1.2641 1.2711 77 Ray Pryor 944 turbo 2 1.2814 1.2728 1.2661 82 Chris Ogden 964 C4 3 1.2703 1.2721 1.2848 9 Darien Herreen 911 SC 4 1.2248 1.2231 1.2193 2 Roger Paterson 997 GT3 5 1.1686 1.1582 1.1657 3 Marty Ewer 997 GT3 1.1690 1.1646 1.1682 6 22 Tim Pryzibilla 84 Carerra 3.5 1.2722 1.2274 1.2221 7 38 Geoff Crowe 997 GT3 8 1.2095 1.2072 1.2137 84 Steve Thiele 997 GT3 9 1.1907 1.2077 1.2050 62 Adam Trimmer 1987 Carerra 1.2329 1.2437 1.2335 10 37 Andrew Burgess 944 Turbo 11 1.2784 1.2579 1.2666 70 Norm Goodall 911 SC 12 1.2498 1.2536 1.2586 27 Vic Moore 88 Carerra 13 1.2440 1.2383 1.2490 39 Doug McPherson 964 1.2723 1.2571 1.2679 14 49 Christos Pazios 997 Carerra S 15 1.2884 1.2844 1.2787 23 Alan Driver 74 911 16 1.3057 1.3117 1.3016 91 Marc Kovacic 997 GT3 17 1.2401 1.2265 1.2297 30 David Benda 996 GT3 Cup 18 1.2089 1.1911 1.1975 56 Damien Swart 996 19 1.2380 1.2313 1.2378 54 Tim O'Daly 996 GT3 Cup 20 1.2073 1.2167 1.2100 95 Greg Limbert 997 GT3 21 1.2503 1.2461 1.2448 55 Amelia Eime 996 GT3 Cup 22 1.2675 1.2526 1.2323 36 Dave Wiffen 964 Cab 1.4633 1.4364 1.4325 23 45 Peter Mayer 997 GT3 RS 24 1.1852 1.1889 1.1927 71 Ray Bessell 2014 Cayman S 25 1.2783 1.2882 1.2796 72 Brett Sunstrom 76 911 RSR 26 1.2080 1.1994 1.1918 50 Tony Keynes Boxster S 27 1.2587 1.2417 1.2483 74 David Allen 2012 Carrrera S 28 1.1938 1.1878 1.1950

Lap4 1.2702 1.2682 1.2754 1.2128 1.1652 1.1705 1.2311 1.2029 1.1986 1.2399 1.2780 1.2575 1.2470 1.2569 1.2896 1.3198 1.2106 1.2171 1.2376 1.1954 1.2639 1.2297 1.4287 1.2001 1.2651 1.1914 1.2446 1.1923

OTHER MARQUES

RESULTS Lap5 Lap6 Lap7 Lap8 1.2687 1.2652 1.2721 1.2684 1.2645 1.2592 1.2590 1.2656 1.2720 1.2583 1.2657 1.2688 1.2148 1.2204 1.2415 1.2274 1.1592 1.1587 1.1610 1.1574 1.1633 1.1626 1.1685 1.1621 1.2217 1.2208 1.2217 1.2122 1.1961 1.1967 1.2045 1.1922 1.1989 1.1978 1.1948 1.1982 1.2290 1.2332 1.2305 1.2284 1.2567 1.2460 1.2606 1.2482 1.2578 1.2543 1.2683 1.2528 1.2460 1.2473 1.2606 1.2473 1.2612 1.2890 1.2713 1.2549 1.2806 1.2695 1.2812 1.2693 1.2993 1.2987 1.2989 1.3041 1.2118 1.2106 1.2186 1.2132 1.1818 1.1943 1.1829 1.1783 1.2330 1.2435 1.2298 1.2269 1.1958 1.1928 1.1885 1.1855 1.2444 1.2468 1.2480 1.2494 1.2489 1.2223 1.2414 1.2141 1.4283 1.4349 1.4153 1.4321 1.1979 1.1965 1.2130 dnf 1.2708 1.2713 dnf 1.1904 1.1876 dnf 1.2428 1.2431 dnf 1.1956 1.1901 dnf RED=New Handicap

18 Cobus van der Merwe 58 Brad Westley

HSV WRX

1.4111 1.2759 1.3080 1.2729

1.5753 1.2624

DNF 1.2887

1.2762

1.2859

1.2786

1.3629

35 80 87 99 85 41

Nissan GTR Commodore WRX EVO Lotus Exige Nissan GTR

1.1174 2.3928 1.2286 Dns 1.2281 1.1383

1.1130 na 1.2201

1.1272 na 1.2167

dnf 1.2078 1.2157

1.2053 1.2614

1.1987 dnf

1.2227

1.2327

1.2308 1.1388

1.2305 dnf

1.2298

1.2351

1.2357

1.2247

1.2274

Nick Streckeissen John Illingworth Mikhail Kuleshov Tristan Catford Juris Kuznecovs Kier Wilson

