Porsche Report - Jan - Mar 2024

26. Drive to The Bend

30.

The spirit of innovation that drives Porsche forward mirrors our own commitment to progress and evolution in this magazine.

From the Editor

Celebrating 50 Years of Porsche Passion: A Milestone for Our Club

As we celebrate the golden jubilee of our beloved Porsche Club of South Australia this year, it’s not merely a commemoration of fifty years passed, but a tribute to the enduring legacy of passion, camaraderie, and excellence that define us. From humble beginnings to a national prominence, our journey has been nothing short of remarkable, fueled as it is by the unwavering enthusiasm of Porsche aficionados throughout the State. That journey has been faithfully documented by newsletter, then magazine, known as Porsche Report, over the years.

Fifty years ago, a small group of Porsche enthusiasts came together with a shared vision: to create a community where their love for the iconic marque could flourish. We capture that story in an article provided by Kaz Herbst, who was one of those first three individuals to meet and share their common passion for Porsche. What began as a local gathering in 1974 has since evolved into a state-wide network of like-minded individuals, united by their admiration for precision engineering, unparalleled performance, and timeless design. These qualities of the Porsche brand are what we try to capture in each edition of Porsche Report.

Throughout the 50 years, Porsche Report has faithfully recorded exhilarating track days, scenic road trips, and joyous social gatherings. The magazine has sought to reflect and convey to its readers a sense of belonging, a shared passion, that lies at the heart of the Porsche community in South Australia.

As we reflect on the milestones of the past fifty years, we of course look to the future with anticipation and excitement. The spirit of innovation that drives Porsche forward mirrors our own commitment to progress and evolution in this magazine. I embrace the challenges and opportunities that lie ahead, confident in the fact that we will adapt to whatever form future Porsche Reports may take in response to the evolving needs of the Porsche Club community.

In this first edition for 2024 we capture the action at the Motorkhana on 14 February, the social events with the run to Langhorne Creek on 21 January and some photographs of the Run to the Eagle taken by Ray Clements that we were unable to show in the last edition for 2023, and, of course, Porsche presence at the Adelaide Motorsport Festival as well as the Australian F1 GP. In addition, we feature the usual group of interesting Porsche news and articles from around the world that reflect the global Porsche community and the gradual but progressive electrification of the Porsche range. Whilst the Easter Porsche Nationals will be covered in depth in Edition 2 / 2024, including fully tabulated results for all competitors and the full photographic folio of the event by our photographer Bob Taylor, we have featured some introductory photos by Peter Wirthensohn, and a Motorsport Report by our Motorsport Director, to whet your appetite for what was a special Easter Porsche Nationals.

Last but not least, as you know I regularly appeal for your Letters to the Editor feedback, but to no avail, suggesting to me that, whilst you may read the magazine, perhaps you probably skip over the Editorial. But don’t worry, I am not offended. At last, someone did send me feedback. Mark Coupe sent in an email pointing out that in Edition 4/2023 I managed to have Peter Panopoulis’ name spelt incorrectly under not less than four photographs of his car at the Motorkhana (he should be so lucky). Thank you Mark and my sincere apologies to Peter. We will try to ensure that does not happen again.

Here’s to fifty years of passion, friendship, and the pursuit of excellence.

I hope you enjoy this edition of Porsche Report and, as always, look forward to your feedback at magazine@pcsa.asn.au

Chris Baldwin Editor

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

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: Chris Baldwin Mobile: 0434 231 840 Email: magazine@pcsa.asn.au

Advertising: Ray Pryor

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: © 2022 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

Cover Photo Bob Taylor

Vic Moore

president’s report

Dear Members

president’s report

Dear Members

It does not seem that long ago that I was talking about the start of the year, and here we are in May 2021 already.

A major event for the Porsche Club of SA held at the Bend Motorsport Park over the Easter long week-end, Good Friday and Easter Saturday was a resounding success. Although sixteen of our friends from the Porsche Club of Queensland were locked out of the event, those who were fortunate enough not to be affected by Covid19 still represented other state clubs, along with our large home state contingent.

Darien Herreen and his Motorsport team are to be congratulated for the enormous amount of time and effort that they put into the Porsche Clubs of Australia Easter event, not once but twice!!!! Why twice, the first time the event was scheduled for Easter 2020 and then of course Covid19 caused the major disruption all of us and so the event was cancelled at short notice. I also need to acknowledge the incredible support from The Bend Motorsport Park and Charise Bristow for all the background work to allow the event to be rolled over to 2021. However, that did not mean Darien’s work stopped there. It was basically start again with all the re-organisation, planning and scheduling and the final result was an event which will continue into the future each Easter. Just a note at this point that I also need to acknowledge, Darien as an employee of Qantas had to juggle many situations at work while still trying to negotiate the future of the event and he acquitted himself in exemplary style in both roles as always, thank you on behalf of all members Darien.

This year is already moving rapidly and is an extremely important one for the Club. In 1974 a few local like-minded Porsche owners got together and formed the Porsche Owners Club of SA and as is so often said the rest is history. So, 2024 is the 50th Anniversary of the Porsche Club of South Australia and your committee has already developed a series of events that will recognise the achievements of the Club and its growing membership. Our official Anniversary celebrations start with a Black-Tie Event at the Playford Hotel on August 10 at 6.30pm, and bookings will be essential, so watch out for further details, soon to be published. Other events celebrating the milestone will be a Run to the National Motor Museum at Birdwood, followed by a family picnic scheduled for September, a weekend away mid-October at The Novotel in the Barossa, the 50th AGM to be held at a special location late October or early November and our final Anniversary celebration in December with our traditional Christmas Party. The intention is to celebrate the past, and present history of our club whilst also looking forward to the future developments of PCSA, whilst recognising that all of our members along the way have helped build such a well-respected Club in South Australia and within Australia. On behalf of the Committee I extend a cordial invitation to all members, past and present, to be a part of the Celebrations we have planned for the 50 years of the Porsche Club of South Australia.

their first Club event. Of course there was also a superb array of the Porsche Marque enjoying a run through the Adelaide Hills. The next Social event in February was the Dinner at the Caledonian Hotel followed by a March drive to the Bend for the Easter Nationals, with a track drive/tour and lunch at the on-track restaurant. It is extremely pleasing to see the support you, the members give to these Club activities that Lee works so hard to put together for you all to enjoy. Thank you all.

Very soon you will be receiving emails, asking you to respond to a series of questions and to update your club information. We, as the Porsche Club of SA Inc, are moving to a new database, Club Express, to ensure your information and details are up to date and secure. The new system will give member portal access allowing you to enter events, attend functions, contact the committee and update your details from anywhere you can find the opportunity to log in. Johnny Fricke has spent hours researching and questioning the Club Express group to ensure we are getting best platform available to support our growing club and the diverse needs of a database system.

Our membership is expanding with the number now in excess of four hundred and growing each quarter and with such expansion, we as a committee are looking to support the diverse needs of you the club members. The social calendar is being finalised as I write this article, with three dinners, the AGM and the Black Tie Dinner and a week-end away just some of those to come. Keep an eye on the website for further updates and submit any suggestions to the committee via email of any future social event or idea that you may like included.

The year started with Lee organising our first run of the season with a drive to Langhorne Creek and a superb lunch at the Bridge Hotel. An event that is always well organised and attended by regulars and it was great to see new members at

Club Committee

Mark Coupe was another of the Motorsport team who made the competitors most welcome with his excellent service at the front desk and the great job in form up and of course the support for Darien. As I said the feedback and general comments from competitors, visitors and support groups has been extremely satisfying and we look forward to Easter 2022 when more of our interstate clubs will be joining us for the next chapter of Porsche Clubs of Australia at The Bend.

Which brings me to the next item of news for you the members to contribute to and support the team who will be producing the Porsche Partners page(s) in the Porsche Magazine. Keep an eye out for the first instalment in this issue.

As I mentioned above, the Easter Nationals at the Bend Motorsport Park were held on Good Friday and Easter Saturday, with an early start of activities on the Thursday. We were able to introduce an additional activity to the Motorsport program with the grant from the South Australian Government supporting Club developing National events. Once again, an extremely successful and well organised two days of Motorsport for Porsche Clubs from Queensland, New South Wales, Victoria and South Australia. The Queensland contingent numbering more than twelve competitors have been strong supporters of this event from the very start and share their 50th Celebrations with us, in that they were also established as a Club in 1974. The organising team for the Easter Nationals work tirelessly from the end of one event to the start of the next, with 2025 plans already in the pipeline, strongly supported by our visiting clubs who pledge their intentions to attend in 2025. An enormous personal thank you to Darien Herreen for the outstanding effort in not only organising the Easter Nationals, but also the entire Motorsport program for the Club. Assisting Darien are Mark Coupe, Josh Herreen, Helen Kowalenko and Ray Pryor and on behalf of all Club members, may I say your assistance and support is greatly appreciated.

Historic registration, membership and the new financial year. All members who have vehicles on Historic registration are reminded that they must renew their club membership and have their logbook signed to remain legally registered and insured under the current agreement. I will email details of time and location for logbooks to be presented for endorsement in the next few weeks.

It is with great pleasure that we announce that Helen Kowalenko has been made an Honorary Member of the Porsche Club of SA Inc, in recognition of her years of service and dedication to so many aspects of the Club and the Porsche marque. As many of you know the Christmas function and the assistance given to Santa with the suitable present choice for the children has been Helen’s domain for many, many years and Santa sends his congratulations too. More recently Helen with the assistance

club committee

Vic Moore President president@pcsa.asn.au

James Law Vice President & Membership 0416 044 051 vicepresident@pcsa.asn.au

As many of you may be aware the Australian Grand Prix was again run in Melbourne and two of the support events have Adelaide connections and Porsche Club connections. As you know, Sam Shahin is a regular competitor in the National Carrera Cup series, currently placed second in the Pro-Am class. Our second state connection is Nick Percat, a driver in the Supercar series. Mark Percat, Nick’s father and Club member has a link with two other Club members and a car he purchased for Nick. This story will be developed and revealed in the next edition of the magazine, but Nick’s successful win in the final Supercar Race at the GP and my chance encounter as a Motorsport Official (Scrutineer) for the Supercars with Mark before the race, as well as being there to witness the team celebration after Nick’s win, that is worthy of recounting. Well done to both of our National Motorsport Representatives. In-depth stories will feature both Sam and Nick in future editions of Porsche Report, so watch out for those coming soon.

Darien Herreen Secretary & Motorsport secretary@pcsa.asn.au

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

Once again, make sure you can come along to as many of our 50th Anniversary Celebrations as you can and keep an eye on the Social calendar, emails and bulletins for further updates. If you would like to assist in anyway or have photos, records or other details of Club developments please contact any of the committee members. Enjoy 2024 and I look forward to seeing many of you celebrating our great milestone.

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

Kind regards,

Ron Wishart Social Secretary / Merchandise social@pcsa.asn.au

Vic Moore President, PCSA Inc.

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

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

Peter Kowalenko Membership/ Historic membership@pcsa.asn.au

Mark Coupe 0423 251 881 mhccoupe@gmail.com

webmaster@pcsa.asn.au membership@pcsa.asn.au

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

Roger Paterson Motorkhana Coordinator 0414 993 930

Donald Halley General Committee historic@pcsa.asn.au

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

RUN TO LANGHORNE CREEK

Article By: Joy O’Connor

by: Joy O,Connor, Chris and Catherine Baldwin

Article Date: 21 January 2024

Our first Members Social get together for 2024 was a lovely run to Langhorne Creek, lunching at the Bridge Hotel.

