Porsche Report April - June 2014 by Composite Colour

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

Volume 39 Number 2, April - June 2014

Roger and Peter take on a Tassie Devil

Plus

C a rra ra C up Supersta rs Sp eak O ut Da ncing o n Ice w ith Amelia M t A lma , Sprints a nd more

www.pcsa.asn.au

April - June 2014

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

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

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

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contents 2

Te l l m e a s t o r y

S u p e r s p r i n t A B C ’s

3 Editorial

PCSA @ Mallala

P r e s i d e n t ’s R e p o r t

Adelaide Motorsport Festival

Calendar of Events

Mt Alma Hillclimb - 2014

Porsche News

A d r i a n S t re a t h e r Wo r k s h o p 2

R o g e r & R i c h a rd B r i n g i t H o m e

Modifying a Classic 911

Porsche Historics - Mallala

Ruf 935 RSR Wild Child

P e t e r Ta k e s o n a Ta s s i e C l a s s i c

R u f C T R Ye l l o w b i rd

The Inside Line With Mike Almond

Hindmarsh Island Run

S a m P o w e r - L i v i n g t h e D re a m

B ro a d w a y H o t e l D i n n e r

Renee Gracie - Devil Princess

New Porsche 988 Update

Dancing on Ice -Camp 4S

I n t ro d u c i n g - T i m e A t t a c k S p r i n t s

C e l e b r a t i o n o f t h e M o t o rc a r

PCSA Roll of Honour

C o l l i n g ro v e H i l l c l i m b 3 - D o w n t o t h e W i re

T h e L a s t Wo rd

Supersprint 6 - Mallala

our supporters 50.

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

IFC. L o n g v i e w

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

33.

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

32.

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

59.

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

Character Roofing

3 3 .

N o r b a r

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

BC.

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

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

50.

Pacific Marine

27.

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

32.

R a i n s f o rd ’s C o l l e c t a b l e C a r s

24. Dunlop

IBC. S h a n n o n s

15. H i s t o r i c P l a t e s

14. W i l l s h i re 25. Yo k o h a m a

April - June 2014

Story & Photos: Phillip Kellett

Tell me a story

‘You could win this DVD’

o you have an interesting story to tell? Do you enjoy reading the antics of like minded Porsche tragics in the pages of this magazine? Would you like the opportunity to win a great prize? Well read on............ I would like to kick off by expressing my thanks to the PCSA committee for continuing to indulge me in allowing the production of such a high class publication, but it would not be possible without three very important ingredients. One: Our advertisers. They are valued sponsors of not only this magazine but our members also. If you have an opportunity to support them at any time I would encourage you to do so as they are a valuable part of the South Australian Porsche family and have your best interests at heart. Two: Composite Colour who do the artwork and printing of this magazine. My contact Ron is a member of the Porsche Club of Victoria and assists me greatly through his efforts in assembling and printing this magazine. Three: I have left the best until last. My contributors. Without you guys we would have a magazine comprising an Editorial (well you couldn’t shut me up) a President’s report (no way he would be getting off the hook) and 15 pages of adds (thanks guys.) As good as all that would be I’m sure it is not really what you 4

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want to come home to after a hard day in the salt mines. I am fortunate in that I have a handful of people who are happy to share the load in filling these pages, and I don’t even have to pay them. Bonus! Through my contacts I am also usually able to sniff out an additional story or two each quarter and through coercion, pleading, manipulation or just plain old blackmail I am able to squeeze an article out of somebody. I have decided this issue to plead to your sense of competition instead. I am looking for my Porsche flock to look deep within themselves (not to deep, some of you might not like what you find) and try to dredge up some special event, or moment in time that you feel is worthy of sharing with the greater Porsche Club family. Now you might be thinking to yourself, I don’t have anything worthwhile to write about, or that your writing skills aren’t gooder enough like. Well forget all that. I have been burdening you all with stories from my ‘James Bond’ type lifestyle for over a year now and nobody has objected yet. Also, I am always happy to assist with editing. Between the two of us we can produce a masterpiece of literature, promise. Right, now for the bait. I will review all personal contributions from PCSA members and their immediate families

sent to me for the July-September issue and the article that tickles my fancy the most will receive a great little DVD called ‘The glory days of the Porsche 911, 1963 – 1993’. Your story can be about anything you like as long as it is personal and has some relevance to Porsches. And don’t worry if it is about a family trip to Mount Gambier and not about conquering Pikes Peak in America. You would be surprised at how easily I am amused and sometimes the simple stories can have the most heart. Send all contributions to magazine@pcsa.asn. au before 27th October 2014. Images can be sent via email, Dropbox or regular mail (disc or flash drive.) If you need Dropbox or postal details send me an email and I will provide them as required. If you send images on a flash drive please provide return address so I can post it back to you. What are you waiting for, get to work, there’s a free DVD at stake damn it!

editor’s report

“Porsche Report” is the official magazine of The Porsche Club of South Australia (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: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au

I do not profess to be the font of all knowledge when it comes to the inner workings of my, or anyone elses, Porsche but through the trials of life you do pick up the odd bit of information here and there that is worth sharing with the greater group. If you have read my previous columns you will know by now that I have been in a long term struggle with my air conditioning system to bend it to my will. Like trying to train a cat I am coming to the conclusion that this is an exercise in futility, but am ploughing on regardless. So much work and money for so little cold air. Clearly I am not the sharpest knife in the drawer. I have already shared some of my more recent air conditioner dramas with you but my battle actually goes back to 2007 when innocently heading off on a family day to Victor Harbour in the trusty 911. We weren’t more than ten minutes from home, sitting at a set of lights, when we noticed black smoke coming out from under the bonnet. The lights go green, I drive around the corner and pull up at the kerb. Everybody out! The smoke thickens. I decide that if I don’t do anything the whole car is going to go up so I grab my jacket (one of my favourites unfortunately) pop the hood and start beating back the flames. In the meantime I send Sharon off to find a fire extinguisher while I try to keep the flames at bay. Thankfully she finds an extinguisher in a block of flats which proves very effective and promptly smothers the fire. To rub salt in the wounds I realised later that this all happened in Burnside. I can assure you, I was not laughing at the time. Post mortem revealed that the front condenser motor (on the floor near the passenger side headlight and battery) had seized, overheated and burst into flames. Seems this is a

fairly common issue as amazingly this motor is not fused from the factory. Needless to say I had a new unit installed, which is now fused, and have added two fire extinguishers to the car. One in the cabin and one under the hood. If you have air conditioning and you find this electric motor is not fused on your car I would encourage you to get it sorted next time it is in the shop. Just as an aside, even though I am now all systems go with my air conditioning I found that the gas only stays in the system for around 8 months. I have had it checked several times and no leak has been found. A quick search on the web suggested my problem relates to the new gases used in modern air conditioner systems. Apparently the gas molecules are smaller in modern refrigerant than what we used in the eighties and over time it leaks out through the rubber tubing, which apparently was designed porous by Porsche to reduce the risk of a pressure blowout. Fact or fiction it looks like I am up for a re-gas every summer unless I am prepared to replace all my tubing, which I am not. Now back to the magazine. In this issue we have some excellent stories from Roger Paterson and Peter Mayer on their Targa Tasmania experience. They are both a great read and I strongly commend them to you. We also have interviews with two young stars of the Carrera Cup series, Sam Power and Renee Gracie as well as another update from our own Mike Almond. On top of that we have local motorsport updates, more Ruf, a great story from Amelia Eime on her ice driving experience and way more. Let me know what you think. Yours in Porsches Phillip Kellett

Advertising: Mike Rogers Mobile: 0438 868 373 Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au

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

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

Volume 39 Number 2, April - June 2014

Roger and Peter take on a Tassie Devil

Plus

Carrara Cup Superstars Speak Out D a n c in g o n Ic e w it h A m e lia Mt A lm a , S p r in t s a n d m o r e

Cover Photo: Perfect Prints

Good day all and welcome to this brand new edition of the Porsche report. Unfortunately the weather has not been particularly conducive to Porsche activities of late but being the troopers I know you are there has still been a high level of activity from our members since the last issue. As usual we have it all covered right here.