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Lap9 Average Handicap Difference Points Bonus Total 1.2629 1.2684 1.2634 105 0.0050 100 5 98 1.2533 1.2656 1.2593 0.0063 93 5 1.2520 1.2688 1.2589 92 0.0099 87 5 81 1.2208 1.2228 1.2128 0.0100 81 75 1.1590 1.1614 1.1503 0.0111 75 1.1601 1.1654 1.1542 70 0.0112 70 1.2287 1.2287 1.2156 70 0.0131 65 5 1.1878 1.2012 1.1800 60 0.0212 60 1.1978 1.1988 1.1772 56 0.0216 56 1.2312 1.2336 1.2117 51 0.0219 51 47 1.2398 1.2591 1.2368 0.0223 47 1.2543 1.2563 1.2310 44 0.0253 44 1.2475 1.2196 40 1.2484 0.0279 40 1.2489 1.2644 1.2324 37 0.0320 37 1.2663 1.2787 1.2450 33 0.0337 33 30 1.2974 1.3041 1.2700 0.0341 30 27 1.1987 1.2178 1.1800 0.0378 27 24 1.1641 1.1907 1.1500 0.0407 24 1.2247 1.2336 1.1900 22 0.0436 22 1.1854 1.1975 1.1500 19 0.0475 19 1.2483 1.2491 1.1800 17 0.0691 17 1.2386 1.2386 1.1500 14 0.0886 14 1.4422 1.4349 1.2850 12 0.1499 12 1.1963 1.1500 0 0 1.2756 1.2200 0 0 1.1948 1.2268 5 0 5 1.2465 1.2399 0 0 1.1924 1.1814 0 0

1.2787

1.4208 1.2905

1.1192 1.4100 1.2285 #DIV/0! 1.2172 1.2288 1.1386 na

Steve Thiele

David Allen

David Benda

Mark Coupe took out first placing on the day

Marty Ewer at Scrutineering

Norm Goodall

Ray Bessell

Ray Pryor fought hard for his second place

July - September 2014

Story: Adrian Streather Photos: Adrian Streather

What’s in a name?

Adrian wrote this article a few years back and its contents contain many interesting facts and figures around the true origins of the Carrera GT name plate. Enjoy. Contact details for Adrian Streather: Email: Writer_Live(author900@live.com) Phone: 08 8285 3412 Mobile: 0404 995 044 The latest top of the line, super expensive, supercar offerings from Porsche is the Carrera GT. With a base price of 440,000 Euros it’s beyond the purchasing power of the average person however this article is not about the new Carrera GT, it’s about the history of the name. Is the use of the name Carrera GT new? The answer is No! Porsche first used the name Carrera GT for the racing and rally versions of the Porsche 356 A 1500. The customer could have a Coupe or Speedster version in the Carrera GT version. In the early days of 1956 and 1957 the difference between the standard version and the Carrera GT version was an 80 kW (110 hp) engine, wider tyres, racing seats, special instruments and a racing exhaust system. The Carrera GT version of the Porsche 356B 1600 in 1959 introduced new lighter metal components, revised suspension, roll cage and optional sizes of fuel tanks to the mix. The ultimate version of the Carrera GT to emerge from the 356 series was the Carrera 2 GT. The 4 OHC, 113 kW (155 hp) engine was a monster for its time. The primary use of this CGT was in the rally 50

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competitions of the time. It’s most famous victory being the Monte Carlo Rally. The Survivors of the Porsche 356 Carrera 2 series are very rare and very valuable. The one shown in this picture resides on the east coast of the USA near Boston. The second Porsche series to carry the name Carrera GT was the Porsche 904.

924. It was built as a homologation model for the 924 Carrera GTP to be driven at Le Mans in 1980.

In the period 1964-1965 Porsche built approximately 100 Carrera GTs. An additional 20 were built to supplement the original 100. Of these 20, 16 were actually built up from scratch and the other 4 were made up from spare parts. The Porsche 904 used the quad overhead cam engine of the Porsche 356 Carrera 2 series but the engine output was increased to 133 kW (180 hp). This Porsche 904 Carrera GTS is located in the same facility as the as the 356 Carrera 2.

This photo, kindly supplied by Dr. Ing. h. c. F. Porsche AG (Historical archives) shows Derek Bell at the wheel of the 924 Carrera GTP at Le Mans in 1980. Derek and his team mate Al Holbert (USA) finished 13th overall. They competed in the GTP class. A lesser known fact is that the Porsche 924 Carrera GT also spawned the Porsche 924 Carrera GTS. This was a Group 4 rally car and also a racing customer car which in those days cost 110,00DM each. The Porsche 924 Carrera GTS competed in various rallies in the 1981 season normally driven by the legendary Walter Roehrl and co- driver Christian Geistdoerfer. In my rallying days back home in Australia I competed against one of these 924 Carrera GTS rally cars. I was driving first the Ford RS2000 (MK 1) Escort and then the Ford RS1800 (MK II) Escort.