Weather was perfect, with some 47 members, a number of them new to PCSA, meeting at the Feather’s Hotel Car Park. Great to see so many new faces joining our social outings. The drivers briefing was conducted by the organiser, Lee Fulton, with particular emphasis on taking care around the many cyclists who were out and about during the Tour Down Under weekend.

The spirited drive through the hills took in Uraidla, Balhannah and the twisty but spectacular Onkaparinga Scenic Drive towards Birdwood and Woodside. A comfort stop at Kanmantoo provided the opportunity for a small minority who took a minor excursion before resuming the

correct route, with some help from Google Maps, to catch up with the main party. Not sure what happened there?!

When the run recommenced, the route took us towards Callington and Strathalbyn before turning off towards Langhorne Creek. Arriving at the Bridge Hotel, we were all welcomed by the Manager and his staff and escorted to a lovely undercover indoor/outdoor area. There was an extensive menu to choose from and very generous servings. It was an ideal setting in which to reflect on a scenic and spirited drive through lovely countryside, whilst enjoying good food and wine and the company of fellow club participants.

A lovely day was had by all. Thank you to Lee and Pam for a well-planned Run and we all look forward to the next social outing.

New members at the Bridge Hotel

Photos

Steve Pearson and Etsuko Sugino-Pearson, Jason and Penny Ottenhoff, Mike Jaensch and Bunty Parsons.

The Porsche train.

Driver briefing by Lee.

Langhorne Creek (above and below).

Interesting Porsches

Techart GT Street R Touring

Kremer 930

Techart GT Street Touring Turbo

MOTORKHANA 1 2024 Report;

THE BEND

4 | 2 | 24

Article By: Roger Patterson

Photos by: Ray Clements

The first Motorkhana for the year was held at The Bend skidpan for the first time ever. Which probably explained our record turnout of 19 Porsche drivers plus three Associates. The facilities were great, with carports for all and a garage with fan to house our trusty timekeeper, Ray Clements. It was going to be a very warm day but the early runs went well. Then as the sun rose higher the ambient temperature became extreme, topping out at about 42 degrees C. The electronic timing became unpredictable and there was a lot of to and froing trying to sort out what was going on, and then it failed altogether as the temperature rose and the sun fell onto the timing computer. So, it was down to stopwatch timing.

In addition, with the large number of entrants, it was uncertain that we would be finished before 4pm, our notional latest end time. In addition, the heat was now also taking its toll on the competitors, with one couple spending the time between runs in their car with the aircon running!

So, after some conversation around the pits about doing only one run on the last pattern, the decision was made to cancel the last pattern altogether, which was met with considerable relief by all.

The heat was on in the competitive times as well. Roger took a jump on the always very competitive Darien and Steve (who was immediately back in form after missing most of last year with injury), and held a handy 1.27 sec lead over the customary winner, after two patterns. Steve was in third and Peter in fourth, only 2 and 3 seconds further back respectively. Then followed Barrett and Norm and new-comer Leith who were all very close together, then Justin after a minor blemish. Brad was also very fast but a WD on his first timed run put him back with the next group of Doug, Emmanuel, Thomas and Isabelle, not to mention two of the Associates in Tim and William. It was good to see Jane, Michael, Dieter and David also enjoying themselves in their newfound motorsport fun. Brad then

did the fastest time on the third pattern but did not start in the last run, so did not figure in the overall results. Most had had a remarkably error free day till the third pattern (Arrowhead), which provoked several WDs, and a brain fade by Roger that saw him throw away his lead and just cling on for third, with Peter close behind in fourth. Leith pulled clear in 5th with Barrett completing a great day by leading the tightly spaced next group of three. Everyone else had had a WD, led home by Doug who had driven very smoothly all day, followed by Thomas who was quick but had two WDs. So final results were: 1st to Darien Herreen, 2nd to Steve Thiele and 3rd to Roger Paterson. The 1st Associate was Tim Williams in his black Lotus.

Overall, a great turnout for our first MK at the wonderful Bend Motorsport facility, which augers well for the future of this cheap and fun event.

Steve Thiele - 2nd.

PCSA Round 1

Motorkhana Championship Results

4th February 2024 v2

Roger Paterson.

Barrett Trenwith.

Tim Williams - 1st Associate.

Darien Herreen - 1st.

Brad Trenwith. William Davidson.

Peter Panopoulos.

Michael Holland.

Thomas Panopoulos.

Norm Goodall.

Justin Coote.

Leith Matson.d

Isabelle Bresson.

Jane Brookshaw.

Doug Mcpherson.

Emmanuel Bresson.

Climb to the EAGLE 2023

Photos By: Ray Clements

Macan sets new standards: the first all-electric SUV from Porsche

Porsche is launching its second all-electric model: the new Macan with powertrains of up to 470 kW (639 PS) delivers E-Performance on any terrain and a high level of day-to-day usability. Sportscar-like performance figures are matched by high-performance fast charging at up to 270 kW.

Stuttgart/Australia. Ten years after its launch, the Porsche Macan is heading into its second model generation, now in all-electric form. Through its progressive, timeless design, characteristic Porsche performance, longdistance range and high everyday practicality, the new Macan 4 and the new Macan Turbo aim to completely fulfil the requirements of Porsche customers choosing an SUV. “We are taking the Macan to a completely new level – with exceptional E-Performance, the new Driver Experience, and a very impressive design,” said Oliver Blume, Chairman of the Executive Board of Porsche AG, on the occasion of the world premiere in Singapore.

“Our aim is to offer the sportiest model in its segment with the all-electric Macan,” says Jörg Kerner, Vice President of Macan Product Line. Porsche exclusively uses the latest generation of permanently-excited PSM electric motors on the front and rear axles to achieve excellent efficiency and enable optimum reproducibility of the power output.

The numbers alone indicate top-class E-Performance: In combination with Launch Control, the Macan 4 produces up to 300 kW (408 PS*) of overboost power, while the Macan Turbo boasts up to 470 kW (639 PS*). The maximum torque is 650 and 1,130 Nm, respectively. This guarantees excellent driving performance. The Macan 4 accelerates from a standstill to 100 km/h in 5.2 seconds under test conditions, while the Macan Turbo takes just 3.3 seconds. The two models achieve top speeds of 220 and 260 km/h, respectively on the track.

New Premium Platform Electric with 800-volt architecture

The electric motors draw their energy from a lithium-ion battery in the underbody, with a gross capacity of 100 kWh, of which up to 96 kWh can be actively used. The HV battery is a central component of the newly developed Premium Platform Electric (PPE) with 800-volt architecture, used by Porsche for the first time in the new Macan.

The DC charging output is up to 270 kW. The battery can be charged from 10 to 80 per cent

within approximately 21 minutes at a suitable fast-charging station. At 400-volt charging stations, a high-voltage switch in the battery enables bank charging by effectively splitting the 800-volt battery into two batteries, each with a rated voltage of 400 volts. This enables particularly efficient charging, without an additional HV booster, at up to 135 kW. AC charging at up to 11 kW is possible at household wall boxes.

Up to 240 kW of energy can be recuperated via the electric motors while driving. The Integrated Power Box (IPB) also contributes to the efficiency of the new Macan models, while also saving weight and space. The innovative

w World premiere of the Macan 4 and Macan Turbo

w PSM powertrains with up to 470 kW (639 PS) and 1,130 Nm

w 100 kWh gross battery capacity

w Porsche Driver Experience with new operating system and optional Augmented Reality (AR) technology

w High level of everyday practicality and a maximum towing capacity of up to 2,000 kilograms

and compact IPB combines three components – the on-board AC charger, the high-voltage heater and the DC/DC converter.

Sporty proportions and coupé-like lines

w w w w w w w w w w w w w w w w w w w w w w w w

Thanks to the sharper proportions and Porsche Design DNA, the new Macan models look dynamic and dominant. “With the allelectric Macan, we are presenting the first Porsche that we are taking electric from an established product identity,” says Michael Mauer, Vice President Style Porsche. “The

new Macan is clearly recognisable by its brand identity as part of the Porsche product family. The classic Porsche proportions have been further developed and optimally adapted to the challenges of an electric vehicle. This has further heightened the sporty, modern and dynamic appearance of the Macan. The design makes it clear: The Macan remains the sports car in its segment, even in electric form.”

The shallow pitch of the bonnet and the strongly pronounced wings give the SUV, which is 4,784 mm long, 1,938 mm wide and 1,622 mm high, a dynamic appearance even when stationary. The new Macan can be optionally fitted with up to 22-inch wheels with

staggered tyre fitment. The wheelbase, which is 86 mm longer than the previous model (2,893 mm), is offset by short overhangs at the front and rear.

The headlights are divided into two parts: the flat upper light unit with four-point daytime running lights is embedded in the wings and emphasises the width of the car. The main headlight module with optional m atrix LED technology (standard on the new Macan Turbo) is positioned slightly lower in the front end. The characteristic Porsche flyline forms a unit with the flat rear window. In combination with the frameless doors with characteristic side

blades, the result is a sleek, sporty design. Strongly pronounced shoulders give the rear a muscular look. The Porsche logo now sits in the centre of the sculptural 3D light strip.

Active and passive aerodynamics for greater range

w w w w w w w w w w w w w w w w w w w w w w w w Porsche combines its design DNA with aerodynamics optimised for range. Thanks to the Porsche Active Aerodynamics (PAA) with active and passive elements and a drag coefficient of 0.25, the new Macan is one of the most streamlined SUVs on the market – with positive effects on range and power consumption.

The PAA system includes the adaptive rear spoiler, active cooling flaps on the front air intakes and flexible covers on the fully sealed underbody. Air curtains below the headlight module and the low-slung front end optimise the air flow. At the rear, lateral tear-off edges and the louvred diffuser ensure aerodynamic efficiency.

Two luggage compartments and increased interior space

w

The new Macan is a performance-oriented SUV with a high level of practicality for everyday use, high-quality equipment and spacious configuration. Electrification has led to increased luggage space in the Macan. Depending on the model and equipment fitted, the capacity behind the rear seat bench is up to 540 litres (cargo mode).

In addition, there is the front trunk, a second luggage compartment under the bonnet with a capacity of 84 litres. This amounts to 136 litres more than the previous model. If the rear seat backrest is folded down completely, the rear luggage compartment capacity increases to up to 1,348 litres. The maximum towing capacity of 2,000 kg rounds off the highly practical qualities of the new Macan.

Depending on the model and equipment fitted, the driver and front passenger now sit up to 28 mm lower than before, while

the rear passengers sit up to 15 mm lower with increased legroom. The interior is unmistakably Porsche: the width of the cockpit is emphasised by an integrated black panel. The rising design of the centre console heightens the impression of a low and performance-focused position in the vehicle. At the same time, large windows give a light and airy feel to the interior space.

In addition to the modern digital user interfaces, there are also select analogue control elements – for example, on the air vents and the air conditioning controls. An LED light strip is integrated into the thoughtfully designed trim strip of the cockpit and doors. It acts as both ambient lighting and a communication light. Depending on the situation, it provides information or warnings – such as for greetings, charging processes or in conjunction with the driver assistance systems. The equipment in the new Macan enables a high degree of customisation.

Porsche also aims to use more ecological materials in its cars. A proportion of such materials is used in selected parts in the interior of the all-electric Macan.