April - June 2014 5

www.pcsa.asn.au

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president’s report

club committee

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

Well another three months has come & gone! How time flies when you’re having fun. This issue I would like to start by advising that the Porsche Club SA AGM is to be held on Friday September 26th. You should have already received a notice regarding nominations for the committee by email. If you did not you will find a downloadable copy on our website or you can contact myself for a copy. Unfortunately the AGM will not be held at the Porsche Centre this year as they are currently undergoing a rebuild. Per usual practice all committee positions will be declared vacant at the AGM. Most committee members have indicated that they will nominate, including myself. Well I managed to get out on the track at the last Super Sprint day and what a wet start to the day we had. Fortunately the track dried up fast but most people’s times was slower than normal, including mine! Doug McPherson managed to perfectly equal his handicap for the nine laps, even after spinning on his first timed lap of the day! The next Super Sprint meeting at Mallala will be held on September 28th and will take a new format. The event will be a Time Attack! For those of you who haven’t competed in one before, the event will still consist of two practice and three competitive sessions of three timed laps. However, the laps are single flying laps with only five cars on the track at a time. For drivers competing in the drivers championship the nine laps will be averaged

against your handicap and points awarded as per normal. You can find further details in this issue of the magazine. We could always use more volunteers to help out at the Mallala Sprint meetings, such as flag marshals, formup area etc. If you can help out please let Norm Goodall or Geoff Crowe know. You will be welcomed with open arms and as a bonus be provided with some lunch money as well. Our new Social Director, James Law, has run his first social event, which was the annual Foggy Dew Run. Thirty plus members and partners braved the early and reasonably cold start to enjoy a great morning run through the Adelaide hills. This year the run finished at one of our magazine advertisers venue, with a fantastic breakfast on the balcony at Longview Winery, Macclesfield. I look forward to seeing you at future club events or the upcoming AGM and encourage you to take full advantage of everything this great club has to offer. Warmest regards

Ray Conley Treasurer and Membership 0419 668 800 treasurer@pcsa.asn.au membership@pcsa.asn.au

Norm Goodall Motorsport Director, Sprints 0429 696 644 sprint@pcsa.asn.au Ray Pryor and Joy O’Connor Social Secretaries. Ray 0409 948 889 Joy 0408 856 486 social@pcsa.asn.au

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

Steve Thiele General committee 0417 866 452 sjthiele@internode.on.net

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

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

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

Here is some information you might find handy: New members April - June 2014

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

Kym Obst, President

WELCOME TO OUR NEW MEMBERS!

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

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

Name Model Year Colour Tony Norman 911 C2 2014 Grey Greg Limbert 997 GT3 2007 Silver Cameron Baldock 911 1986 Red Neville Strange 911 E 1973 White Paul Standingford 924 1977 Red Craig Nagel Boxster S 2012 Black Karl Von Sanden 944 1984 Black Graham Chaplin 911 S 2005 Silver Anna O’Neil 911 1974 Orange Daniel Graziano 911 1984 White Adrian Streather TBA

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

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

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

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

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

April - June 2014

LET US HELP YOU We specialise in

Roofing Re - Roofing Carports Verandahs Roof Top Solar Commercial Roofing Call or email fellow member Andrew Box

8410 1883 or 0418 892 772 andrew.b@characterroofing.com.au

Porsche Club SA Calendar 2014 NOVEMBER

JULY Sunday 6th Sunday 13th Sunday 27th

Supersprint 1 – Mallala Hillclimb 1 – Collingrove Foggy Dew Club Run

AUGUST Friday 8th

Club Dinner

SEPTEMBER Sunday 7th Sunday 14th Friday 26th Sunday 28th

Fathers Day Club Run – Hillclimb AGM Supersprint 2 - Mallala

OCTOBER Monday 6th Thursday 9th/12th Friday 10th Sunday 19th Sunday 26th 8

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

Sunday 2nd Friday 7th Saturday 8th Sunday 23rd Sunday 30th

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

DECEMBER Thursday 25th Friday 26th

Christmas Day Boxing Day

Steve is the Managing Director of Crosby Dalwood. He and his team have been providing accounting, taxation, lending and financial planning services to South Australians for well over 30 years.

Visit our website at Steve Thiele Porsche Owner Motor Sport Enthusiast Chartered Accountant

www.crosbydalwood.com.au or call 08 8362 0466 to see how we can help you

April - June 2014

NEWS

The new Porsche Cayenne

Australian pricing and specifications Porsche Cars Australia (PCA) has finalised local pricing and standard specifications for the five new Cayenne variants due later this year. The initial launch variants are: Cayenne Diesel, Cayenne S, Cayenne S Diesel, Cayenne S E-Hybrid and Cayenne Turbo. The Cayenne Diesel is priced from $104,700 and in addition to standard worldwide specification gains of Bi-Xenon headlights and Tyre Pressure Monitoring (TPM), the local Cayenne Diesel also gets taller 19inch wheels and auto-dimming rear view and side view mirrors as standard. The Cayenne S is priced from $139,900, the Cayenne S E-Hybrid from $139,200 and Cayenne S Diesel from $143,200. Additional standard specification for Australia on all S models includes: 20-inch wheels, metallic paint, electric sunroof, Porsche Dynamic Light System (PDLS) and heated front seats. Furthermore, synergies brought about by the Cayenne S E-Hybrid and Panamera S E-Hybrid now sharing similar hybrid technology has allowed a price reduction of $10,700 for the plug-in Cayenne. The previous Cayenne S Hybrid was not available with plug in charging. The Cayenne Turbo is priced from $230,800 and in addition to the performance hike the local model gains 20-inch RS Spyder wheels

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and integrated wheel arch extensions and LED headlights including Porsche Dynamic Light System (PDLS) as standard. These introductory new Cayenne models go on sale in Australia on November 08th 2014. Note: Accredited journalists can access photographic materials related to the new Porsche Cayenne models from the Porsche press database online at: https://press.au.porsche.com Pricing Model Previous Price New Price Porsche Cayenne Diesel $100,600 $104,700 Porsche Cayenne S $138,500 $139,900 Porsche Cayenne S Diesel $141,800 $143,200 Porsche Cayenne S Hybrid $149,900 $139,200 (S E-Hybrid) Porsche Cayenne Turbo $221,600 $230,800

NEWS

Christophorus now online

“Le Mans - The Race Goes On” on the internet for all Porsche fans

Effective immediately, Porsche AG is publishing the articles from its exclusive company magazine on the Porsche Website. Under the heading “About Porsche” all the articles will be available free of charge for the first time. Articles from the print edition will be released at two-week intervals. The first online articles from the current edition – no. 366 “Le Mans – The Race Goes On” ‒ is all about the legendary 24hour race. Following a break of 16 years Porsche will once again be entering the prototype category this year on June 14. The Porsche magazine Christophorus, named after the patron saint of travelers, is one of the oldest customer publications in the world, successively numbered since 1952. The magazine provides readers with interesting information on its cars and engineering, and also offers exclusive views behind the scenes of the company. The printed edition of Christophorus currently appears five times a year in ten languages with a total circulation of around 470,000.