The current version of the Carrera GT differs in one major aspect to the previous versions. The current version is not a derivative of an existing Porsche model but a stand alone new build. Only 1500 of these superstars are planned. They are built in Leipzig Germany, alongside the assembly line of the Porsche Cayenne and the projected production will be completed in 2006. I am not going to detail all the new Carrera GT features but here is a little taste of what you would get for your money if you can afford to purchase one. The third Porsche series to carry the name Carrera GT was the first of the front engine water-cooled Porsche series, the 924. The 924 Carrera GT was a 2-litre turbo-engine version of the standard

July - September 2014

Technical Specifications:

Brakes:

Power output (DIN) at engine speed 451 kW (605 hp) at 8,000 rpm Power output (SAE) at engine speed 456 kW (612 hp) at 8000 rpm Maximum torque at engine speed 590 Nm (435 il ft.) at 5750 rpm Specific output (SAE) 78.5 kW/L (105.5 hp/L) Displacement 5.7 litres ( Compression ratio 12.0:1 Power output (DIN) at engine speed 451 kW (605 hp) at 8,000 rpm Power output (SAE) at engine speed 456 kW (612 hp) at 8000 rpm Maximum torque at engine speed 590 Nm (435 il ft.) at 5750 rpm Specific output (SAE) 78.5 kW/L (105.5 hp/L) Displacement 5.7 litres ( Compression ratio 12.0:1

380 mm Porsche Ceramic Composite Brake (PCCB) brake discs with 6-piston monobloc aluminium callipers front and rear.

Engine: • • • • • •

V10 with 68-degree angle and 4 valve heads. Water-cooled, normally aspirated, mid mounted. Dry-sump oil lubrication. Titanium connecting rods. VarioCam; variable valve control on intake camshafts. Electronic engine management (Motronic ME7.1.1).

Transmission: • • • 52

Rear wheel drive with limited slip differential. 6-speed manual gearbox with transmission oil cooler. Two plate ceramic dry clutch (PCCC). PORSCHE

REPORT

Traction systems: • ABD and ASR (traction control). • 4-channel ABS (Bosch 5.7) Performance: Maximum track speed accomplished 330 kph (205 mph) 0-60 mph 3.8 seconds 0-100 kph (0-62 mph) 3.9 seconds 0-124 mph 9.9 seconds 50-75 mph 4.0 seconds in 5th gear Quarter mile 11.4 seconds

Driving: I can tell everyone that they sound great and they drive extremely well and very quickly. Acceleration is not quite as good as my modified Porsche 911 (996) GT-2 but it moves. One of the down sides of the Carrera GT is it’s construction and it’s clutch. Kevlar is often promoted as being bullet proof and very strong. Unfortunately somebody forgot to tell the Carrera GT. One of the Carrera GTs featured in this article was involved in a little altercation with a large bump in the road. The end result was the rear underside at the rear was cracked. You do not even want to know how much this was going to cost to fix. Since this article was first published Porsche AG has brought out another GTS this time based on the current 997 series of 911. The 911 (997) GTS is scheduled to reach showrooms in the first quarter of 2011 with a starting price of slightly over $100,000 for the coupe and spiraling up to $113,000 for a basic cabriolet. A Carrera GT in Switzerland which was involved in a slight “fender bender” resulting in a crease in the rear bodywork. It had to be shipped back to Leipzig to be repaired at a cost of over $US125,000. Ouch! The $20,000 clutch of the Carrera GT is extremely difficult to get along with and stalling is very common on first drives.

July - September 2014

Story: Ray Pryor Photos: Ray Pryor

The Leipzig Experience

After ‘booking in’ at the Leipzig Westin Hotel, I asked the receptionist if could she could “please book a taxi for Joy and I to the Porsche factory for tomorrow.” She replied “I think you should talk to the lady over there, she is from Porsche.” After introductions, we discovered that in fact Sandra did work for Porsche Stuttgart and was involved promoting the Panamera Hybrid in conjunction with the Hotel and would be happy to transport us to the factory the next day. After slowly and silently weaving our way through the suburban streets of Leipzig with the Panamera in electric drive, Sandra of coarse explaining the virtues of Hybrid Porsches and pointing to the drive train display, she suddenly hits the sports button and turns on to the Autobahn. The car immediately kicks in the V6 turbo diesel and starts accelerating, the only indication you have of the change from electrical drive to mechanical drive is the drive train display on the dash board. Not long after we are in the left lane passing other vehicles, quick glance at the speedo and we are doing 185kph, later we reached 193! On arrival at the factory we drove up to the famous diamond shaped building where we met a few other guys from Spain, England and France. I was introduced to my instructor and taken to my car, a Cayman GTS (I had asked for a GT3, but they were still having engine problems when I booked – must book three months in advance, not 54