Driver experience: high computing power and connectivity

The Macan is equipped with the latestgeneration display and operating concept with up to three screens, including the free-standing 12.6-inch, curved-design instrument cluster and the 10.9-inch central display. For the first time, the passenger can also view information, adjust settings on the infotainment system or stream video content while the car is being driven via their own optional 10.9-inch passenger display.

For the first time, the Porsche Driver Experience also includes an optional head-up display with augmented reality technology. Virtual elements such as navigation arrows are visually integrated seamlessly into the real world. The image appears to the driver at a distance of 10 metres and corresponds to the size of an 87-inch display.

The new-generation infotainment system is based on Android Automotive OS. The standard Porsche Communication Management (PCM) in the new Macan takes computing performance to a new level. For example, the “Hey Porsche” voice assistant suggests routes, including charging stops, at lightning speed. In the new Porsche App Centre, passengers can directly access popular apps from third-party providers and install them directly in the new Macan.

First Macan with rear-axle steering and two-valve dampers

Porsche developed the Macan with a keen focus on quintessential Porsche driving dynamics and a characteristic steering feel. “Thanks to its particularly sporty seat position and low centre of gravity, as well as its impressive driving dynamics and steering precision, the new Macan delivers a real sports car feeling,” explains Product Line Vice President Jörg Kerner.

Both the Macan 4 and the Macan Turbo have all-wheel drive. The two electric motors are controlled via the power electronics almost in real time. The electronically controlled Porsche Traction Management (ePTM) operates around five times faster than a conventional all-wheel drive system and can respond to slip within 10 milliseconds. In addition, the all-wheel drive distribution is governed by the selected driving programme.

Porsche Torque Vectoring Plus (PTV Plus), an

electronically controlled differential lock on the rear axle, also contributes to the traction, driving stability and lateral dynamics of the Macan Turbo.

Macan models with air suspension – also standard on the Turbo – are equipped with the Porsche Active Suspension Management (PASM) electronic damping control. This is also combined with the steel-spring suspension as standard on the new Macan 4. PASM now also features dampers with two-valve technology. Thanks to the more expansive damper map, this results in a wider spectrum between comfort and performance. This makes the differences between the driving programmes even more tangible.

For the first time, the Macan has optional rear-axle steering, with a maximum steering angle of five degrees. It enables a compact turning circle of 11.1 metres in urban traffic and when manoeuvring, while simultaneously enabling exceptional driving stability at higher speeds, ably assisted by the consistent and precise front-axle steering for which the brand is known.

Since 2014, Porsche has delivered more than 800,000 examples of the Macan worldwide.

This success story is set to continue with this all-electric successor, which is produced in a carbon neutral way at the Porsche Plant in Leipzig.

In Australia, the new Macan models will be additionally fitted with the following features as standard:

ALL MODELS

w Tyre fit set

w Privacy glass

w Porsche Entry and Drive

w Adaptive Cruise Control

w Lane Change Assist

w Surround View with Active Parking Support

w Side airbags in rear compartment

w Digital radio

SELECT MODELS

w Automatically dimming interior and exterior mirrors (4 only, standard on Turbo)

w Porsche Active Suspension Management (PASM) (4 only, standard on Turbo)

w Power steering Plus (4 only, standard on Turbo)

w 14-way Comfort seats including memory package (4 only, No-Cost Option on Turbo)

w 21-inch Macan Turbo wheels painted in Black (high-gloss) (No-Cost Option on Turbo only)

w Panoramic roof system (Turbo only)

w Porsche Electric Sport Sound (Turbo only)

w Sport Chrono Package (Turbo only)

w 4-zone Advanced climate control (Turbo only)

The new all-electric Macan models will arrive in Australia in late 2024. The new Macan 4 is available from $133,700 in Australia. The Macan Turbo starts at $180,100.

911 Rock Crawler

is Proof Carmakers Can Still Do Cool Things

Article date: 16 January 2024

Article and Photos By: Brian Silvestro (by kind permission)

Despite the extensive mods, Porsche’s Altitude 911 still drives like a 911. This 911 was designed with a singular purpose in mind: To scale the side of a rockcovered mountain while fighting against thin high-altitude air.

Porsche puts more effort into its heritage than any other manufacturer. You’ll find no shortage of its past highlighted at the events it holds, the museums it curates, and the cars it produces. But Porsche doesn’t just look back at its past accomplishments. It strives to create new milestones too.

The company’s most recent world record is proof. Back in December, the highly modified 911 Carrera 4S you see here was sitting on the peak of the west ridge of Ojos del Salado, the world’s highest volcano, located in the mountains of northern Chile. With three-time Le Mans winner Romain Dumas behind the wheel, it was able to climb to an incredible 22,093 feet — a new altitude record for vehicles.

The idea for this record-setting 911 was born in 2019 in a conversation between then Porsche North America president Klaus Zellmer and Frank Walliser, a vice president on the vehicle dynamics side and lead project manager for the 918 Spyder. They figured such a record would be the perfect way to

the

celebrate

30th anniversary of the 964 Carrera 4, the first all-wheel drive 911.

Quick Specs Porsche 911 “Rock Crawler”

Engineers built two of these rock-crawling 911s. The first car, affectionately nicknamed Doris, served as more of a proof of concept. The second car, nicknamed Edith, is the car that set the record. Both use a patented suspension system originally destined for the 919 Hybrid Le Mans racer, while only Edith got Porsche’s first steer-by-wire system. There’s also a serious amount of weight-saving material present on Edith that isn’t on Doris.

Porsche wanted to keep the drivetrain as factory-fresh as possible, meaning both use the Carrera 4S’s twin-turbo 3.0-liter flatsix making the same 443 horsepower and 390 pound-feet of torque as they do in the standard car. Both cars use the 4S’s optional seven-speed manual transmission, also unmodified. The only real changes come at the power transfer level, after the transmission. Instead of working automatically, power distribution between the front and rear wheels is controlled manually through switches on the dash, with the driver being able to choose between rear-wheel drive or all-wheel drive. The locking rear differential is one you’d normally find in a PDK-equipped Carrera 4S, while the front locking diff is bespoke.

The gigantic 34-inch mud-terrain tires dominate the aesthetics of both cars. They sit on 16-inch wheels and help to raise ground clearance to 13.7 inches — more than a Ford F-150 Raptor or Ram 1500 TRX. Also helping with the height are a set of portal axles built into each hub. The gearing, supplied by German off-roading firm Tibus, uses a 1:3.6 ratio, effectively turning first and second gears into crawler gears. Porsche says top speed in 7th is about 60 mph. So you could say this is the slowest factory-built Porsche 911 ever made.

Speed isn’t the point, obviously. This 911 was designed with a singular purpose in mind: To scale the side of a rock-covered mountain while fighting against thin high-altitude air. While a short 15-minute jaunt around a medium-difficulty off-road course in Malibu wasn’t exactly representative of Ojos del Salado’s west ridge, it was enough to show off how a factory-designed rock crawler designed by Porsche could perform far outside the 911’s usual comfort zone.

Aside from the abnormally high position relative to the ground, the Altitude 911 cabins are a familiar place. The seating position is perfect, with the steering wheel, pedals and shifter all in places you’d expect them to be. Doris, the prototype car, still has most of its

dashboard, including the central touchscreen. There’s even a working radio with at least one working speaker in the cabin. Edith is a bit more purpose-built, with motorsport-style switches in place of the screen, a real racing bucket, and radiators located right behind your head, complete with electric fans blaring a high-pitch whine directly into your ears.

Setting off in either of these cars is easy thanks to the portal axle ratios. You can creep in first gear at what feels like 2 mph, while redline comes at about 10 mph. That jumps to 20 mph in second gear. It’s only when you get to third and fourth gear do you start to feel like you’re driving a normal car. It’s a jarring sensation, especially if you’ve never driven a car with ratios like this before.

Even more jarring is the suspension. It’s an extreme departure from the standard 911’s setup and required extensive modification to the unibody to make it fit. Called the Warp Connector, it eschews the idea of independent suspension for a fully interconnected setup. There are two main springs and dampers, one set per axle, that live inboard and connect the wheels left to right. Then there’s a longitudinally mounted bar — the “connector” in Warp Connector — that allows the front and rear to enact force on each other.

This system was supposed to make its debut in 2014 inside the 919 Le Mans racer, but it was shelved. Adapted specifically for crawling over large rocks on a loose surface, it does a fantastic job of making the 911 feel more like a true rock crawler than a sports car. It reacts quickly to imperfections with quick motions, and manages to keep the body stable, even over jagged or severely uneven surfaces. But it also feels nothing like a road car, with lots of micro reactions and a serious sense of urgency at any speed.

That’s not to say these Porsches don’t feel like 911s. Doris, especially, has some stark reminders you’re still behind the wheel of a 992. The steering rack in that car is completely unmodified from stock, and while over a foot of wheel and tire between you and the ground certainly dampen feedback, the bones of what makes modern Porsche steering so great are still there. It’s the same sensation, muted and subtle.

The record-breaking car and its steer-by-wire system, on the other hand, is totally alien in nature. Not because it feels different, but because it feels like nothing at all. There’s less feel here than in some sim racing setups I’ve used. But in this case, that’s not a detraction. Engineers purposefully wanted to dial feel away from the steering wheel for Dumas so he could keep the car pointed straight while the wheels bashed against rocks of different sizes. Specifically, they wanted to eliminate as much of the “kickback” that occurs when you slam into a rock with either of your front wheels. The last thing you want to happen is the steering wheel jolting away from

your hands while you’re trying to climb up a mountain hundreds of miles away from the nearest hospital.

The system, called SpaceDrive, works well to point the wheels where you want the car to go, but don’t expect anything when it comes to feedback. It performed exactly as advertised in some of the tougher sections, staying steady inside the cabin without needing many corrective inputs. Engineers told us the feedback could be adjusted as needed, though they didn’t give us a chance to try the different levels.

More than the steering, the car’s rear-engine layout will always remind you that yes, this is still very much a 911. It proved exceedingly difficult to break traction anywhere on the course unless you really went out of your way to do it, thanks to all of that weight on the rear end. The entire course could be done in rear-wheel drive because of the car’s weight distribution. Not once did it feel like this Porsche didn’t belong, a testament to the 911’s sheer versatility.

Weight between the two cars is something you notice more and more as your angle of approach and descent increases. Doris, the prototype car, has a curb weight of 4,651 pounds — 1,249 pounds more than a standard 4S. In addition to the widebody panels, meaty tires, and portal axles, things like a full roll cage and steel underbody protection are big contributors to the extra heft.

The car went on a massive diet for the record attempt. Edith got carbon fiber widebody panels, carbon doors lifted from the 911 GT3 R race car, a plexiglass windshield, perspex side windows, a lighter roll cage, a carbon hood, a carbon dashboard, and Kevlar underbody protection, totaling 793 pounds of weight savings. It’s the biggest and most obvious difference between the two cars and felt most apparent on the steep downhill portions where you have to rely on the ultralow first gear to keep you from tumbling down the mountain.

Not once did it feel like this Porsche didn’t belong, a testament to the 911’s sheer versatility.

In Doris, you have to use the brakes a bit to maintain a slow crawl down. But in Edith, engine braking is enough. It’s the same story climbing upwards. In both cars you lean on the rear-engine architecture to keep the rear wheels from spinning, but in Edith, everything is lighter and easier. Both cars had no trouble through this test course, but when you’re more than 22,000 feet above sea level, this engine is only making between 100-200 hp, so every pound saved counts tremendously.