April - June 2014

Story: Roger Paterson Photos: Perfect Prints â&#x20AC;&#x201C; (perfectprints.com.au)

Roger & Richard Bring it Home

6 - 11 May 2014

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Richard Geue and I decided to give Targa Tassie a go this year. That means doing recce properly. Not just 3 or 4 days. No. If you are really going to give it a genuine go you have to give yourself time to really do recce. So we bought the top level Smoothline notes and gave ourselves a full 9 days to thoroughly check out the 600+ kms of competitive stages. Wet, dry, rough patches, road works, gravel; treacherous bits that get shiny and very slippery in the wet. Blind crests, many with sharp turns immediately afterwards. Changes of surface from grippy to shiny and back again, with some shiny black patches in the middle of corners. Oh yes; this was going to be challenging, and often a bit scary if we were not careful. So 9 full days was just about right, given that we hadn’t done it before, and which is why we hadn’t done it before. The event itself is 7 days: 5 days of competition, plus a day each for scrutineering and briefing, and prologue. Total: two weeks and three weekends. Not easy to commit that much time (and money.) I thought I could be getting too old and slow for this. Could I do it justice? I did a deal with the comptroller to have a go at the full Targa championship round for just two years to finish off my tarmac rallying career. Better make the most of it!

So, finally, having thrown some more money at the car to try to convince it that we were serious, we had safely negotiated prologue and were heading out to stage 1, on day 1. The first two stages have generous base times to allow everyone the opportunity to dial themselves in: car, driver and navigator. Tense. Nervous. Find some speed, but don’t, above all, don’t have an off on day 1. Then we were into it. Full on. Sheffield: 14.6 kms of tight and twisty, then fast roller coaster, then fast and flowing, then scary fast blind crests. Made it. Four more stages, and then Day 1 ended with the mighty 26 kms Mt Roland 8th stage. (Most of the legendary Cethana in reverse). Stage over, we started heading back to base, but what’s that banging noise in the back? Better stop. Couldn’t find the problem. We’d already told Matt, our mechanic, that he could head back. No phone reception, so we couldn’t call him back. Bugger! Just had to press on despite the very disconcerting noise. And then, there he was, round the next corner! Turned out it was the rear shock tower mount locking nut: could have broken had we gone on. Saved! Thanks Matt. Overall, we had had a great first day! Sitting 7th. Wow, there were some very fast cars and drivers with big balls leading the 50 strong Classic field.

Day 2.The east coast. We got going and did quite good times, except not so well on the tightest stage. Not best suited to Porsches after all? The day culminated in the Sideling; another Targa legend. We got stuck into it and really enjoyed it, especially when we later learnt we had won it! (Unbeatable leader Andrew Miedecke’s indecently fast Capri Perana had suffered a front suspension breakage.) We were up to a solid 5th place, and waiting for our Bradbury moment. Day 3: the longest day: 306kms of transport and 149kms of competitive stages, going from Launceston to Strahan via Burnie. Started with Mole Creek with gravelly roadworks, then Cethana in variable damp. I backed out and lost time but not position. The rest of the day was great fun, including one of our old favourites from Rally Tassie days in Hellyer Gorge, and finished with an exhilarating, fast, sweeping, grippy 33kms Rinadeena stage into Strahan. Holding station in 5th, but closing on 4th. Only problem was that the clutch started slipping a bit the day before preventing racing starts. Then no more fast gear changes in case I’m on the gas before the clutch is fully out. We just have to nurse it through, especially the first few gear changes each stage. Two more days. A little light rain was predicted. The tyres were holding up well, so we decided to wait until we knew it was wet to put on the new rears.

April - June 2014

Day 4. Wet. Pouring rain. Had to change rears. Not quick, what with changing spacers as well. Shit. The whole field had passed us by. Would we be too late for the first stage? Fortunately it was 97kms of transport to the start. We passed some service vehicles, and

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then eventually the back markers, and finally jumped the queue when we got there. Whew! No problem. Reece Dam and Pieman stages: grippy with stretches of slippery gravel. We do well. Then came Murchison (Hellyer reverse). It was treacherously slippery in the new wet, with a tell-tale faint rainbow slick across the surface of the road. We found two cars off at the first tight corner. SOS signs out. We had to stop and help. A leading Ferrari (Gambino’s) was over the edge and suspended in some branches. The driver was extricating himself, followed by a loud stream of female invective. They are not hurt (physically at least). We can proceed, but having had to stop, we will be given a derived time, so we have the luxury of taking it ultra-cautiously. We’ll never know,

but maybe we dodged a bullet. (Derived times are based on your results vs the whole field in the previous two stages, which we had nailed. So the time we were later given was a ridiculous 2nd fastest in classic. (We didn’t argue.)Then there was a lunch break, and the first two stages after lunch wreaked havoc on the field. It was carnage, with multiple cars off at some corners, including the then overall leader and past winner Jason White, and even the rainmaster and seven time winner Jim Richards, who just nudged a fence , but broke a radiator. Our recce had taught us the dangerous corners and we came through safely, and then finished the last two stages strongly and overhauled the McClintock in an older RX7 who had been in

4th. What the!? Live times had us sitting 2nd! There were two cars missing from the leading group. Had they lost time? Gone off? Our excitement was to be short-lived. Eventually their times were fixed, but in the case of Barry Faux in an ’85 RX7, not till the next morning. We all thought he had dropped to 5th. Spanner check at the end of the day, and Matt found an oil leak. A solder was starting to split in an oil line. It would get worse, and risk destroying the engine. Good pick up, but we didn’t have a replacement. Shaun Cairns, Porsche guru mechanic supporting several Melbourne cars, came to our rescue. Thanks Shaun! Saved again! So long as the twin plug distributor had been put back on with exactly correct alignment. We’d know the next day if it wasn’t. Day 5. We’d made it this far! But before lunch we had to negotiate four stages; including three big challenges in the form of Strahan (33kms) the 99corners of (greasy when wet) Queenstown (6.5kms) and then the notorious 58km long Arrowsmith. It was still raining. We were up early. I’m not a morning person! But this worked. I had an hour for the caffeine to hit and to get psyched up. I’m ready. We’re off. Go easy to get the clutch warmed up. It’s not warming up. Very slippy up the hill; mid throttle max. Then the stage flowed, and we really got going. In fact we won the stage and demoralised McClintock, whose position we had overtaken the day before, by opening a 58 second gap. By lunch he had accepted that he couldn’t catch us. I didn’t mention the clutch. He did shade us on Arrowsmith, the most variable surface of them all, finishing in rain so heavy that we couldn’t see the sides of the road. The last 6 corners were meant to be flat out 5th gear 10’s, and on the corner before that, the call was “8 right go”! Yeah right! We had to laugh. What a feeling of relief and exhilaration it was to finish that stage after 28 minutes of intense concentration (and our one moment of the rally; a little fish-tail pushing out of a corner in fourth.)