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before, and if you leave it too long no booking spots will be available). John turned out to be a support driver for the BMW endurance team, a bit like our Dean Canto who races for Ford but educates for Porsche. The session consisted of two laps with John driving then two laps with me driving and John advising. Then we pulled off the track, he got out and came back with a two way radio, pushed a button on the dash and checked the radio with my car radio and said “follow me.” He then jumped in to a 911 turbo and I chased him around the Leipzig test track for the next half hour. I poured myself out of the car when finished and said “so how did I go”. Feeling reasonably confident as he only once got on the radio with instructions to ‘hurry up’ on the second lap as we exited the tight left hander on to the front straight. After that I was always within 6 feet of him at that corner but he would always let the turbo out accelerate me up the front straight and then I would play catch up for the rest of the Lap. “Not bad” he said, “so how hard were you pushing it”. “About three quarters” he said. That deflated my ego. John disappeared for a moment. “I’ve been talking to the boss and I know it was your birthday two days ago and you would have really liked to drive a GT3. I can take you out for couple of laps in a GT3 f you like”. I didn’t wait for a second invitation. Now I know why he was only driving ¾ while I was chasing him. Not only has the GT3 got so much more grunt, handling and braking than the GTS, but boy could this guy

drive. At the end my stomach wasn’t looking forward to the lunch that followed, the ‘G’ forces were so great. Luckily lunch wasn’t our next adventure. It was a 20 minute drive around the all terrain track in a Macan. I can assure Kym and Adam that anything they toss at their Macan’s won’t faze them in the slightest. The things we did on the dirt and rocky inclines/declines certainly show how strong this SUV is. The electronics controlling the downhill rocky section were amazing enough even for a guy not into SUV’s. Go over the lip of the incline only seeing sky, drop the nose, touch the brake, put your feet on the floor, steer and let the electronics do the rest. Strange feeling for a driver who likes to always be in control. By now I was calm, ready for the adventure. Well not quite an adventure but a quiet tour through the factory. Seeing the Macan, Cayenne and Panamera assembled was quite a sight. There is no pressure in the factory, everything rolls along at a steady pace, no one seems stressed. You could eat your lunch off the floor, it’s that clean. Robots do most of the work, still a lot of the parts are fitted by assemblers. Macan body parts are made at Leipzig where-as the parts for the Panamera and Cayenne are made in other factories. But it all comes together at Leipzig. Porsche call the assemble of the engine into the body ‘a marriage’.

After the factory tour we were taken to lunch. The restaurant is on the top floor of the diamond shape building that dominates the vast complex. Here everything is five stars, the food, wine and your own personal waiter, as you would expect from Porsche. We finished off the day looking out over the track (thinking how I could go faster) watching over 20 to 30 911’s decked in their training school colours and watching Panamera’s going through their paces on the other side of the track, fresh off the production line. I could say ‘with the setting sun over the test track, sun reflecting off the line of 911’s etc, but unfortunately it was only 3:00PM. We had been there for 6hours but it seemed much less than that. Interesting fact about the Leipzig track is that ten of the worlds most famous racetrack bends are included in its design, and I enjoyed every one of them. Joy and I both agreed that this was an experience of a life time. We had just finished 21 days river sailing from Budapest to Amsterdam and tomorrow we are off to Stuttgart and then London.

July - September 2014

Ten world famous racetrack corners are incorporated into the Leipzig curcuit

The Leipzig complex

PORSCHE

REPORT

Another lap please

Let me at it

Decisions, decisions

Fine dining

No half measures with Porsche

Ray & John

July - September 2014

Story: Chris Ogden Photos: Wynston Ide & Phillip Kellett

A Date With The Mountain

14th September 2014

great driving roads. We head off from the Highbury Hotel line-astern, or as close to it as the local traffic will allow. Head up through Athelstone and join the Gorge. It’s always the luck of the draw whether you’ll get a good run up the Gorge, non Porsche traffic, cyclists, motorbikes, police. Not that we’ll be speeding of course, it’s all for the drive.

Another Gorgeous sunny Sunday, almost sounds like the line from a classic song, well maybe not quite but definitely a perfect driving day! A little early for a Sunday I think as I drag myself into the shower, but then again, maybe not, it’s the Collingrove Club run today. Breakfast was over with quickly as I madly attempt to get the kids organised before the rapidly approaching departure time. I do like to be early for an event. Everything packed for the day, wallet, sunnies and passengers. We pull out of the driveway and head to the meeting point for today, the Highbury Hotel. Not the best part of the drive by any means, but it’s always fun to turn up and see who’s there, and what new cars are on show. We stroll around the car park and view all the gorgeous artwork, I pick out several I’ll buy next. James, my 11 year old son, picks out his favourite also. Then we return to our classic, the 91’ 964C4 that is the centre of my Porsche world (at the moment!!) After a short brief from El’Presidente, outlining today’s drive, we return to our chariots to let the fun begin. Our first leg today has us heading up the lower section of Gorge Rd, one of Adelaide’s 58