As you read this, both Doris and Edith are in transit back to Porsche’s headquarters to claim their well-earned places at the company’s museum, where they’ll likely sit for decades to come. Still covered in the Chilean dirt they picked up from their ventures into the sky, the cars will tell the story of how even in the year 2023, carmakers and the people behind them can create new legacies we can look back on fondly.

Adelaide Motorsport

16-17 March 2024 | Photos:

Bob Taylor

Adelaide Motorsport Festival

Photos: Bob Taylor

PCSA DRIVE TO THE BEND

Event date: 30 March 2024

Article and Photos by: Lee and Pam Fulton

It was the Saturday morning of the Easter weekend and 36 people joined Pam and I at The Feathers Hotel for a drive through the Adelaide Hills and then from Callington on the SE Freeway to The Bend Motorsport Park.

Four other members met the group at The Bend circuit.

There were a variety of cars in the group, including Cayenne GT Turbo, Macan GTS, GT4, GT3, Boxster’s, air-cooled 911s and a 355 Ferrari GTS, driven by Derry with his dog in the passenger seat as usual.

At about 10am we set out, driving along Greenhill Road until we reached Uraidla, then proceeded to Swamp Road, heading towards Woodside.

It was a busy morning so turning right into the main street proved quite a challenge, but we

waited further up the road for the 20+ cars to ‘re-convoy’ then headed towards the Old Princess Highway, towards Kanmantoo and Callington before driving on the M1 Freeway to The Bend.

When we arrived at The Bend Darrien Herreen, the Director of Motor Sport for PCSA, was waiting on hand in order for us to register for our laps around the track.

For many people who were new to PCSA or new to the circuit complex at The Bend Motorsport Park, this was a huge and lasting highlight of the day. It gave people the opportunity of extending their cars and themselves in a safe environment at speeds that are not illegal on the roads.

Lunch followed in a private room, looking out over the circuit, with a balcony that we could use to observe the competitors participating

in sessions of the Easter Nationals event. Lunch was delicious and in quantities which enabled people to have seconds if they so desired.

Pam had made Anzac biscuits for everyone to have at our intended comfort stop at Kanmantoo but given time pressures we had to drive through Kanmantoo to get to the track on time for our drive around The Bend.

Most people took the opportunity to watch some of our PCSA members driving around the track in their Porsches, before our group drove back to Adelaide in their pride and joy, greatly appreciative of the brilliant event.

Ed Note. I hope Pam’s anzac biscuits did not go to waste!

Porsche Clubs Easter Nationals Taster

March 28th – 30th 2024

Photos By: Peter Wirthensohn and Bob Taylor

Motorsport Report

Supersprint #1

It was to be an exciting start to the Motorsport Calendar with the first SuperSprint being held at Mallala under lights as a twilight event.

This was planned on the 9th March as a combined event, as part of the South Australian Motor racing championship series. The Bend and Sporting Car Club have joined forces to promote this year’s championship and PCSA will be participating in three rounds of this series in 2024 as part of our Sprint Championship series. Refer to the Motorsport Calendar on the club website for details.

Round One was forecast to be warm, and as the date approached the forecast was revised to 43’C, and with equal measures of disappointment and relief the event was postponed. It has now been rescheduled to Saturday 20th April.

Easter Nationals

The annual Porsche Clubs Easter Nationals were held over two days 29-30th March, proudly supported by the Government of South Australia.

2024 saw nineteen cars from PCQ, PCNSW and PCV make the trip to The Bend to join up with the local PCSA crew. This year we ran three different circuit configurations accorss the two days, with a run on the new Dragway under lights for a bit of fun on the Thursday night.

Friday was run on the international and East circuits, with Saturday morning starting on the full 7.77km GT circuit, with a return to the International Circuit for regularity and passenger laps.

Full report and results in the next edition of the magazine.

Darien Herreen Motorsport Director PCSA

New Members

New Members Q1 2024

Name

Status

Alves Candro, Matheus Active

Broomhall, Luke Active

Daminato, David

Datson, Craig Active

Drechsler, Byron Active

Jordan, Brenton Active

Le, Andrew Active

Matthews, Anthony Active

Pang, Steve Active

Pascale, Joe Active

Pavy, Peter Active

Pettica, Andy Active

Pontikas, John Active

Smith, Brodie Active

Stronach, Mathew Active

New Members Q4 2023

Name

Status

Adam, Ben Active

Bracht, Juergen Active

Chong, Sheldon Active

Comber, Richard Active

d’andrea, alberto Active

Dixon, Alex Active

Guppy, Martin Active

Ha, Kien Active

Jaensch, Michael Active

Javed, Shezad Active

Leonow, Simon Active

Nguyen, Kham Active

Pearson, Steve Active

Szuster, Nic Active

Thomas, Ian Active

Windsor, Chris Active

2024 Social Calendar

JAN 21

FEB 2

MAR 30

APR 12

MAY 19

JUN 7

JUL 14

Drive to Langhorne Creek and 12.15 lunch at The Bridge Hotel

70 Bridge Road, Langhorne Creek

Pub Dinner at The Feathers Hotel Greenhill Road, Burnside meet at 7pm

Drive to the Bend for The Easter Nationals, lunch and the possibility of supervised laps on the track

Chinese Banquet at The Empress Chinese Restaurant Greenhill Road, Toorak Gardens from 7pm

Foggy Dew Run

meet at The Feathers Hotel at 7.30 enjoy a drive through the Adelaide Hills and have breakfast at The Feathers Hotel at approximately 9am

Pub Dinner at Tower Hotel

621 Magill Rd, Magill from 7pm

Drive to Port Elliot - Flying Fish Café for a 12noon lunch

AUG 10

SEP

15

OCT

19/20

NOV

17

DEC

15

50th Anniversary Black Tie Event at The Playford Hotel, from 6.30pm (date change to Saturday night with keynote speaker)

50th Anniversary Run to National Motor Museum, Birdwood and family picnic lunch. Free entry for PCSA members to the museum

50th Anniversary PCSA Weekend Away to Novotel Barossa Valley Resort, Rowland Flat

Drive and picnic lunch at Hazelwood Park, Hazelwood Park

50th Anniversary

PCSA Christmas Party at Ashton Oval. Drive before the party for those who are interested, meeting at 9.30 at The Feathers Hotel or alternatively members go directly to the oval for 11am, when the gates will be open. (date change to 15th)

2024 Competition Calendar

FEB SUN 4

MAR SAT 9

Motorkhana #1

The Bend Skid Pan

Sprint #1

Mallala Twilight SCC*

THUR 28 Easter Nationals (NC)

Practice Day + Twilight Dragway event

FRI 29 Easter Nationals (NC)

The Bend International /East

SAT 30 Easter Nationals (NC)

The Bend GT

APR SUN 21

MAY SUN 26

JUN SUN 16

JUL SUN 7

Hill Climb #1

Collingrove Wintercup 1*

Sprint #2

The Bend International SCC*

Sprint #3

The Bend East

Motorkhana #2

Mallala Skid Pan

SUN 28 Hill Climb #2

Collingrove Wintercup 3*

AUG SUN 4

SUN 25

SEP SAT 7

SUN 9

SUN 29

OCT SUN 27

NOV SAT 23

DEC SUN 8

Sprint #4

Mallala SCC*

Hill Climb #3

Collingrove Wintercup 4*

Rennsport @Classic (NC)

The Bend West

Rennsport @Classic (NC)

The Bend West

Sprint #5

The Bend Int

Motorkhana #3

Mallala Skid Pan

Sprint #6

The Bend GT SCC*

Sprint/Pass/Press

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Porsche at the Formula 1®

Article by: Porsche Newsroom

As the dust settles from an action-packed weekend, we would like to share with you some of the Porsche highlights from the recent Formula 1® Rolex Australian Grand Prix. Guests and visitors alike were treated to luxury, excitement and several unforgettable moments in true Porsche style.

At the Porsche Pavilion, guests were immersed in the opulent ambiance of our luxury hospitality space. Bespoke decor

Photos By: Porsche Australia and Chris Baldwin

Rolex Australian Grand Prix

and furnishings echoed the Shore Blue Metallic colour tones unveiled on the highly exclusive 911 S/T, on display for the first time in Australia.

A short step away, all the on-track action was on display from our private grandstand on Turn 2, with high-octane excitement accessible from our premium vantage point.

The excitement was electrified at the Fan Zone with the Australian debut of Mission X, Porsche’s spectacular hypercar concept. Featuring ground-braking technology, innovative design visions, and stunning detail – visitors were able to get up close to this highly exclusive vehicle.

PHOTOS BY: Bob Taylor

Porsche at the Formula 1® Rolex Australian Grand Prix

Porsche Pavilion.

Nestled at Turn 2, guests experienced unrivalled views of the on-track excitement at Porsche’s exclusive track-side Pavilion. Commencing Porsche’s activities on the Thursday was the woman with drive in collaboration with Harper’s Bazaar event, an intimate networking event with like-minded influential women exploring innovation and a unique perspective on the world of luxury.

Mission X.

The Australian debut of the Mission X at the Fan Zone offered guests a visionary peek into the future of hypercars. Through an immersive experience, attendees journeyed through Porsche’s iconic sports car lineage - the 959, Carrera GT and 918 Spyder - before unveiling the Mission X, a hypercar designed to set new horizons for futuristic vehicle concepts

911 S/T.

In celebration of 60 years of 911, Porsche crafted the 911 S/T, a purist special-edition built for maximum enjoyment. Revealed at the Porsche Pavilion, the 911 S/T with the Heritage Design Package beautifully echoed the Pavilion’s interior with its captivating blue tones and exquisite Classic Cognac accents, evoking a sense of nostalgia and reverence for the timeless elegance of the 911.

High Flier.

High Flier returned in spectacular fashion, with guests whisked away in a private helicopter from Melbourne to the iconic Phillip Island Grand Prix Circuit. Under the guidance of Porsche Track Experience instructors guests experienced the 911 Carrera, 718 Cayman GT4 RS and the compelling 911 GT3 RS on track before a return helicopter journey to Albert Park

Porsche in Motion.

Porsche in Motion returned to the forefront at the Formula 1® Rolex Australian Grand Prix. This unique experiential roadshow offered visitors the chance to explore the Porsche model range, including the first public appearance of the all new Panamera. Visitors were invited to embark on an interactive and captivating journey through Porsche history and the exciting future of sports cars.

Porsche Paynter Dixon Carrera Cup Australia.

During the three races, twenty-seven 992 Porsche GT3 Cup Cars roared onto the track. Among them, former champion Harri Jones who made a triumphant return to the Porsche Paynter Dixon Carrera Cup Australia Championship, clinching victory in the Proclass. Defending champion Adrian Flack also launched his season in style with a win in the Pro-Am class.

Porsche Cars Australia X Werner Bronkhorst.

The worlds of art and automotive combined through Werner Bronkhorst’s bespoke artwork inspired by the iconic Porsche 911 S/T. On display in the Porsche Pavilion over the weekend, this unique artwork brought to life the essence of driving pleasure, encapsulating the soul of a 911 in its purest form. This charcoal masterpiece was commissioned as a collaborative project between Porsche Cars Australia and Werner Bronkhorst to commemorate 60 years of the Porsche 911 and was auctioned live throughout the event. The winning bid was $27,000 with all proceeds donated to Make-a-Wish Foundation Australia.