Ullrich, who had been charging hard right through the last day in his immaculate 1963 Jensen, fell off the podium when he spun on Arrowsmith, so we were virtually guaranteed a podium if we could just get to the finish. Meanwhile Faux had actually slipped into the lead on Strahan and by lunch was 1½ minutes clear of fellow South Aussie Craig Haysman in his very fast TR7. Craig had been driving conservatively for a day and a half having built up a substantial lead, and thought he was safe based on the overnight provisional times. On the first stage after lunch we came over an “8 right over sharp crest” to see lurid skid marks skewed across the road, and Craig and his team-mate standing next to their car in the middle of a field. He couldn’t have won the event, but he was leading the Targa Championship, only to DNF, just like last year. I was devastated for him. We later learnt that Matt Close in his Audi TT RS also went off on this stage. He was run off the road while overtaking another car! Rolled 6 times and totalled the car that he developed and built himself, just as he was in position to take the outright win from a GTR that was limping home in a cloud of oil smoke. Some of you may know Matt from his saloon car exploits when he was living here in Adelaide. One more stage: 6.6 kms starting uphill. We were losing big time up hills nursing the clutch, but managed to hang on to the second position we had inherited by just 27 seconds from McClintock, who had, fortunately for us, backed right off. (First was 4 minutes clear. Fourth was 8 minutes further back.) The most gruelling, testing, exhausting 5 days of hard driving, for driver, navigator and car. A

dream come true. The champagne shower was sweet. Targa Tasmania had maintained its reputation as a battle of attrition. Congratulations also to Peter Mayer and John Caldicott who brought their GT3 home intact in a creditable 7th spot in Modern. Just finishing is a winning feeling at Targa! My thoughts then turned to the Championship. We had come 4th in Targa High Country out of Mt Bullerin November, and 9th in Targa Wrest Point south of Hobart in February (after a contentious 5 minute penalty.) It all depended on how they counted the points down the order. We had had to leave and weren’t there for the announcement at the Monday night party, and it wasn’t posted on the website for a few days. Then, there it was. We had won the championship by just 11 points. Whoo-Hoo!! Roll on next year. Can we repeat the dream? Ed: If you would like to see Roger and Richard in action got to ‘www.youtube.com’ punch in “Targa Tasmania 2014 - Porsche 911 Carrera RS PURE SOUND” and enjoy.

April - June 2014

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

Porsche Historics - Mallala

April - June 2014

Story: Peter Mayer Photos: Perfect Prints â&#x20AC;&#x201C; (perfectprints.com.au)

Peter Takes on a Tassie Classic

6 - 11 May 2014

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Targa Tasmania is considered the holy grail of tarmac rallies. It is the longest and most testing tarmac rally in the world these days, made possible by Tamania’s unique combination of low population and fantastic roads. The timber industry and tourism have justified the sealing of many mountainous backroads that provide challenging and varied driving conditions. I had been building my confidence with several Targa Adelaide and Targa High Country rallies and felt I was ready to attempt the big one. So far I had never had a service crew or needed any support for the shorter rallies in Adelaide and Mt Buller. However Tasmania was 6 days with much longer stages, up to 58 km for Mt Arrowsmith. We would need to use two sets of tyres with the abrasive surface of many of the roads, and the soft compound needed for the wet conditions on the west coast.

My co-driver, John Caldicott had plenty of experience in dirt and tarmac rallies as well as supporting a race team in the UK. We loaded my Cayenne with a set of wheels, John’s comprehensive tool kit and two jerry cans. My cycling friend Chris Hart volunteered to drive the Cayenne as our service vehicle during the event. We ordered Back Track pace notes from Lawrie Pitt as we had found him reliable for High Country and he is a local Tasmanian. During reconnaissance we hardly made any changes and just added a few minor notes. We left the trailer in Melbourne and took the two vehicles on the ferry to Devonport as the trailer would not be much use in Tassie, unless we had a prang which was not going to be on our agenda.

We allowed 4 days for recce, staying in Launceston, and would allow an extra day, possibly moving to Devonport and Strahan. We covered all but two small stages near Hobart driving about 3000 km in the four days which made for some long days on the winding roads respecting the speed limits. It is forbidden to use competition cars for recce, so we used the Cayenne Diesel which handled the conditions well. We even took an adventurous short cut over a mountain range between stages on a marked “no through road” but our map showed as passable. We needed the Cayenne’s air suspension for clearance and diff lock for the muddy goat track, but we got through and saved about an hour by not going around the range.

April - June 2014

flag marshals to warn of oil or mud across the road or other recent hazards. Known hazards are notified on a board at the start of each stage but incidents can happen at any time.

Competition starts with a prologue to sort the starting order and a first stage with a very moderate target time, allowing drivers and navigators to get into the zone without pressure to drive at the max. Once the serious stages get underway it almost becomes a blur for the driver. Despite having covered all the stages in recce, it looks quite different at race pace and you need total concentration on the conditions ahead and the navigatorâ&#x20AC;&#x2122;s calls. The most critical leap of faith is approaching crests where the navigator will call the distance to the next turn. Where there are a series of crests, it takes real faith in the navigator to go flat out over a blind crest when he calls 200m to the next turn. I had faith in John, but still found it hard to commit, especially in wet conditions. We all know Mallala intimately and know the breaking points and entry speeds to each corner. However, how many laps did it take for you to get this perfected? The challenge in rally is to learn to judge these factors in new terrain with only one recce pass at road speed a few days earlier. It is natural to be a bit more conservative in rally corners than on a familiar race track, there are no

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Each stage is started with the slowest car first and basically in reverse speed order with the fastest at the back. With 30 second intervals it is quite possible to catch up with slower cars on the longer stages and the Rally Safe computers notify both cars that one is closing on the other. The slower must give way to allow safe passing. The Rally Safe system is fitted on all cars and has a much more important safety function. The stage officials can see the position and speed of each car on the stage in real time, and are notified if a car has stopped. In the case of a crash, they can see the g-force of the impact and the crew can signal whether they are OK. Following cars can see the position and condition of stopped cars on their monitors and a medical team will be sent if the G-force is significant or the crew do not signal OK. The in car warning system is a huge safety advance that was developed in Tasmania and is being adopted internationally. Of the 134 starters in the competition category of the rally only 102 finished. Some withdrew with mechanical faults but many had big crashes often on the wet stages. The good news was that no participants were injured in any of these crashes. Lawrie Pitt also provided navigation notes for service vehicles. It was quite a challenge for Chris to avoid all the closed sections and still get to out rendezvous points at the end of key stages, sometimes to add some fuel, but mainly as a contingency. This was Chrisâ&#x20AC;&#x2122;s first involvement in any motor race event and a big change from his main passion for yachting. However he was always there with a big smile, happy to

see we were keeping on the black stuff. The Porsche lived up to its reputation for reliability and amazing brakes. Perhaps I was too conservative but we did not need to bleed the brakes at all and the Pagid Blue brake pads were only half worn at the end of the rally. We used Dunlop R2 medium tyres on the rear and soft on the front for the first four days. They worked well in both dry and wet conditions and were quick to come on when starting from cold. This is critical in a rally where there can be significant delays before starting a stage and no chance to warm up the tyres. A couple of long stages in dry conditions on the west coast with a very course tarmac surface, designed for wet and icy conditions, totally melted the surface of the tyres and filled them with course gravel. We swapped for a new set of Yokohama AO48 R, again medium rear and soft front. The last two days had a lot of very wet stages and the Yokohamas were as good as the Dunlops with very little sign of wear over the two days. Two stages stand out for me. Oldina, in the north west, 19.43 km of smooth hot pave winding through beautiful tall forest and dry conditions. We averaged just over 120kph on what felt like a quality race surface in the middle of the forest. The other was Mt Arrowsmith heading east after Queenstown in rugged mountains with spectacular scenery, some fast straights and then twisty sections through tight gullies and radically changing grip. Most of the 58.13 km stage was course bitumen while some was very slippery new tar. Added to this was relentless rain for which the west coast is notorious. Given the conditions we were happy to pass three competitors on the stage and averaged 111kph.

We had two minor spins in wet stages, both on oil that had been dropped by a car ahead of us. One was a 90 degree slide stopping near the edge, while the other was a 270 on oily wet surface as we came out of a tight curve. We came to rest against a muddy embankment with our rear wheels off the ground. Luckily some spectators were on hand to help push us back onto the road and we escaped with only a very minor crack in the base of the rear bumper. This cost us a couple of minutes but we considered it a lucky escape.