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We all arrive safely at the first rally point, the top car park near Kangaroo Creek Reservoir, and after a short re-grouping we head out for the second leg. Another great drive, the twisty, tight, rough, terrain of the Gorge Road that runs from the top car park to the Cudlee Creek Café. A great stop off for a drink after a drive or a Mountain Bike ride at the Fox Creek Mountain Bike track. No time for that coffee today as we pass the friendly café and head up the classic Cudlee Creek Rd towards Lobethal. This is another great road, fast sweeping corners and a good surface await us. I think this is one of my favourite roads in Adelaide if the traffic is right, sunroof open, windows down, kids complaining about the wind, how could it get any better? But today is not our lucky day as we back up behind a Sunday driver, not one from the club obviously. I know the road is for everyone but … it’s Porsche day today, didn’t they get the memo?! We roll (SLOWLY) into Lobethal like a German tidal wave, down past the envious bikers congregating outside the Amberlight Café and cruise into our second rally point. After a short break, and a longing look at the Lobethal Bierhaus, we head off for the final run to Collingrove. Some more great roads full of magnificent German engineering ahead

of us. We pass though the lovely hills town of Gumeracha when it suddenly occurs to me, CASH! Bugger! I’m out. I ask Cheryl if she has any, yes $10, that’ll get us into Collingrove, but what for lunch? That’s ok I think, we’ll just stop at an ATM in one of these lovely towns. Mmm not in Birdwood, not in Mount Pleasant, not in Springton. Things start to look average for us when the friendly Eden Valley Hotel appears in my sights with a prominent ATM sign out front. A quick dive into the parking lane, Cheryl is out and across the road in no time and returns to save the day with a couple of greens. Saved!! Right back in the game, if a fair way behind. But that’s no problem I’ve a clear road ahead and we’re into the 100km/h zones now. Hit it! After a short, but fun, dash from Eden Valley, we arrive at Collingrove right behind the rest of the club, not a bad catch-up. The track is packed, full of the classic, the beautiful, the expensive, and the slightly weird. I’m talking about the cars obviously, but then again? We watch them roar off the starting line and disappear over the first hill at turn one, never quite knowing if they’ll re-emerge up into turn two. But we’re really here for one thing today,

the Porsche run up the track during the lunch break. I wait patiently, go for that nervous comfort break and then head into the club house for the sign on and drivers briefing. Nothing too difficult, don’t go too fast and don’t crash! Good brief I think, short and to the point! Ok it’s time, we gather back at the car and head down to the starting gate. It’s our turn and I roll up to the start line, ok don’t stall, stay on the track, smooth gear changes, yep all under control. Green light – GO! What’s that smell, bugger, the clutch.

Ok, back off and try better next time. The first run didn’t start well but after the debacle at the start line I get into a rhythm fairly well by turn two. Ok, concentrate, second gear, brake hard, accelerate!! Wow, 40 or so seconds later, we arrive at the top. Cheryl and the kids love it. Ok, who’s for another go?

road and admire the view from the top. That was fun, I think I need some lunch now. Well, another great club run, I muse as we depart the track after some great fun. I think we’ll head through Angaston for lunch today before the long haul home … maybe a winery or two?

The second run is much better off the line and I feel far more in control, a good thing really as I hurtle up the very narrow twisty bit of tarmac at about 100km/h. Ahh much better I think as we coast slowly down the exit

July - September 2014

PORSCHE

REPORT

July - September 2014

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www.pacificmarine.com.au Cnr Old Port Road & Tapleys Hill Road, Royal Park SA 5014 Phone: (08) 8444 2444. Email: sales@pacificmarine.com.au South Australiaâ&#x20AC;&#x2122;s new MasterCraft Dealer

A Boat Show All Year Round!

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Story: Christofer Lloyd - msn.com/en-au/motoring/news/

Colour Code Breaker

Think the colour of your car is meaningless? Think again. New research has found that the car colour that motorists choose gives a good insight into their behaviour behind the wheel. People who drive black cars claim to be “risk takers and better lovers” but also prone to road rage, according to a survey of 1550 new car drivers, carried out by Flexed.co.uk.

In contrast to owners of black cars, those who choose a silver car are often safer drivers, more mature and not as likely to be involved in a crash. This research also discovered that brown car drivers are likely to be introverted and prone to being dull, while those who pick a red car are extroverted, drive faster and are overconfident behind the wheel.

This survey deemed that the colour of car that buyers choose may be based on a number of subconscious character traits, reports Yahoo. The colour that drivers opt for therefore can be seen as an extension of their personality.