Porsche 911 Hybrid Confirmed for SUMMER 2024

Article date: 12 March 2024

Article and Photos By: Greg Kable (by kind permission Autocar)

Heavily upgraded 911 will add electrified option for the first time

Porsche has confirmed the 911 will gain its first ever hybrid powertrain this summer, as part of a major model update two years in the making.

Due on sale by the end of the year, the ‘992.2’-generation Porsche 911 receives a host of mid-life revisions, including subtly altered exterior styling, a reworked interior and updated six-cylinder petrol engines.

It is one of four new Porsche models arriving in 2024 – one of the German marque’s busiest years on record for new product launches – alongside the new Panamera, Taycan and electric Macan.

The changes are intended to sustain the 911’s appeal through to 2027, when an all-new ninth-generation model will join the increasingly electrified Porsche line-up.

The most significant change to the 911 in its sixth decade of production, however, is the adoption of a unique petrol-electric hybrid system.

Set to appear in a new four-wheel-drive model being revealed in the summer, it combines a tuned version of Porsche’s turbocharged six-cylinder engine with a specially designed electric motor housed within the front axle assembly. The petrol engine provides drive to the rear wheels, while the electric motor drives the front wheels.

A 48V integrated starter motor in the dual-clutch automatic gearbox will provide electric boosting properties and power for ancillary components.

The new 400V system is claimed to generate its own energy reserves using the engine as a generator – in a function similar to that of a range-extender drivetrain – as well as via brake regeneration, negating the need for external charging.

Electric energy is stored in a specially developed lightweight lithium ion battery. With an energy capacity well below the batteries used by Ferrari and Mercedes-AMG in their plug-in performance models, it has been configured specifically for rapid energy charge and discharge properties.

Secrecy surrounds the output of the new hybrid drivetrain, though Porsche is eventually expected to offer the new petrol-electric unit in a range of different performance levels. Both Turbo-E Hybrid and Turbo S E-Hybrid models have been mooted for introduction in line with the Cayenne and Panamera line-ups.

Before the eighth-generation 911 bows out later this decade, Porsche is also set to launch an 800bhp-plus hybrid successor to the fearsome GT2 RS.

The new drivetrain has been developed via a technology transfer between Porsche’s production car and motorsport divisions, in combination with Rimac – the Croatian electric drive specialist in which Porsche holds a 45% stake.

The standard Carrera and Carrera S will retain the existing turbocharged 3.0-litre boxer engine, but it is not confirmed whether they will adopt the 48V mild-hybrid system that Porsche has been developing in partnership with Valeo.

However, with tighter emissions standards looming, these models may well receive electrification and a moderate bump in reserves as part of the 911’s facelift.

Sources have suggested that GTS models could adopt the naturally aspirated 4.0-litre sixcylinder engine used by the 718 Cayman GT4 in place of today’s turbo 3.0-litre unit. But Porsche remains tight-lipped on its plans, saying only that future emissions regulations favour highercapacity engines.

Among the possibilities for the more sporting 911 models is a new 3.6-litre version of the classic six-cylinder Porsche engine, running a single variable-vane turbo – an engine that, insiders suggest, will form the basis of the nextgeneration 911’s powertrain in 2027.

The low production volumes planned for the successor to today’s 911 GT3 suggest it will retain its naturally aspirated 4.0-litre six, albeit with a moderate lift in reserves.

A fully electric 911 is not immediately planned. Instead, Porsche envisages its long-running coupé and cabriolet progressing into the future with electrified combustion engines in combination with new e-fuel derivatives to provide net-zero emissions.

CHANGES AT A GLANCE

Enhanced cooling:

To boost cooling for the front-mounted radiators and brakes, Porsche has given the new front

bumper distinctive air ducts that house five vertical louvres in place of the three horizontal louvres on each side of the existing model. It is most likely that they will incorporate some sort of active operation to better balance cooling and aerodynamic drag. There is also a larger central air duct book-ended by additional cooling channels on either side.

Revised headlamps:

Instead of being housed within the top section of the bumper insert, the indicators are now integrated into revised headlight assemblies that feature a new graphic design. As with the units used by the facelifted Cayenne, the new headlights are expected to offer HD matrix LED functionality with more than 32,000 pixels per unit and the capability of lighting the road for up to 600 metres.

Restyled rear end:

The updated 911 receives new-look brake lights, integrated into the top of a restyled rear bumper, featuring inboard-mounted tailpipes within a revised diffuser.

Interior upgrades:

The changes to the interior of the new 911 are more subtle. Prototypes use the existing dashboard architecture and other features, suggesting that most tweaks will involve software upgrades. Among the expected developments are new digital instrument graphics and the latest Porsche Communication Management system for infotainment functions.

PORSCHE IN SOUTH AUSTRALIA 50 YEARS

Article and Photos: Kaz Herbst OAM

2024 seems to be the year for celebrations –well, here is one more: PCSA – 50 years!

Sometime in 1974, one 356 was flagged down by another 356 driver on Anzac Highway, and the two were soon joined by a third – from memory –Bob Jettner, Kaz Herbst and Peter Dennis.

After an exchange of stories, it was decided that the “Chateau Moteur” owning Rainsford family may support the formation of a Porsche owners club – which they willingly did.

An inaugural open meeting was initiated by Ral Rainsford at the Brecknock Hotel, with David Christison taking the role of the first President.

Please forgive my memory lapses, but other position holders will have to be checked from the early issues of the “Porsche Report”, which are somewhere amongst the PCSA records. I seem to recall a lot of hand cranking of a Gestetner (wax sheet) printing machine, stapling and stamp licking – so I was probably the Editor.

The early events were social gatherings in the form of drives to places with basic facilities and pleasant surroundings – personally supported by John Good (then Chateau Moteur Sales Manager).

The first “competitive” event was a “motorkhana” - naively based on an equestrian gymkhana, and definitely not CAMS approved – see photo.

Trips “away” were to the Barossa (yep – boys wearing flared bottom trousers and long hair, and sorry, black & white in those days!).

Porsche Clubs were developing interstate, and the first interclub/”national” meeting was held in Mount Gambier, with the Victorians and one or two cars from NSW – with the events consisting of a dirt motorkhana, winery visits and a dinner.

The forerunner of the “Super Sprint” occurred as an unplanned free-for-all after a “Nationals” bitumen motorkhana at Mallala. Subsequently, National Meetings became quite big affairs, consisting of Concours, Motorkhana and track Sprints.

I would summarise those early years as development years based on lots of youthful enthusiasm, subsequently growing to the standard of sophistication of today, mainly by those listed in the back pages of our Porsche Report – Roll of Honour.

Kaz Herbst OAM

PS: For me, my passion for Porsche grew out of a 1962 ½ VW Beetle (Dr F Porsche’s “people’s car”) not going fast enough, and then not handling the power! – now, driving my 7th F Porsche’s Porsche.

PORSCHE

GLACIER WHITE

PORSCHE PALM GREEN

PORSCHE RADIUM GREEN

PORSCHE ZANZIBAR RED

PORSCHE VIOLET BLUE METALLIC

PORSCHE AZZURO CALIFORNIA

Talking Porsches with Bruce Canepa

Article date: 12 December 2023

Article and Photos By: Ben Barry (by kind permission Haggerty

“Canepa is as renowned for its restoration and race preparation services as the impeccable cars on offer”

Road-registering Porsches that aren’t really supposed be on the road at all is a Bruce Canepa speciality. The California native has fitted license plates to 911 race cars and was instrumental in the Show or Display bill, which granted special exemptions for road cars without U.S. homologation. All legal, all above aboard, all leaving a trail of “what the … ?” in their wake when they roar past on a U.S. highway.

But if you’ve heard of Canepa, you’ll probably know there’s more to his story. He’s raced at everything from the 1979 24 Hours of Daytona (third) to the 2023 Rennsport Reunion (first), set a world record in 2002 for twin-axle big rigs at Pikes Peak, and made a name for himself beyond motorsport with his eponymous luxury car dealership, which opened in 1982.

Today, a staff of 80 works at his Scotts Valley headquarters, where Canepa is as renowned for its restoration and race preparation services as the impeccable cars on offer—engines, interiors, paint, composites… all is taken care of on-site.

But it always comes back to Porsche, so we recently caught up with Bruce for a guided tour of two projects—one a road-legal 934 race car, the other his take on Porsche’s 1980s supercar, the 959.

The 959, of course, was road-legal in most markets, just not the U.S. (Porsche declined to submit cars for crash-testing). But making it road-legal in the States over two decades ago has culminated in Canepa’s incredible 50-car run of 959 CS models, which cost around $1.6M— in addition to the cost of a base car now valued around the $2M mark. McLaren’s Zak Brown owns one example.

Canepa and 959s go back to Bruce buying his first in 1988. “I was the first to bring one to the United States. I brought it in on a tourist visa under a friend’s name from overseas, I drove it for a year—that was easy—then it went back and left the country,” he says.

But others weren’t so lucky, including Bill Gates of Microsoft, who had his car impounded at San Francisco customs. The Show or Display bill of 1998 provided the workaround.

“We passed a bill in Congress to make them legal and that really became an exemption for cars that weren’t homologated in the U.S.,” Canepa says. “There had to be fewer than 500 cars in production that were also historically or technically significant as well as never intended to come here.”

Cars did not need to meet U.S. crash standards and could be driven for 2500 miles per year (though a retiring official later confessed there

was no enforcement on that figure—good job, given one Canepa customer racked up 72,000 miles).

The 959s did, however, need to meet U.S. legislation for the year of production. It meant some significant work for the 2.8-liter flat-six, which features an air-cooled block, water-cooled four-valve heads, and sequential turbochargers (one for low-rpm boost, then a big hitter to make the numbers).

“We switched to Motec management, switched the turbos, put on knock sensors and cats, and did a bunch of stuff, ” Canepa says. “We not only got them to pass the federal emission standards but we passed CARB—California Air Resource Board—which was unheard of pretty much.”

Passing emissions standards also simultaneously led to Canepa unlocking massive amounts of pent-up power.

“We put an engine on the dyno and it didn’t look right—you got the one turbo, and it starts increasing in power, then all of a sudden it’s gone and then it starts coming back up again,” recalls Canepa. “A guy from Weissach was kind of helping us on the side and he said ‘Yeah, that’s the way they are.’ He couldn’t tell me what to do, but he would tell me what not to do. So I said I’m going to put twin turbos on it (rather

Media)

than sequential) and he said, ‘That’s right, you’ll notice we never did that sequential turbo thing again!’”

The result was a bump from 444 hp to 580 with catalytic converters and 91-octane fuel and no internal modifications. The engine has been developed ever since.

Canepa then turned attention to the chassis, taking the simplified and inch-lower 959S suspension set-up as its jumping-off point. “The only thing I disliked about the first year in my car was the hydraulic suspension. It was a pain in the ass and would porpoise and do weird things. Our coilovers have titanium springs and Penske builds our shocks—it’s much more controlled but still very compliant.”

Canepa has also upgraded the brakes and offers magnesium hollow-spoke alloys with the look of the originals but a diameter increased from 17 to 18 inches—the size Porsche originally intended to fit but couldn’t due to the lack of a suitable tire.

The expertise means that from the total production of 292 units never intended for U.S. sale, Canepa estimates 87 to 90 have passed through his workshops. Today that has culminated in the 959SC, a 50-unit run that “reimagines” Porsche’s first supercar and is billed as the final evolution of upgrades Canepa will ever create for the 959.

Upsetting for some purists it may be, but a 959SC does represent a sympathetic and highly appealing package of upgrades far beyond what Porsche ever could have imagined in-period.