Roger Paterson and Richard Geue have done our club proud with second place out of 50 starters in Classic Outright. Roger has a very fast and lightweight 74 Carerra RS but it takes an amazing level of driving skills to be able to do his speeds without the modern aids of ABS, and traction controls. The appeal of this event is the camaraderie of all the teams and the wide range of cars and technologies, from vintage collectables to state of the art super cars. The purists will always favour the Classic class of car where driving skills are tested to the limit, but I enjoy being able to drive my GT3 how it was designed to be driven, and enjoy the safety of its modern technology. These is now a new category which should be of interest to all members. Sports Trophy is open to cars with the same requirements as circuit sprints. That is, no roll cage or harness, but a speed limit of 130kph. It means anyone can try a tarmac rally without

spoiling the interior of your car. The alternate has been regularity but in that event the average speed targets often meant a lot of non challenging driving on the faster stages. The speed limit of 130kph is monitored by the rally safe units so nobody can cheat. I can assure you that for most of the stages the 130kph limit will not restrict you through all the windy parts but it means easing off a bit on some of the longer straights. Jim Richards has already entered the Sports Trophy category for next year’s Targa Tas so there will be some serious competition. I hope to see more members show what our Porsches can do in future rallies. Ed: If you would like to see Peter and John in action got to ‘www.youtube.com’ punch in “Targa Tasmania 2014 - Porsche 911 GT3 RS PURE SOUND” and enjoy.

To us the aim was to have fun and stay safe. Keeping focussed and going hard where conditions were good but respecting the terrain in the wet. Despite this, we could not help watching our placings and comparing with those who were close to us. The modern category was dominated by 4WD Nissan GT-Rs and Mitsubishi Evo Xs but we managed 7th out of 19 starters and 1st in class as the first of the 2WD modern cars. Out closest rival in class was Philip Leith and Kim Taylor in a beautiful Aston Martin. We swapped lead several times and thought they had beaten us after our spin. However, on the last day the demister on the Aston Martin failed and they could not see the road coming up the winding hills of Queenstown in pouring rain. This minor fault was enough to give us back the lead.

April - June 2014

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

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Story: Mike Almond Photos: Bob Taylor – (bobteee.webs.com)

The Inside Line with Mike Almond Hi Guys, It is has been a promising second quarter of the Australian Carrera Cup season for the Copyworld Racing Team. This included a ProAm race meeting for round 3 at Phillip Island, as part of the Shannons Nationals circuit - The racing down on the island was wet and cold! We then made the journey up to Townsville for round 4 alongside the V8 Supercars – There was a very welcome change to weather conditions! Round 3 at Phillip Island was a different format than what we see at V8 Supercar events. The regular professional class drivers paired with an Elite class driver outside of the championship, with the regular Elite class drivers pairing with Professional drivers outside of the championship. Instead of our normal 2 x Practice, 1 x Qualifying and 3 x sprint Races over a weekend… we saw 1 x practice session for each driver, 1 x qualifying session for each driver and then 2 x mini -endurance races with a driver change in each.I paired with John Karytinos who competes in the GT3 Cup Challenge Australia and is currently in his second season. John was fast enough to challenge the front of the Elite class regulars in Carrera Cup, this made us a strong competitive team evident in our 5th for the weekend! The event was mostly wet with a few dry patched throughout, so this made it tricky to option the right tyre and keep the car straight Round 4 at Townsville was back to our regular format, which allowed me to have a couple of Practice sessions under my belt before qualifying. This was very welcomed, as I had never competed on the streets of Townsville before and track time was crucial. Leading into the event Ben Foessel agreed for me to codrive with him in his Porsche 997 competing in the GT Championship, which allowed me to familiarise myself with the circuit even more so. This was a great opportunity and we feel it paid off with our speed over the weekend, so a big thanks to the Motor School Porsche of Ben and George Foessel (who stepped aside for the round.) The meeting was dry all weekend and track conditions were steady, other than the extra grip created from the rubber down over the weekend. Carrera Cup Race 1 saw an incident that turned me around, so we had to fight through the field to gain back position. After a review we were handed a penalty, so we started race 2 from 18th position. We made it to 7th in half a lap, so this was a strong race for us. Race 3 we finished 6th position, which we were happy with after we burned up all our tyres fighting through the field in the previous 2 races. This was probably the most comfortable I have felt in the car this year and we think it showed in our lap times and position.

Over to the GT Championship, Ben and I put in a strong performance. We were not the quickest in class, but together we averaged a faster time than our competitors to give us the win over the weekend. We were consistent in our times and made sensible passing moves without taking any risks. GT Championship is a great class to race in, with slower cars and faster cars. There can be 10 seconds a lap between some cars. We were midfield, so not only are we looking out the windscreen, but half way through the race we are looking in the mirrors for faster cars – truly exciting!!! Leading up to a round we are quite busy as a team. Dad (Ross) is always managing sponsors and funds for the team. His experience in motorsport and business gives us the absolute best result we can hope for with preparation, maintenance and costings. Mark Buik, Stuart Martin and Craig Datson are absolutely amazing people and they are just as amazing in the race team! Mark is a driver himself and along with my Dad, they both coach me not only with my driving skills, but my mindset on and off the track. Stuart and I have some great discussions, which always give me confidence. He has a way of explaining things so that I can relate to them. Normally this involves motorcross, as he is aware I used to ride when younger. You should see him ride!!! I try to stay active in the gym and train specifically for what I do. My background as a fitness trainer helps me in the right direction here. I work on reflexes, strength and endurance all the while trying to stay focused. I jump on the race car simulator after a gym session when I am tired to practice focusing under physical stress. If we have been to the circuit before, then I will also review data and my own personal notes to refresh my reference points. Onboard video footage is also very helpful, especially with technology these days where we can overlay data on top! If I am lucky, then I will also have a test day, which is invaluable!

The week of a race meeting we will all pack the truck ready for its journey. We pack 2 x 991 GT3 cup cars, a car to drive around with between hotels and the track, a buggy to scoot around the pits and tow tyres to pitlane (Craig Datson pilots this monster of a road train!) We have 2 x tool boxes and about 10 sets of rims and tyres in the belly lockers. Stuart and Dad will drive the truck to the meetings, so this normally adds 1-2 days either side of the 4 day weekend of the race meeting, so it is very time consuming. Away from my own driving I get involved with some other competitors to offer assistance where necessary. This can range from reviewing their data and video footage, to actually jumping in the car with them as a passenger, or driver to demonstrate. Recently I have been working with Mark Buik and the boys at GT3 Cup Challenge rounds helping where ever I can. Next up we are off to Sydney Motorsport Park for round 5 of the Carrera Cup Championship. I expect a very competitive field at this circuit, so it won’t be an easy task ahead. A big thank you must go out to Toshiba, Riviera, Pilatus, Adelaide Designer Homes, Brighter and Australian Muscle… without them we cannot do what we do. You can stay up to date with activities along the way @ www.facebook. com/michaelalmondracing Thanks and talk soon! Mike

April - June 2014

Story: Phillip Kellett Photos: Bob Taylor – (bobteee.webs.com), Phillip Kellett

Sam Power – Living the Dream

March 2014

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April - June 2014

ongratulatons Norm and Oliver!