The happiest drivers were found to be those with a blue car, who were also classed as the most polite. Green car owners however are less concerned about fashion or other people’s opinions, though they don’t often let

people out of junctions. Flexed spokesman Mark Hall said: “We found that people who were buying or leasing executive cars preferred black because they thought it befitted their status. That’s why you see so many business types driving black BMWs and Audis. “There is circumstantial evidence that driver’s behaviour can actually change in different colour vehicles. Put an executive driver into a silver car and see them slow down by 20 mph. Your surroundings define how you behave.”

July - September 2014

Story: James Law Photos: Ray Pryor

Foggy Dew Run 27th July 2014

This yearâ&#x20AC;&#x2122;s foggy dew run began at the usual Feathers car park location, where we had a great turnout of 30 plus people all up early and keen for a morning drive. After cracking the whip and handing out our run destination and direction sheets we were on our way at 8am sharp minus the fog. Our drive took us up through Mount Lofty Ranges, Cherry Gardens and into Clarendon where we were able to stop briefly, allowing everyone to catch up. We then continued on through Macclesfield to our final destination, the gorgeous Longview Winery ready for a breakfast and warm coffee. Our hosts at the winery had us located on one of the outside, thankfully enclosed and heated, verandas which overlooked the surrounding green hills and winery vines. Pastries, fruit, bacon, eggs and coffee, what a great way to start a Sunday morning. After we had eaten our fill and chatted about our drive we took the chance to grab some photos with the cars and friends, each of us deciding on which way had the best roads back. Then we headed off. Many thanks to Longview for putting on a great breakfast and everyone that came out for the mornings run. I think we will be back again next year, perhaps this time we can add the fog to the foggy dew run.

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July - September 2014

0418 891 466

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Story: Joy O’Connor Photos: James Law

Maylands Hotel - A Night of Treats

8th August 2014

Dinner is Served. The Maylands Hotel dinner was a great night with a good time had by all. Congratulations must go to James and Tina who did such a great job in organising their first Club Dinner. Tina was away working but James was there to ensure everything went to plan, although Derry may not agree as James tried to do a runner with his desert at one stage in the night. Everyone seemed to enjoy the evening, and me, with nothing to organise found the time to walk around the table and chat, it was relaxing and very enJOYable.

Carerra Cup driver Sam Power, centre, dropped in to say hello.

Congratulations Adrian & Helen.

Lee & Pam Fulton enjoying the night out.

Looks like the red was popular.

Many familiar faces and backs of heads.

Ray telling more tall tales.

Along with many regular faces we also had one of our local Carrera Cup challengers, Sam Power, pop in for a bite to eat. He was a busy boy on the night socialising and fielding questions on his motorsport experiences and it was a pleasure to have his attendance. In my travels I stopped to speak with Helen and Adrian, and they let me in on their little surprise. On their travels, in Paris, Adrian proposed to Helen. During dinner out came those magic words “will you marry me?” After my congratulations! I asked about the ring? To be told “it’s coming”. Well done “Ades”! We now await the presentation of the “work in progress” - the sparkler! I look forward to its appearance when we return from overseas no pressure!! Is this our first engagement in the Porsche Club in recent times? I could not wipe the smile from my face, such a great couple and well suited. Now, on to another sweet thing. The Warm Coconut Pie with Toffee Sauce, runny cream and ice cream was the best ever dessert I have eaten. I passed this on to the Chef and was asked for my email address, to forward the recipe. I look forward to that too. Catch you at the next function.

July - September 2014

Story: James Law Photos: James Law

The Maid Hotel Dinner

8th August 2014

Twenty or so club members and partners gathered together on the Friday night following the October long weekend to enjoy a satisfying meal and some entertaining conversation. Predinner drinks at the bar kicked off the evening with stories exchanged about long-weekend activities and via a detour to the car park to admire Lynn and Craig Nagel’s transport for the evening everybody was then seated to enjoy some good food. The meals were pretty impressive for “pub food” and everybody appeared to be happy with their menu choices, although there was a slight mishap with a late meal (sorry Joy!) however this was rectified with management apologetically offering a complementary wine. The conversations enjoyed over dinner were continued into the evening with several people staying behind to enjoy some post-dinner beverages and light-hearted storytelling and business talk. The girls in particular were impressed by Lynn’s para gliding abilities, but I don’t know if they were convinced to give it a go quite yet. Although Tina thought the lure of a “tandem b*tch” sticker as a momento for flying with Craig was pretty tempting.