The entire build is said to take 4000 hours, with over 500 devoted to prepping the body alone, which is painted either in Porsche’s paint-tosample colors or a one-off shade. A further 400 hours are lavished on the gorgeous interior, the detail extending even to new tool pouches and owner’s manual in matching leather.

But the most impressive numbers of all are reserved for the engine, described by Canepa as its fourth generation and engineered by legendary tuner Ed Pink. Highlights include twin BorgWarner turbos with internal wastegates, new pistons to raise the compression a little, Pankl titanium connecting rods, and an upgraded valvetrain. It’s an exhaustive and all-encompassing overhaul good for a massive 850 hp with 650 lb-ft of torque. The vibe is

very much ultra-luxury GT, and no two 959SCs will ever be alike.

Canepa’s 934 project, meanwhile, goes back to Bruce’s racing roots. He entered his first sports car race at Sears Point in 1978 driving a Porsche 934.5 (essentially the Group 4 racing version of Porsche’s 930 Turbo road car, with the rear wing and wheels from the 935 Group 5 racer) then upgraded to the last factory-built 935 the following season. It’s a car he still owns and he raced it to victory at Rennsport this year.

When it debuted, the 934 race car was incredibly close to production specification, making it an ideal candidate for a road conversion. Porsche produced just 31 examples, and Canepa has converted four for road use. The blue car pictured is Bruce’s own 934.5.

“Guys laugh when I tell them, but I say it’s just a 1976 911 Turbo, you know?” says Canepa. “The front spoiler doesn’t rub, it’s got good ground clearance, we soften it up a little bit, put in a really good brake pad, and I just throw my luggage in the back—it’s easy.”

Each 934 undergoes a typically meticulous Canepa restoration, with a paint finish the race cars could only dream of (and which originality buffs might balk at) as well as attention to detail throughout. Bruce highlights the trademark rivet-on arches.

“When these were built, the flares never fit like this, but we have a composites guy in-house to get it just right,” Canepa explains, before talking us through wheels with period-correct centerlock nuts but an upgrade in diameter from 16 to 17 inches.

Inside—as it was in-period—the feel is very much road car with a few racing upgrades. There’s a racing seat with harnesses, a roll cage, a small-diameter steering wheel, and that’s pretty much it.

“The factory delivered these cars with carpet and power windows, so we take the lollipop seat, split it in half, and add one or two inches, depending on the size of the guy,” he explains.

“The only thing I change is the rubber matting material underneath the carpet, particularly at the back, just to kill the noise. I put electric A/C in one or two of them, and it’s got all the things you need, a gas gauge, a speedometer, a handbrake …”

Much like with the 959, the 934 engine is also tuned to be much more driveable, notably with a Garrett turbocharger featuring modern wastegate technology to reduce lag, and Motec management so it starts from cold and idles smoothly, then delivers its power progressively. The twist is the output—a huge 670 hp in a car weighing around 2535 pounds.

The third car converted by Canepa was an orange example for actor and comedian Jerry Seinfeld. “Jerry has done a lot of miles in his car, and he just sent me a text last week saying it’s four years to the day since he’d fired it up and driven off on New York plates.”

Canepa’s own website shows the car idling in its workshops, then cuts to Seinfeld at the wheel, grinning like a man who knows he can drive a race car straight past a police car without going to jail.

What comes next for Canepa? “I’m going to do the Carrera GT,” reveals the founder. “I’ll do all the interior, a proper clutch, figure out a wheel … it just needs a couple of things to make it more user-friendly. It’ll be very understated.”

Given Canepa’s track record, “a couple of things” will likely evolve into a whole lot more. Watch this space. n

Taycan Turbo GT and Taycan Turbo GT with Weissach Package

Most powerful series-production Porsche of all time sets record lap times at Laguna Seca and the

• Zero to 100 km/h in 2.2 seconds and a top speed of up to 305 km/h with the Weissach package for the track

• Attack Mode provides a short 120 kW boost of additional power

• Up to 815 kW (1,108 PS) of peak power with Launch Control

• Up to 75 kg lighter than the Taycan Turbo S

• Available with two or four seats, with standard Porsche Active Ride suspension

Porsche is expanding the model line-up of its all-electric sports sedan to include the Taycan Turbo GT and the Taycan Turbo GT with Weissach package. The latter is built for the track and dispenses with the rear seats in favour of an even better power-toweight ratio. At peak power, both models can deliver more than 1,100 PS1. #

In combination with various lightweight construction and aerodynamics measures, these all-electric GT sports cars raise the bar in terms of driving dynamics. A more powerful and efficient pulse inverter that uses silicon carbide as the semiconductor material is used on the rear axle. The first Taycan Turbo GT models are expected to arrive in Australia from mid 2024.

Stuttgart/Australia

Not yet on the market, but already a record holder: the Taycan Turbo GT with Weissach package earned the title of fastest electric

Nürburgring

series-production car at the Weathertech Raceway Laguna Seca, in California, on 23 February 2024. With a time of 1:27.87min., Porsche development driver Lars Kern put in a faster lap than any other driver has before with a road-approved electric car.

Not long before that, a pre-production version of this same new model set a new class record on the Nürburgring. Kern was also at the wheel on that occasion and posted a lap time of 7:07.55 min. on the Nordschleife. This official lap time is a whopping 26 seconds faster than Kern recorded for his last record lap in a Taycan Turbo S sport sedan equipped with the performance package back in August 2022. This time also stands as the current record for a series-production electric car and also makes the Turbo GT the fastest four-door of any powertrain type on the Nürburgring.

“The two records in Laguna Seca and on the Nordschleife show what great track potential there is in the Taycan,” says Model Line Vice President Kevin Giek. “To prove your mettle on the track, it’s not enough to simply have as much power as possible. The overall package of accelerating and braking, cornering grip, aerodynamics, stability and fine-tuning has to be right. In the Taycan Turbo GT and the Taycan Turbo GT with Weissach package in particular, our engineers have achieved this in absolutely stunning fashion. They have already done a great job with the recently updated existing Taycan models. But our new GT cars yet again clearly raise the bar even higher in terms of driving dynamics.”

“The track at Laguna Seca pushes the Taycan Turbo GT to the limit. It’s the overall package that makes the difference,” says development

driver Kern. “The Turbo GT with Weissach package sets new standards in almost every metric. These include acceleration and braking, an Attack Mode that’s intuitive to use and a powertrain designed for maximum traction and performance. And the cornering grip levels are just as impressive. The controllability and light-footedness are unbelievable. The tyres work very well and you have the right balance in every driving situation. It is incredibly good fun to drive this car around the undulating track at Laguna Seca.”

When triggered, up to 120 kW of additional power is available for 10 seconds at the press of a button. Attack Mode is based on the push-to-pass function of the other Taycan models.1The system is optimised for driving on the track and functions in a similar way to the 99X racing cars that Porsche uses in the Electric ABB FIA Formula E World Championship. The boost is indicated by a countdown timer in the instrument cluster and dynamically staged with animated rings on the speedometer.³

Compared to the push-to-pass function in the other Taycan models, Attack Mode offers 50 kW more boost power and is operated and made available in different ways: as an alternative to pressing the mode switch that’s mounted just off to the side of the steering wheel boss, Attack Mode can also be activated and deactivated via the right-hand paddle. This makes the function easier to use on the track. “You can also trigger the boost with racing gloves, and without taking a hand off the wheel,” explains Kern. “With this simple, safe and fast means of operation, the Taycan Turbo GT models are tailored to the needs of a racing driver.” With the left steering wheel paddle, the recuperation level can be set and adapted to the driving situation.

New power electronics in the powertrain

Porsche has recently extensively upgraded the Taycan model line and generally increased the overall system power of the cars. Among other things, the enhanced powertrain with a new rear-axle motor enables even more dynamic performance compared to the predecessor models.

The Taycan Turbo GT and Taycan Turbo GT with Weissach package are the new sporting flagship models and take Taycan performance to the next level. Equipped with a more powerful pulse inverter, both cars have 580 kW. With Launch Control that increases to up to 760 kW of overboost power or up to 815 kW for two seconds according to the peak power measurement method.1

The Taycan Turbo GT needs just 2.3 seconds to accelerate from zero to 100 km/h, or just 2.2 seconds with the Weissach package. This makes the model one- to two-tenths of a second

faster than the Taycan Turbo S. The difference in acceleration from a standstill to 200 km/h for the track is even greater: 6.6 or 6.4 seconds for the Taycan Turbo GT without/with Weissach package, which is up to 1.3 seconds quicker than the Taycan Turbo S.

The pulse inverter is the key component for controlling the electric motor. In both Taycan Turbo GT models, pulse inverters with a maximum current of 900 amperes are used on the rear axle. These deliver even more power and torque than the 600-ampere pulse inverter in the Taycan Turbo S. For better efficiency, silicon carbide is also used as the semiconductor material in the pulse inverter.

The transmission ratio and the robustness of the gearbox have also been improved, allowing for higher torque figures. The maximum torque in both versions is up to 1,340 Newton metres.

Carbon features and Porsche Active Ride: lightweight construction and chassis

With intelligent lightweight construction measures, Porsche has reduced the weight of the Taycan Turbo GT by up to 75 kg compared to the Taycan Turbo S. A number of carbon parts contribute to this. Carbon fibre is used for the trims on the B-pillars, the upper shells on the door mirrors and the side skirt inlays, among other components. The full bucket seats made of CFRP, a lightweight luggage compartment and the omission of the electric soft-closing function of the tailgate also save weight.

The Taycan Turbo GT is equipped as standard with the dynamics package. This includes the Porsche Active Ride suspension with GTspecific tuning. In dynamic driving situations, this suspension ensures an almost perfect connection to the road thanks to a balanced distribution of wheel loads.

In addition, the equipment package includes special performance summer tyres. They are mounted on 21-inch lightweight forged wheels. The exclusive Turbo GT wheels have relief-milled spokes, which saves weight and at the same time effectively ventilates the brakes.

The Taycan Turbo GT comes standard with lightweight ceramic brakes. Based on the Porsche Ceramic Composite Brake (PCCB), the brake system has been optimised from a weight perspective. Design changes to the brake disc chamber and the brake caliper housing shave off more than two kilograms. This has a positive effect on both the driving dynamics and performance: reducing the unsprung and rotating masses enhances performance. The brake callipers are painted exclusively in Victory Gold.

Rear spoiler with flap and exclusive paint finishes: aerodynamics and exterior design

Porsche developed a front spoiler with aero blades specifically for the Taycan Turbo GT. The rear view is dominated by an adaptive spoiler, the tear-off edge of which features a Gurney flap in a high-gloss carbon-weave finish.

Matrix LED headlights come as standard. They can be upgraded to HD matrix LED headlights on the Taycan Turbo GT as an option and at no

extra charge. The side profile reveals a number of components made of carbon fibre. The trims of the side windows are painted in Black (high gloss).

While the Taycan Turbo and Taycan Turbo S with Turbonite features differ from the other models in the series, the Taycan Turbo GT has more of a racing vibe. Both models bear the coloured Porsche crest on the front bonnet as well as on the hub covers of the lightweight alloy wheels. The ‘Turbo GT’ logo on the rear lid is painted in Black (matt).