Hillclimb Final Results

I had the pleasure of spending some time with Porsche Carrera Cup driver Sam Power at the close of the Clipsal 500 weekend and discovered him to be a very likeable young lad with great focus and attitude, oh, and he can drive too. Sam was a late starter in motorsport and can trace the first seeds of desire back to a trip to the Australian F1 Grand Prix as a twenty year old and at a time when he really wasn’t sure what he wanted to do with his life. “I basically had this Aston Martin go past me at 170kph and I saw that as the coolest thing I had ever seen, and I sort of turned into the six year old that I am. I wondered what it would take to be behind the wheel of that, I mean, what would it take to drive that car, on that track, in front of that crowd and I guess it just snowballed from there.” With both his parents being Doctors, and there being no prior history of motorsport in his family you can imagine the conversation at home when Sam advised them his career choice. “I sat down with them and said, oh by the way, I want to be a racing car driver. They ordered brain scans, CT scans, everything, they thought something was wrong,” he jokingly remembers. Sam then came through the ranks of Improved production, Formula Vee and Formula Ford on his way to Carrera Cup, finishing the 2013 Formula Ford Championship in a very credible third place against some extremely competitive teams and drivers. “It’s an amazing category and the pedigree in that category is incredible,” he says. “The drivers you go up against are exceptionally talented and I think it’s just a case of when you are looking to make a career out of something you have to go where the competition is.” In comparing some of the key functional differences between Formula Ford and Carerra Cup Sam says, “You can change very little on these Carrera Cup cars which is good and bad in terms of it being down to the driver to extract speed out of the car. On the 26

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End game for Sam is a regular drive in the V8 Supercar Championship. While realistic about how difficult this target will be to pull off nothing will stop him from giving everything to realise his desire to drive in our premier championship series. With full support of his mum Liz, his growing list of supporters and a very well regarded racing team in Team BRM I can only see good things for this talented young man. With strong results in the season to date there is no reason why we won’t be seeing a ABOVE: Jonathon Borelli and Jodie Borelli used Gary Dann’s 911 997 Carrera forfocussed their wedding Rymill Park Adelaide. lot more of Sthis youngpictures racer ininthe years to come. This black and white was one of the photographer’s pictures. Photographer: “Photos at your place by Raegan”. BELOW: Rob Black is spotted by Peter Mayer (see reflection) during the ASP Rally.

other hand you lose some of the technical knowledge. For example, in Formula Ford you can adjust so much, you are learning continuously how to adjust it and change things in the car to make it better. There’s still a little bit of that in Carrera Cup but just not as much.” While Formula Ford and Carrera Cup cars are clearly very different Sam has identified one key characteristic that carries across both classes in that they both carry a lot of weight over the back axle, and very little over the front. Aside from this point, and the fact they have a wheel in each corner, there is little to compare between the two. On a lighter note he did admit to missing the ‘natural air-conditioning’ of the Formula Ford. While Bathurst is a very special track for Sam, and most others who had had the experience of racing there, he has a strong bias to the Melbourne Grand Prix track when it comes to favourites. “The Grand Prix for me is very special purely because it’s that full circle kind of scenario where I came there as a spectator wanting to be a part of this sport, wanting to have the opportunity to drive these amazing cars, and especially now going there in a Porsche it’s going to be that full circle effect. That’s very special for me.” Sam recognises that in modern motorsport fitness is a key component, but rather than spending hours in the gym every week he prefers to keep his fitness levels up playing tennis. He would far prefer to run outside rather than on a treadmill and reserves his gym time to when he needs to work on specific areas of fitness. Sam loves his tennis as much as his motorsport and spends much of his spare time on the court.

April - June 2014

Story Phillip Kellett Photos : Bob Taylor – (bobteee.webs.com)

Renee Gracie – Devil Princess March 2014

everything you couldn’t talk to me, couldn’t do anything because I was all hyped up. So one day he just said, ‘Devil Princess’ and it stuck. Now it’s gone from devil princess to princess. It’s even on the back of my helmet now so it’s there for life now I think.”

After being selected to join the ‘Fujitsu Cool Drivers Program’ way back in 2010 and doing her apprenticeship in Karts, Renee Gracie is still pinching herself at her good fortune as a regular in the Australian Carrera Cup Championship. This Brisbane girl is having a ball and keeping the boys honest as the first female driver ever to contest the Porsche Carrera Cup Australia Championship. Renee’s matt black and orange 911 Fujitsu Carrera Cup car looks fantastic and she is aiming to push it further towards the front in her second year of the series. She is very thankful to Fujitsu for putting their faith in her and is determined to do them proud. Unlike many aspiring racers, Renee did not come from a racing background and going from karts to the Carrera Cup series in four years is a dream come true. She has become 28

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a bit of a Porsche tragic now, like many of us, loves the cars and is always happy to talk with Porsche owners about their cars and their experiences. “There is something quite special about the Porsches that I am learning to love, that’s for sure. Every time I see a picture I have to look twice now. I think I am going to be hooked,” She says. Renee carried the title of ‘Devil Princess’ which she says came from her days in carting. “ In go karting I used to have a mechanic and pretty much before every race I used to make sure I put some perfume on, deodorant on and did my hair before I put my helmet on. He used to say I was a princess, but then he used to say that every time I was on the track I was like a devil. “I was always competitive, always aggressive, but good aggressive on the track and when I came off the track after the race with the adrenaline and

In transitioning from karts to the Porsche Renee noticed some big differences. “Obviously going from a go kart with 25 horsepower to an actual car with 450 is quite different. Not speed wise, but just actually the weight of the car and the transferring of that weight and how hard you have to brake the car compared to a go kart. You can brake a go kart with one toe but in a car it’s different. There are things you can take from go karts around race-craft and things like that but everything else I have had to learn from new.” Like many of us, picking optimal braking points is a real art and something Renee is still working through. She has had great

it was a bit special in her eyes. Bathurst is another favourite she says, “I definitely thought it was going to be a lot more daunting than it was. A lot of people were saying, it’s OK if your scared, everyone else is scared, but it’s just a track on the side of a hill. The walls were not any closer than they are here (Adelaide.) Your going just as fast as you are here. I mean, for me Bathurst was nowhere near as daunting as what I thought it would be. Obviously it’s steep and everything else but going down that hill, it’s not scary at all, actually it’s very enjoyable. Once you get it right that track is quite great, the flow and the speed and everything is enjoyable.”

support from the likes of Warren Luff and Shae Davies in this and many other areas of her Porsche racing experience. ”It’s good having data from Luffy and Shae this year because we can actually measure how many metres later they are braking than I am. Of course it is easy to say, brake twenty metres later, but doing that at 200kph, 20 metres goes past pretty quickly. “Another thing in going from a go kart to a Porsche, everything’s faster, the corners are bigger and learning the absolute limit without going past the limit is very difficult. Learning on these street circuits and going past the limit can also be costly so it’s a bit of a fine line, but I guess that’s the name of the game in motor racing.”

Not surprisingly Renee’s most memorable race at the time of interview was here first start at Clipsal in 2013. She recalls the walls felt a lot closer and everything felt a lot faster. She also recalls, ”I remember in the first practice coming around the corner, seeing myself on the big screen and seeing people waving at me

as I was driving past and clapping for me. That was when I thought, oh wow, I am really here.” Renee is proud of her stats for 2013 where she never finished last, was never lapped and never crashed, which has given her a great deal of confidence for the 2014 season. “I wouldn’t be here if I couldn’t tell my lefts and rights and couldn’t accelerate and brake properly so I think I am obviously here for a reason, but my confidence is slowly, slowly building as obviously I have to prove it to myself.” Take it from me, Renee was a joy to interview and showed a great passion for the sport. If you get the opportunity, track her down and wish her all the best. In the future you just might be lining up for her autograph in the V8 Supercar paddock. Go devil princess.