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PCSA Roll of Honour ROLL OF Past Presidents Past Presidents 1974/75 D. Christison

1974/75 D. Christison 1975/76 D. Christison 1975/76 D. Christison 1976/77 D. Christison 1976/77 D. Christison 1977/78 P. Dennis 1977/78 P. Dennis 1978/79 B. Clements1 1978/79 B. Clements1 1979/80 B. Clements 1980/81 T. Klaveniek 1979/80 B. Clements 1981/82 T. Lynas 1980/81 T. Klaveniek 1982/83 T. Lynas 1981/82 T. Lynas 1983/84 T. Lynas 1982/83 T. Lynas 1984/85 T. Lynas 1983/84 T. Lynas 1985/86 J. Nicholls 1984/85 T. Lynas 1986/87 B. Lynas 1985/86 J. Nicholls 1987/88 P. Rosenzweig 1986/87 B. Lynas 1988/89 T. John 1987/88 P. Rosenzweig 1989/90 T. John 1988/89 T. John 1990/91 T. John 1989/90 T. John 1991/92 T. John 1990/91 T. John 1992/93 T. John 1991/92 T. John 1993/94 D. Eckert 1992/93 T. John 1994/95 D. Eckert 1993/94 D. Eckert 1995/96 P. Dixon 1994/95 D. Eckert 1996/97 P. Dixon 1995/96 P. Dixon 1997/98 P. Dixon 1996/97 P. Dixon 1998/99 P. Dixon 1999/00 P. Kowalenko 1997/98 P. Dixon 2000/01 P. Kowalenko 1998/99 P. Dixon 2001/02 P. Brunnthaler 1999/00 P. Kowalenko 2002/03 P. Brunnthaler 2000/01 P. Kowalenko 2003/04 M. Rooke 2001/02 P. Brunnthaler 2004/05 J. Palmer 2002/03 P. Brunnthaler 2005/06 J. Palmer 2003/04 M. Rooke 2006/07 S. Elshaw 2004/05 J. Palmer 2007/08 S. Elshaw 2005/06 J. Palmer 2008/09 A. Sparks 2006/07 S. Elshaw 2009/10 A. Sparks 2007/08 S. Elshaw 2010/11 N. Goodall 2008/09 A. Sparks 2011/12 N. Goodall 2009/10 A.Sparks 2012/13 N. Goodall 2010/11 N.Goodall 2013/14 K. Obst 2011/12 2014/15 K. ObstN.Goodall

Hillclimb Champion Hillclimb 2004/05 J.Champion Palmer

2005/06 J. Palmer 2004/05 J. Palmer 2006/07 J. Palmer & M. Ewer 2005/06 J. Palmer 2007/08 A. Sparks & M. & Ewer 2006/07 J. Palmer M. Ewer 2008/09 G. Keene 2007/08 A. Sparks & M. Ewer 2009/10 A. Plate 2008/09 G. Keene 2010/11 N. Goodall & O. Sheahan 2009/10 A. Plate 2011/12 R. Paterson 2010/11 N. Goodall & O. Sheahan 2012/13 R. Harrison 2011/12 R. Paterson 2013/14 R. Paterson

Sprint Champion Sprint Champion

2004/05 J. Palmer 2004/05 J. Palmer 2005/06 M. Rooke 2005/06 M. Rooke 2006/07 J. Palmer 2006/07 J. Palmer 2007/08 P. Jaquillard 2007/08 P. Jaquillard 2008/09 O. Sheahan 2008/09 O. Sheahan 2009/10 A. Eime 2009/10 A. Eime 2010/11 N. Goodall 2010/11 N. Goodall 2011/12 M. Ewer 2012/13 R. Reynolds 2011/12 M. Ewer 2013/14 A. Trimmer

Club Driving Champion Club Driving Champion 1985/86 T. Lynas

Motorkhana Champion Motorkhana 2004/05 M.Champion Ewer 2004/05 M. Ewer 2005/06 M. Ewer 2005/06 M. Ewer 2006/07 D. Gilbert 2006/07 D. Gilbert 2007/08 P. Kowalenko 2007/08 P. Kowalenko 2008/09 R. Paterson 2008/09 R. Paterson 2009/10 D.Gilbert 2009/10 D. Gilbert 2010/11 M. Almond 2010/11 M. Almond 2011/12 R. Paterson 2011/12 R. Paterson 2012/13 R. Paterson 2013/14 R Paterson

HONOUR

1985/86 T. Lynas 1986/87 T. Lynas 1986/87 T. Lynas 1987/88 D. Wallis 1987/88 D. Wallis 1988/89 T. John 1988/89 T. John 1989/90 R. Catford 1989/90 R. Catford 1990/91 T. Gentile 1990/91 T. Gentile 1991/92 T. John 1991/92 T. John 1992/93 R. Catford 1992/93 R. Catford 1993/94 T. Matthews 1993/94 T. Matthews 1994/95 R. Paterson 1994/95 R. Paterson 1995/96 R. Geue 1995/96 R. Geue 1996/97 P. Dixon 1996/97 P. Dixon 1997/98 D. Gilbert 1997/98 D. Gilbert 1998/99 M. Ewer 1998/99 M. Ewer 1999/00 M. Ewer 1999/00 M. Ewer 2000/01 M. Ewer 2000/01 M. Ewer 2001/02 D. Gilbert 2001/02 D. Gilbert 2002/03 M. Ewer 2002/03 M. Ewer 2003/04 M. Ewer 2003/04 M. Ewer 2004/05 J. Palmer 2004/05 J. Palmer 2005/06 M. Ewer 2005/06 M. Ewer 2006/07 M. Ewer 2006/07 M. Ewer 2007/08 A. Sparks 2007/08 A. Sparks 2008/09 G. Keene 2008/09 G. Keene 2009/10 R. Paterson 2009/10 R.Paterson 2010/11 N. Goodall 2010/11 N. Goodall 2011/12 R. Paterson 2011/12 R. Paterson 2012/13 R. Reynolds