A total of six exterior colours are available, including the new paint options of Pale Blue Metallic and Purple Sky Metallic. These are reserved exclusively for the Taycan Turbo GT for one year. The extensive Paint to Sample programme from Porsche Exclusive Manufaktur offers further customisation options. In addition, a set of decals with the Taycan logo is available in the lower part of the doors and on the front bonnet, either in Volt Blue or Black (matt)/Black (high-gloss).

Standard full bucket seats and a sporting ambience: the interior

The sporty Race-Tex features come with black leather trims as standard. The standard equipment also includes lightweight full bucket seats in a carbon-weave finish (high-gloss). Front Adaptive sports seats Plus (with electric 18-way adjustment and memory package) can be ordered as an option and at no extra charge. A Turbo GT logo is embroidered on the front headrests. In addition, a badge with the individual model logo is located below the climate control panel. Exclusive interior equipment with contrasting tones in Volt Blue or GT Silver are available on request.

On the GT sports steering wheel, the rim is covered with black Race-Tex and has a 12 o’clock marking. The Taycan Turbo GT features the Sport Chrono package from the Taycan Turbo S.

Designed for performance on the track: Taycan Turbo GT with Weissach package

The Taycan Turbo GT with Weissach package is even more laser sharp in its positioning.

With additional aerodynamics and lightweight construction measures, this model is even more resolutely designed for performance. The Taycan Turbo GT with Weissach package accelerates from zero to 100 km/h in 2.2 seconds, making the two-seater a tenth of a second faster than the similarly powerful Taycan Turbo GT. Its top speed for the track is 305 km/h, compared to 290 km/h for the Taycan Turbo GT.

Additional aerodynamic measures include air deflector elements on the underbody and a new front diffuser. In the rear, the model with the Weissach package features a fixed rear wing in a carbon-weave finish with wing supports fixed to the body. The total downforce here is up to 220 kg. The Weissach package logo features on both sides of the rear wing. Exclusively available on request is a striped wrap in Volt Blue, Black or Black (matt). This further accentuates the car’s motorsport character. The striped design can be combined with the black decal set.

Eliminating all equipment not required for track driving has shaved off roughly another 70 kg compared to the Taycan Turbo GT without the Weissach package. Instead of the usual rear seat system, there is a tailor-made, high-quality lightweight carbon cladding with a storage compartment behind the seat shells for the driver and front passenger.

The analogue clock from the Sport Chrono package, which is normally present on the instrument panel, is also dispensed with, as are the foot and boot mats and less insulation material is used. The Taycan Turbo GT with Weissach package only has a charge port door on the passenger side, which is operated manually instead of electrically. Special sound and heat insulating glass and the Sound Package Plus also save weight. The latter operates without rear speakers and replaces the BOSE® Surround Sound system.

The GT interior package with Race-Tex features in Black comes as standard. On the passenger side there is a badge with the Weissach package logo. The interior packages in Volt Blue and GT Silver are also available for the Taycan Turbo GT with Weissach package. Contrast stitching in the respective colour rounds out the range of features.

In Australia, the new Taycan Turbo GT and Taycan Turbo GT with Weissach package will be additionally fitted with the following features as standard:

ALL VARIANTS

• Tyre fit set

• Digital radio

SELECT VARIANTS

• Thermally and noise insulated glass incl. privacy glass (Turbo GT only)

• Lane Change Assist (Turbo GT only)

• ParkAssist incl. Surround View (Turbo GT only)

• Head-Up Display (Turbo GT only)

• Side airbags in rear compartment (Turbo GT only)

• Panoramic fixed glass roof (No-Cost Option on Turbo GT only)

• Adaptive cruise control (No-Cost Option on Turbo GT only)

• Seat heating front and rear (No-Cost Option on Turbo GT only)

• Comfort package floor mats (No-Cost Option on Turbo GT with Weissach package only)

Both the Taycan Turbo GT and the Taycan Turbo GT with Weissach package are priced from $416,600.##

Further information, film and photo material in the Porsche Newsroom: newsroom. porsche.com.au

Additional equipment and accessories (add-on parts, tyre formats etc.) can change relevant vehicle parameters such as weight, rolling resistance and aerodynamics. These factors, in addition to weather, traffic conditions and driving behaviour, can influence the performance values of a vehicle.

Published figures should only be used for the purpose of comparison between vehicles. Information provided and images displayed on our website or links from our website may relate to models, performance characteristics, optional extras and features only available in overseas models of the vehicle and must not be relied upon as they may be unavailable in Australia. Please note, product changes may have been made since the production of any content. Please contact an Official Porsche Centre for specific information on current data, vehicles, performance characteristics, optional extras and features available in Australian delivered vehicles.

¹ Test method: https://www.porsche.com/ gtr21

² Available with Sport Chrono package on applicable models.

³ The function is available from a speed above 5 km/h and at a battery temperature of more than 10° Celsius and an SoC of more than 30 per cent.

# PS (PferdeStärke, German for horsepower) is the standard unit used in the European Union to measure the power output of a motor in ‘metric horsepower’.

## Price is the recommended retail price before statutory on-road and dealer delivery charges, which vary from State to State and between dealers. Driveaway pricing is available via the Porsche Car Configurator at Porsche.com.au. All prices shown are based on a standard specification vehicle with no optional equipment (unless otherwise selected). Final prices may vary from dealer to dealer and according to individual circumstances. Prices are subject to change without notice. Please contact an Official Porsche Centre to obtain specific information about prices, vehicles and features. n

Saturday

Samuel Burrell

Porsche Could Confirm a New Supercar this Year

Article date: 21 February 2024

Porsche celebrated its 75th anniversary in 2023 with the Mission X supercar. The concept offered a glimpse into the electric future, but there hasn’t been much news since then. Recently though, Porsche CEO Oliver Blume said a decision regarding whether or not to put the car into production will happen later this year.

Porsche’s head honcho told the Australian magazine CarSales that the feedback received following the Mission X’s debut last June has been “massively positive.” The 55-year-old executive said, “It’s a great motivation for us to do the car.” If approved, it would be only the fourth supercar flagship from Zuffenhausen, following in the footsteps of the 959, Carrera GT, and the 918 Spyder.

Porsche has been tight-lipped about the technical specifications of the spectacular concept, but we do know Mission X is about 177.1 inches long, 78.7 inches wide, and less than 47.2 inches tall. It has a wheelbase of 107.5 inches and staggered wheels (20 inches front and 21 inches rear), with a battery pack mounted behind the seats. When the concept debuted, we were told the supercar had a power-toweight ratio of at least one horsepower per 1 kilogram (2.2 pounds).

Porsche also touted higher downforce figures than the 911 GT3 RS (992), which generates 409 kg of total downforce at 124 mph (200 km/h) and 860 kg at 177 mph (285 km/h). Mission X also could charge the battery about two times quicker than the Taycan Turbo S. However, that was before the 2025 Taycan jumped from 270 kilowatts to 320 kilowatts. The four-door EV can now juice its battery from 10 to 80 percent in 18 minutes.

The Mission X with its 900-volt architecture would go up against the Rimac Nevera, which has been engineered to support 500-kW charging. The Lotus Evija can handle 350 kW.

Nearly a year after its debut, the Mission X’s output remains a mystery. Multiple reports claim it has roughly 1,500 horsepower but others believe it’s closer to 1,700 hp, if not more. It’s unclear how many motors it has, although we reckon at least two—one for each axle—to enable an all-wheel-drive layout. The Nevera and Evija both have a quad-motor setup.

A subsequent production version of the Mission X would be the fastest road-legal production car at the Nürburgring. The time to beat would be 6 minutes and 35.18 seconds achieved by the Mercedes-AMG One. The Green Hell is a demanding track, especially for EVs, considering it’s a long circuit stretching 12.94 miles (20.83 kilometers).

Regardless of price, collectors will be all over this car. Production is likely to be limited and we wouldn’t be surprised if all units were spoken for prior to the debut. Should it get the green light this year, the first deliveries to customers are unlikely to take place sooner than 2026.

It’s too soon to say how many could be built, but the 918 Spyder was limited to 918 units while the Carrera GT before it had a production run of 1,270 examples. The 959 was far rarer since only 292 customer cars were ever assembled.

Article and Photos By: Adrian Padeanu (by kind permission motor1.com)

“

Porsche CEO Oliver Blume said a decision regarding whether or not to put the car into production will happen later this year.

“

Porsche presents two new e-hybrid variants of the Panamera

• Better E-Performance: more power and shorter charging time

• Enhanced standard equipment

• Optional Porsche Active Ride suspension

Porsche is expanding its Panamera model range with the 4 E-Hybrid and 4S E-Hybrid variants. The new plug-in hybrids offer impressive acceleration figures and driving performance as well as strong E-Performance.

Stuttgart/Australia

Porsche is further expanding its range of powertrains for the Panamera sports sedan and now includes an Executive variant. As part of the E-Performance strategy, the Panamera 4 E-Hybrid and the Panamera 4S E-Hybrid have been added to the portfolio with immediate effect.

This is Porsche’s response to the particularly strong interest in efficient and dynamic e-hybrid powertrains in many markets. The Panamera will be available in a total of four performance variants of this advanced powertrain technology.

Powertrain: Optimised Hybrid-Performance

The Panamera 4 E-Hybrid is particularly efficient and versatile. To generate powerful acceleration, Porsche has combined a new e-hybrid system with a significantly revamped 2.9-litre V6 biturbo petrol engine (224 kW/304 PS)#. The system output of 346 kW (470 PS) and the maximum torque of 650 Nm enable acceleration from zero to 100 km/h in 4.1 seconds and a top speed of 280 km/h on the track.

The Panamera 4S E-Hybrid places a stronger focus on driving dynamics as well as sustained power delivery in the upper rev range. Its 2.9-litre biturbo six-cylinder engine delivers 260 kW (353 PS). The system output is 400 kW (544 PS) and the maximum torque is 750 Nm. This enables the Panamera 4S E-Hybrid to accelerate from zero to 100 km/h in 3.7 seconds and reach a top speed of 290 km/h on the track.

Compared to the previous generation, all Panamera E-Hybrid models offer a greater electric range, faster charging speed, better throttle response and better driving

performance in almost all disciplines. At 25.9 kWh (gross), the new high voltage battery provides around 45 per cent more capacity in a comparable space. At the same time, the new 11 kW On-Board-ACcharger shortens the charging time to two hours and 39 minutes.*

With 140 kW (190 PS) and 450 Nm of torque, the completely new electric motor offers significantly more power than its predecessor. It is also integrated into the housing in an efficient and weightoptimised way, and into the oil cooling circulation of the PDK transmission. The internal rotor design (the rotor rotates inside the stator) reduces the mass inertia by 50 per cent, which improves the throttle response. With a recuperation of up to 88 kW, the electric motor also contributes to the significantly increased electric range of the Panamera E-Hybrid models.

E-Hybrid driving modes with optimised strategy

The four optimised E-Hybrid-specific driving modes, as well as the improved Sport and Sport Plus modes, further optimise the efficiency of the E-Hybrid models. The vehicles always start in the purely electric E-Power mode. Once the state of charge of the battery is under a certain minimum value, the system automatically switches to Hybrid Auto mode, which adapts the operating strategy to the current driving situation.

In addition, with active route guidance in Hybrid Auto, the operating strategy is further optimised by knowing the route ahead. In this way, the proportion of electrically driven distances in city traffic can be maximised and efficiency increased. The system uses both car and navigation data for this purpose.