Renee has some great memories from all the tracks she has raced on to date but one of the more memorable for her was Townsville, with its flowing nature, curbs that you could muscle and its sweeping corners and hairpins

April - June 2014

Story Amelia Eime Photos : Amelia Eime, Arctic Media

Dancing On Ice â&#x20AC;&#x201C; Camp 4S January 2014

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Clearly this is not Mallala.

April - June 2014

Spoilt for choice.

Apple, working on the iPhone. He was left in no doubt what we thought of the regular operating system upgrades. Then, there was another guy who owns a gold mine in Mexico. Tim did try and sell them his knowledge of “tomorrow’s” gold prices, which they thought was hilarious, but declined. The gold mine guy was accompanied by his Accountant and Head of Security – a former SAS bloke who managed to teach Stuart how to survive in icy waters. Yes, the hotel had an outside ice bath which they sat in for some time, and no, Lisa, Tim and I did not venture out for this educational experience.

How to make a Porsche dance. When was the last time you did something that was fun, memorable, and lasted for 3 days? No, I’m not talking about the long weekend, member’s only sale at Supercheap Auto. Sure, that’s fun, but then you get your half price tool chest home, and assembling it with the spouse is memorable, but for all the wrong reasons. In January, Tim and I, along with club member’s Stuart and Lisa Elshaw headed North. Far North. For some awesome fun, and to create memories we’ll have for the rest of our lives. The destination was Mécaglisse, a motorsport park north of Montreal, Canada. Where the sun was shining, temperature was -30, and there were a couple dozen new Porsche’s awaiting us. This was Porsche Camp 4S. Where you learn to drift, on ice. Slalom drifts, Scandinavian flick, and drifting in a circle using a constant speed and just the steering wheel to maintain the slide. All skill’s you’ll master at Camp 4S. The first 2 32

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days are divided up into different driving / drifting techniques where you practice and get tips from some fantastic instructors. Our instructor was Frank. Never has my name sounded so dreamy with Frank’s French accent. He was quite easy on the eye too. Day 3 saw a re-cap of the techniques learnt. Then we were left to our own devices to enjoy laps of the training areas all joined together. All 5km’s of it! Starting with some corners to slide through, then longer stretches to build up some speed, downhill and slide to a slalom section. Rally flick through a bowl, slalom, drifting through more corners and a quick squirt through the forest. Then some final circle work before changing drivers and doing it all again. What a way to spend the day. Of course, Camp 4S is not just about the driving. The accommodation was sensational, and the meals fantastic. Plus, we got to meet some quite interesting participants. One guy introduced himself as an IT Manager for

Yep, Camp 4S is an expensive thing to do, and a long way to go, but it is awesome fun and we’ll remember it for the rest of our lives. Plus, believe it or not, the techniques we learned can be applied back home where there is no ice. We hadn’t been home long and it was time for the March club sprints. I was just about to head out for practice when the heaven’s opened up. There was water everywhere, and in a car with no traction control and semi slicks it was like driving on ice. I was approaching the northern hairpin at a slower than normal speed, given the water, but the car wouldn’t turn in. This happened at Camp 4S as well. As crazy as it seemed to me, all you got to do is unwind the lock, and the car goes round the corner. Pretty handy to know really. Tim and I have also both got in to scary slides, due to exploding coolant on a rear wheel, or a wet track. We will both agree that one reason we were able to pull the car up to a stop with no dents is because of the training we have done with Porsche. So, a smallish investment in technique can save plenty in panel beating and parts. What next? Ice Force Finland. Not sure when we’ll get there, but it’s on the ‘bucket list’.

What a stud.

Stuart after getting up close and personal to a snow bank.

Stuart, Lisa, Frank, Amelia & Tim.

Tim contemplating the day ahead.

April - June 2014

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Take precision care where your rubber meets the road

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Story & Photos: Phillip Kellett

27th April 2014

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I decided to go and see what all the fuss was about with the inaugural Celebration of the Motorcar at Carrick Hill in April, and must confess I came away pretty impressed. Gates opened at 10.00am and entry fee was $20.00. The weather on the day was perfect and the venue really suited this style of event. Other than the music, food, wine and the house itself we had a huge range of prestige, exotic and classic cars to take your attention. There were over $20million worth of vehicles on display covering over 100 years of motoring. If you love automotive eye candy, make sure you put this event in your diary for next year. Enough from me, I will let the pictures do the rest of the talking.

April - June 2014

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There's just something about a 930 in red

April - June 2014

Story Roger Paterson Photos : Roger Paterson / Ray Clements

Collingrove Hillclimb 3 â&#x20AC;&#x201C; Down to the wire 25 May 2014

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3. 2. 1... Rob hits the load pedal.

April - June 2014

Collingrove Hillclimb: where reputations are won and lost by hundredths of a second. The Porsche club hillclimb championship was on the line, with Ryan and myself each having won one event and having been runner up in the other. The weather was perfect. A crisp and clear winter day with the sun threatening to break through. It was good to see that the Porsche club had a reasonable turn up with Ryan, the hotshot, Norm the committed stalwart, Adam and Rob back again to keep us honest and push for their new PB’s, and Damien Swart, a new member in his newto-him 996 GT3 (having seen the light and forsaken his GTR.)

The first run was very slippery on the cold track, but as the day warmed a bit, the track actually became quite fast, enough to challenge PB’s and handicaps. After 5 runs, with only the fastest run counting, it was absolutely line ball. Ryan’s handicap time was 36.14 and on run 5 he had improved his PB by 0.02 sec, down to 36.57. That put him just 0.43 sec off his handicap time (101.18%.) Meanwhile, I had done 34.24 and 34.27 in runs 4 and 5, but having lowered my handicap time down to 33.76 last October, that just wasn’t good enough, (101.42%.) Run 6 would be the last run of the day; the last run of the championship year. We had to go

for it. Ryan’s run was ahead of mine, and he really laid it on the line to improve his PB. Alas, it was not to be. The bit of oversteer off “the wall”, which was obligatory if a great time was to be achieved, was fractionally past being catchable, and Ryan slid off, damaging a radiator. But he still held the winning time. Then it was my last run. The time was 34.09, and while still short of my own PB and handicap, it was just enough to pip him at the post, by just 0.07 seconds, being 100.97% of handicap. Well done Ryan for giving it such a red hot go, and well done also to Norm who was a solid third on the day, and in the championship.

Damien Swart brought his 911 out to play.

Ryan and his trusty boxster that has served him so well.

No stopping Norm. 42

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Collingrove Hill Climb Results

Position 1 2 3 4 5 6

Driver Roger Paterson Ryan Reynolds Norm Goodall Rob Harrison Adam Trimmer Damien Swart

Car/Class Number 911-3001-6000 - M 72 Boxter/Cayman - M 22 911- under 3 Ltr- M 70 993 Race - M 14 Carerra 495 911 GT3 256

25-May-14 Hillclimb # 3 Best Time Handicap Percentage 34.09 33.76 100.97 36.57 36.14 101.18 36.16 34.47 104.90 37.15 33.76 110.04 37.80 33.76 111.96 40.25 33.76 119.22

Adam in need of a Navman.

Adam Trimmer set to head off.

Norm Goodall Rob Harrison Ryan Reynolds and Adam Trimmer check the times at Collingrove.

Norm practising the first left hander.

Rob is keen to get into it.

Rogerâ&#x20AC;&#x2122;s rusty nail.