Lady Competitor of the Lady Competitor of the Year Year

1990/91 S. Gentile 1990/91 S. Gentile 1991/92 P. Klaveniek 1991/92 P. Klaveniek 1992/93 J. Nicholls 1992/93 J. Nicholls 1993/94 L. Scammell 1993/94 L. Scammell 1994/95 L. Scammell 1994/95 L. Scammell 1995/96 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks 1996/97 A. Sparks 1998 to 2004 Not awarded 1998 to 2004 Not awarded 2004/05 M. Ruediger 2004/05 M. Ruediger 2005/06 M. Ruediger 2005/06 M. Ruediger 2006/07 A. Sparks 2006/07 A. Sparks 2007/08 A. Sparks 2007/08 A. Sparks 2008/09 A. Eime 2008/09 A. Eime 2009/10 A. Eime 2009/10 A. Eime 2010/11 A. Eime 2010/11 Eime 2011-2014 Not A. awarded

Club Person of the Year 1987/88 T. Nicholls

Club Person of the Year 1988/89 K. Herbst

1989/90 T. John 1987/88 T. Nicholls 1990/91 T. John 1988/89 K. Herbst 1991/92 D. Wallbridge 1989/90 T. John 1992/93 L. McDonnell 1990/91 T. John 1993/94 L. Scammell 1991/92 D. Wallbridge 1994/95 L. Scammell 1992/93 L. McDonnell 1995/96 P. Dixon 1993/94 L. Scammell 1996/97 B. Smith 1994/95 L. Scammell 1997/98 P. Kowalenko 1995/96 P. Dixon 1998/99 H. Kowalenko 1996/97 B. Smith 1999/00 D. Callow 1997/98 P. Kowalenko 2000/01 J-A. Brunnthaler 2001/02 M. Rooke 1998/99 H. Kowalenko 2002/03 K. Somerville 1999/00 D. Callow 2003/04 C. Johnston 2000/01 J-A. Brunnthaler 2004/05 G. Cook 2001/02 M. Rooke 2005/06 N. Goodall 2002/03 K. Somerville 2006/07 R. Ruediger 2003/04 C. Johnston 2007/08 J. Sheahan 2004/05 G. Cook 2008/09 R. Weekes 2005/06 N. Goodall A. Seaman 2006/07 R. Ruediger H. Kowalenko 2007/08 J. Sheahan B. Gare 2008/09 R. Pryor R. Weekes A. 2010/11 K. Obst Seaman H. Kowalenko 2011/12 R. Pryor B. Gare 2012/13 J. Pierson 2010/11 K. Obst 2013/14 J. Oâ&#x20AC;&#x2122;Connor 2011/12 R. Pryor

Honorary Life Members

Trevor John

Kaz Herbst

Wayne Obst

Stuart Elshaw

David Gilbert

July - September 2014

The last word

As a magazine for you the members, I would like to give you a forum to share your passions, interests and discoveries with your fellow readers. If you have a story you would like to tell, an interesting bit of history you would like to share, a special image you believe is too good to keep to yourself or even a computer link or online image/video that has caught your eye,

“The last word” to banditclan@hotmail.com and share your special moments. Come on, I know you want to......

The NSW Police Department have recently taken delivery of this brand new Porsche 911. The car will not be used for highway patrol duties but will be used to help drive its community engagement activities.

The blue and white 911 Carrera received its design inspiration from close to 60 competition entries from local and international students throughout NSW university, tertiary campuses and high schools.

Want to know the secret to quickly removing a Porsche engine. Speak to Nick McBride, he can give you the tip.

McBride’s 911 was then collected by Duvashen Padayachee which tore the engine and gearbox from its mounts. A second hit by another driver finished the job and tore the engine out totally leaving it adrift on the track in a cloud of smoke and steam.

He was on the wrong end of a nudge from his team mate, Nick Foster, in the second race of the Carrera Cup at Sandown this year. Going into the first corner Foster gave him a tap which spun him in front of the remaining field of 24 cars.

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send it in to the Editor. Ideally it should be Porsche related but if it’s really good enough, anything goes. Forward all contributions with the subject line,

Glad I’m not paying for that little incident and even happier that I am not Nick McBride’s team mate.

July - September 2014

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