In E-Hold mode, the current state of charge of the battery is preserved. In E-Charge mode, on the other hand, the combustion engine charges the battery to up to 80 per cent out of town and above 55 km/h, while the Panamera utilises the efficiency benefits of the hybrid drive in city traffic. In Sport and Sport Plus modes, Porsche reduces the target state of charge of the battery to 20 and 30 per cent respectively (previously 30 and 80 per cent). This increases efficiency without sacrificing performance.

E-Hybrids with innovative active suspension

Porsche equips all variants of the new Panamera with an adaptive two-chamber air suspension including Porsche Active Suspension Management (PASM) with twovalve dampers as standard.

The innovative Porsche Active Ride active suspension is also available for the E-Hybrid models as optional equipment. It combines the ability to offer optimised traction and cornering performance with a high degree of comfort. Every individual damper – also equipped with two-valve technology – has an electrically operated hydraulic pump, which is powered by the 400-volt system and which can be used to actively build up forces in the rebound and compression directions. As a result, the suspension almost completely absorbs body movements caused by road imperfections and keeps the vehicle horizontal at all times during dynamic driving manoeuvres.

The dampers operate at up to 13 Hz, which means they can adjust the setting up to 13 times per second and thus react lightning fast to the respective driving situation and the road surface. The technology also enables innovative functions such as the overcompensation of pitching and rolling motions, as well as the raising of the body when getting in and out of the car.

Sporty details and enhanced standard equipment

All variants of the new Panamera have an athletic, fresh design. At the front, the look is characterised by newly shaped headlights and an additional horizontal air intake. At the rear, a continuous taillight and a frameless rear window distinguish the new Panamera. Window trim in silver enhances the side line.

The standard equipment of the Panamera 4 E-Hybrid includes 19-inch wheels and black brake callipers. The Panamera 4S E-Hybrid is distinguished by 20-inch wheels in Panamera AeroDesign, silver sport tailpipes and red brake callipers. Brake callipers in Acid Green and Black are optionally available.

The Panamera 4S E-Hybrid brakes with ten-piston brake callipers at the front axle as standard. Alternatively, the optional

PCCB (Porsche Ceramic Composite Brake) is available for this model in conjunction with 21-inch wheels. The ceramic composite discs measure 440 millimetres at the front axle and 410 millimetres at the rear axle.

The Panamera’s extended standard equipment includes ParkAssist and a cooled smartphone tray for wireless charging with up to 15 watts. Options such as rear-axle steering, Passenger Display and air quality system are also available. The Executive body style with a longer wheelbase is also offered; options such as the four-zone automatic climate control or the large centre console are included as standard.

In Australia, all new Panamera E-Hybrid variants will be additionally fitted with the following features as standard:

ALL VARIANTS

• Privacy glass

• HD-Matrix LED headlights

• Dreams exterior colour paintwork

• Adaptive Cruise Control

• 3D Surround View with Active Parking Support

• Head-Up Display

• Lane Change Assist

• Seat ventilation front

• Soft close doors

• 14-way comfort seats in the front with memory package

• BOSE Surround Sound System

• Digital radio

SELECT VARIANTS

• 20-inch Panamera Turbo wheels (4 E-Hybrid incl. Executive only)

• Comfort access (4 E-Hybrid incl. Executive only, standard on 4S E-Hybrid)

• Panoramic roof system (4 E-Hybrid and 4S E-Hybrid only, standard on 4 E-Hybrid Executive)

• Side airbags in rear compartment (4 E-Hybrid and 4S E-Hybrid only, standard on 4 E-Hybrid Executive)

• 4-zone automatic climate control (4 E-Hybrid and 4S E-Hybrid only, standard on 4 E-Hybrid Executive)

• Ioniser (4S E-Hybrid only)

In Australia, prices and local delivery timing will be announced at a later date. Further information, film and photo material in the Porsche Newsroom: newsroom.porsche.com.au

Roll of Honour

Past Presidents

1974/75 D. Christison

1975/76 D. Christison

1976/77 D. Christison

19 77/78 P. Dennis

1978/79 B. Clements

19 79/80 B. Clements

1980/81 T. Klaveniek

1981/82 T. Lynas

1982/83 T. Lynas

1983/84 T. Lynas

1984/85 T. Lynas

1985/86 J. Nicholls

1986/87 B. Lynas

1987/88 P. Rosenzweig

1988/89 T. John

1989/90 T. John

1990/91 T. John

1991/92 T. John

1992/93 T. John

1993/94 D. Eckert

1994/95 D. Eckert

1995/96 P. Dixon

1996/9 7 P. Dixon

1997/98 P. Dixon

1998/99 P. Dixon

1999/00 P. Kowalenko

2000/01 P. Kowalenko

2001/02 P. Brunnthaler

2002/03 P. Brunnthaler

2003/04 M. Rooke

2004/05 J. Palmer

2005/06 J. Palmer

2006/07 S. Elshaw

2007/08 S. Elshaw

2008/09 A. Sparks

2009/10 A. Sparks

2010/11 N. Goodall

2011/12 N. Goodall

2012/13 N. Goodall

2013/14 K. Obst

2014/15 K. Obst

2015/16 K. Obst

2016/17 G. Crowe

2017/18 G. Crowe

2018/19 V. Moore

2019/20 V. Moore

2020/21 V. Moore

2021/22 V. Moore

2022/23 V. Moore

2023/24 V. Moore

Motorkhana Champion

2004/05 M. Ewer

2005/06 M. Ewer

2006/07 D. Gilbert

2007/08 P. Kowalenko

2008/09 R. Paterson

2009/10 D. Gilbert

2010/11 M. Almond

2011/12 R. Paterson

2012/13 R. Paterson

2013/14 R Paterson

2014/15 D. Herreen

2015/16 R. Paterson

2016/17 D. Herreen

2017/18 S. Thiele

2018/19 J. Coote

2019/20 R. Paterson

2021 S. Thiele

2022 D. Herreen

2023 D. Herreen

Hillclimb Champion

2004/05 J. Palmer

2005/06 J. Palmer

2006/07 J. Palmer & M. Ewer

2007/08 A. Sparks & M. Ewer

2008/09 G. Keene

2009/10 A. Plate

2010/11 N. Goodall & 0. Sheahan

2011/12 R. Paterson

2012/13 R. Harrison

2013/14 R. Paterson

2014/15 A. Trimmer

2015/16 R. Paterson

2016/17 S. Hevera

2017 /18 S. Thiele

2018/19 R.Edwards

2019/20 T. Keynes

2021 P. Panopoulos

2022 R. Paterson

2023 D. Edkins

Sprint Champion

2004/05 J. Palmer

2005/06 M. Rooke

2006/07 J. Palmer

2007/08 P. Jaquillard

2008/09 0. Sheahan

2009/10 A. Eime

2010/11 N. Goodall

2011/12 M. Ewer

2012/13 R. Reynolds

2013/14 A. Trimmer

2014/15 D. Herreen

2015/16 M. Curyer

2016/17 T. Keynes

2017/18 M. Rogers

2018/19 P. Panopoulos

2019/20 D. Herreen

2021 P. Panopoulos

2022 R. Paterson

2023 S. Wirthensohn

Club Driving Champion

1985/86 T. Lynas

1986/8 7 T. Lyn as

1987/88 D. Wallis

1988/89 T. John

1989/90 R. Catford

1990/91 T. Gentile

1991/92 T. John

1992/93 R. Catford

1993/94 T. Matthews

1994/95 R. Paterson

1995/96 R. Geue

1996/97 P. Dixon

1997/98 D. Gilbert

1998/99 M. Ewer

1999/00 M. Ewer

2000/01 M. Ewer

2001/02 D. Gilbert

2002/03 M. Ewer

2003/04 M. Ewer

2004/05 J. Palmer

2005/06 M. Ewer

2006/07 M. Ewer

2007/08 A. Sparks

2008/09 G. Keene

2009/10 R. Paterson

2010/11 N. GoodAall

2011/12 R. Paterson

2012/13 R. Reynolds

2014/15 D. Herreen

2015/16 R. Paterson

2016/17 D. Herreen

2017/18 S. Thiele

2018/19 N. Goodall

2019/20 D. Herreen

2021 P. Panopoulos

2022 R. Paterson

2023 R. Paterson

Lady Competitor of the Year

1990/91 S. Gentile

1991/92 P. Klaveniek

1992/93 J. Nicholls

1993/94 L. Scammell

1994/95 L. Scammell

1995/96 L. Scammell

1996/97 A. Sparks

1998 to 2004 Not awarded

2004/05 M. Ruediger

2005/06 M. Ruediger

2006/07 A. Sparks

2007/08 A. Sparks

2008/09 A. Eime

2009/10 A. Eime

2010/11 A. Eime

2011/20 Not awarded 2022/23 Not Awarded

Club Person of the Year

1987/88 T. Nicholls

1988/89 K. Herbst

1989/90 T. John

1990/91 T. John

1991/92 D. Wallbridge

1992/93 L. McDonnell

1993/94 L. Scammell

1994/95 L. Scammell

1995/96 P. Dixon

1996/97 B. Smith

1997/98 P. Kowalenko

1998/99 H. Kowalenko

1999/00 D. Callow

2000/01 J-A. Brunnthaler

2001/02 M. Rooke

2002/03 K. Somerville

2003/04 C. Johnston

2004/05 G. Cook

2005/06 N. Goodall

2006/07 R. Ruediger

2007/08 J. Sheahan

2008/09 R. Weekes

A. Seaman

H. Kowalenko

B. Gare

R. Pryor

2010/11 K. Obst

2011/12 R. Pryor

2012/13 J. Pierson

2013/14 J. O’Connor

2014/15 D. Witten

2015/16 A. Seaman

2016/17 R. Clements

2017/19 Not awarded

2019/20 H. Kowalenko

2020/21 M. Rogers

2022 R. Pryor

2023 R. Clements

‘Porsche 911 60 Years’ Book Review

Article by: Benjamin Shahrabani

Article date: 26 March 2024

Title: Porsche 911 60 Years

Author: Randy Leffingwell

Publisher: Motorbooks

Format: Hardcover, 304 pages with approximately 300 photos and illustrations

Where to Buy: Motorbooks/Quarto website

How Much: $49.95 USD MSRP

From its groundbreaking prototype inception in 1963 to its latest incarnations, the Porsche 911 has remained the epitome of sports car excellence. In his latest book about the marque, Porsche 911 60 Years, Randy Leffingwell invites readers on another journey through the legendary six-decade saga of the 911. This time his exploration showcases 60 milestone 911s offering a kaleidoscopic overview of the evolution of Porsche’s icon.

Leffingwell weaves together compelling narratives behind each featured model, revealing the 911’s enduring legacy of engineering brilliance, daring design, and unparalleled performance. Some highlight models include a 1964 901 Cabriolet prototype, 1971 911S Safari, Louise Piëch’s 1975 930, 1987 Ruf CTR “Yellowbird”, 1998 996 GT1 Le Mans, 2010 911 Sport Classic, and the 2023 911 Dakar (amongst many others).

What also sets this book apart is its intimate portrayal of the individuals who shaped the 911 legend: From the visionary Ferdinand “Butzi” Porsche, whose timeless design laid the foundation, to the brilliant engineers, designers, and executives who breathed life into each iteration, Leffingwell makes sure to pay tribute to the men behind the machine.

Illustrated with a blend of both historic and contemporary photography sourced from Porsche’s own archives, “Porsche 911 60 Years” captures many significant moments in the 911’s history. Whether you’re a seasoned Porsche enthusiast or simply a lover of automotive excellence, this book is a worthy addition to your collection.