April - June 2014

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

Supersprint 6 - Mallala January 2014

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PCSA Super SUPERSPRINT Sprint Round ROUND 3 #6 8-Jun-14 Place CarNum Driver Car Lap1 99 Darien Herreen 911 SC 1 1.2377 37 Andrew Burgess 944 Turbo 2 1.2495 27 Vic Moore 88 Carerra 3 1.2286 62 Adam Trimmer 1987 Carerra 1.2283 4 46 Ryan Reynolds Boxster 5 1.2457 72 Brett Sunstrom 911 RSR 1.2360 6 74 David Allen 991 Carerra S 7 1.1897 3 Marty Ewer 997 GT3 1.1622 8 11 Andrew Box 944 Turbo 1.2432 9 96 Mark Coupe 928 1.2751 10 2 Roger Paterson 997 GT3 11 1.1594 84 Steve Thiele 997 GT3 1.1857 12 77 Ray Pryor 944 turbo 13 1.2694 26 Phillip Do Cayman S 14 1.2469 6 Jason Palmer 993 RSR Race 1.1849 15 86 Mike Rogers Boxster 1.3341 16 56 Damian Swart 996 GT3 17 1.2164 70 Norm Goodall 911 SC 1.2824 18 58 Rob Harrison 993 race 1.2214 19 53 Kevin Weeks 74 911 RS 20 1.1442 78 Hamish McKendrick 944 Turbo 21 dns 13 Mike Almond 997 GT3 22 dns 85 5 14 40 18 52 64 65 90 87 60

OTHER MARQUES Juris Kuznecovs Rob Black Roger I'Anson Luban Trbovic Cobus Van der Merwe Grant Parkyn Jason Bartsch Karl Hess Ian Crouch Mikhail Kuleshov Nark Rundle

Exige S Atom West West VE Clubsport M3 STI Galant MR2 WRX EVO 8

1.2166 dns 1.0807 1.1587 1.2668 1.2701 1.2486 1.3296 1.2614 1.2401 1.1471

Lap2 1.2214 1.2437 1.2218 1.2296 1.2428 1.2291 1.1814 1.1588 1.2431 1.2690 1.1562 1.1772 1.2712 1.2364 1.1763 1.3289 1.2203 1.2822 1.2162 1.1441

Results Lap3 1.2209 1.2368 1.2196 1.2242 1.2450 1.2289 1.1849 1.1542 1.2366 1.2648 1.1503 1.1886 1.2790 1.2671 1.1818 1.3310 1.2122 1.2472 1.2145 1.1395

Lap4 1.2312 1.2460 1.2383 1.2449 1.2484 1.2347 1.1819 1.1630 1.2598 1.2921 1.1619 1.1888 1.2802 1.3041 1.1780 1.3536 1.2350 1.2500 dnf

Lap5 1.2161 1.2454 1.2421 1.2314 1.2467 1.2316 1.1862 1.1584 1.2471 1.2731 1.1557 1.1854 1.2986 1.2411 1.1700 1.3410 1.2341 1.2476

Lap6 1.2128 1.2456 1.2374 1.2286 1.2425 1.2301 1.1952 1.1646 1.2466 1.2836 1.1680 1.1966 1.2870 1.2388 1.1741 1.3370 1.2312 1.2419

Lap7 1.2171 1.2477 1.2357 1.2158 1.2495 1.2268 1.1885 1.1619 1.2543 1.2689 1.1586 1.1926 1.2693 1.2892 1.1857 1.3366 1.2217 1.2343

Lap8 1.2458 1.2417 1.2314 1.2191 1.2451 1.2289 1.1870 1.1590 1.2436 1.2634 1.1663 1.1986 1.2671 1.2400 1.1748 1.3405 1.2247 1.2472

RED=New Handicap

Lap9 Points 100 1.2232 90 1.2514 82 1.2310 1.2190 74 67 1.2402 1.2269 60 54 1.2103 1.1562 48 1.2465 43 1.2655 38 33 1.1555 1.1918 29 25 1.2731 21 1.2321 18 1.1787 1.3425 14 11 1.2316 1.4305 8 0 0 0 0

1.2282

1.2145

1.2279

1.2355

1.2261

1.2242

1.2214

1.2331

1.0767 1.1380 1.2789 1.2727 1.2422 1.3218 1.2725 1.2280 1.1621

1.2274 1.1399 1.2708 1.2528 1.2382 1.3169 1.2872 1.2240 1.1500

1.0854 1.1425 1.2977 1.2710 1.2327 1.3217 1.2651 1.2848 1.1257

1.0804 1.1288 1.2796 1.2855 1.2339 1.3044 1.2706 1.2777 1.1555

1.2292 1.0802 1.1228 1.1204 1.2700 1.2668 1.2591 1.2507 1.2382 1.2411 1.4260 1.335 1.2742 1.2667 1.2429 1.2667 2.1308 dnf

1.0806 1.1222 1.2739 1.2495 1.2332 1.3056 1.2719 1.2719

1.2372 1.1247 1.2622 1.2420 1.2683 1.2993 1.2833 1.2833

1.2253 #DIV/0! 1.1309 1.1331 1.2741 1.2615 1.2418 1.3289 1.2725 1.2577 1.3119

April - June 2014

Story: Norm Goodall Photos: Roger Paterson

Supersprint ABC’s

8th June 2014

I thought it might be a good time to give members an idea of how a Sprint is organized. This is effectively a 12 step process. For the 8th June event it all begins with the first step: On the 23rd of April the application for the permit, sup regs, medical response and check list is emailed to CAMS for approval - generating a permit to run the event. 2nd step - The approval and invoice for the permit was received on the23rd of May. The invoice was emailed to the treasurer for payment . 3rd Step - The Supplementary regulations and entry schedule was emailed to the web master to be put on the web site and “My booking Manager” request was activated. 4th step - Then Emailed the official documentation to the Stewards and Clerk of the course. 5th step - Members are advised to get entries in and we seek the aid of helpers - nothing much more happens until the entries close on the Tuesday evening. Then the fun begins! 6th step – Sent out 5 emails to entrants to request details not submitted on entry forms (!!!) 7TH step - Emailed details to the Membership secretary to be checked (for financial status etc.) 8th step - Names/ Dorian/ car sent to the timing officials. 9th step - Names/cars/times given to the handicapper for sorting into groups. 10th step - (help action) Thursday! Several of my helpers suddenly couldn’t make it! Call to the web master for an urgent broadcast for helpers, unfortunately he was off jet-setting interstate! After a quick briefing I managed to send out a “broadcast”! I was very pleased with the number of members who answered my plea and volunteered to help. 11th step - Friday, drive to Adelaide and pick up the keys to Mallala Motor sport from Clem Smith. Return home and place the hire Dorian’s on charge. 12th step - Saturday, Print off the Drivers registration, Drivers sign on, scrutineering sheets checked and any new car numbers issued.

Adam Trimmer, Jason Palmer and Rob Black discussing the Ariel Atom, which promptly broke down. 46

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13th step – (of course the most important) get the old trusty number 70 ready! Race Day: Sunday, Depart Strathalbyn at 0500hrs, top up the 911 at Glen Osmond and arrive at Mallala at 0700 hrs. Unlock timing and the documentation office. Unload the car, after putting out the fire extinguishers around the track as the first scrutineer arrives. We are now open for business! Driver training started a little late due to a no show of one of the ambulance medics and luckily Dr Luban Trbovic was able to step into the position. In the meantime Roger Paterson was giving Mike Rogers his tips on some of his unusual but effective lines. At the driver’s briefing everyone was reminded to drive safely, even if there were sheep stations at stake in the Drivers and Sprint Championships! It was good to see several new faces and a couple of old faces who hadn’t been out for a while. Unfortunately several of my volunteers didn’t show up, no phone calls or anything, so it was quick search of the pits to find a flaggie or two. I did suggest at the Drivers briefing that if a driver “supplied” one helper at one sprint per year our problem of finding volunteers would be overcome. All present thought that it was a good idea! We’ll see what happens at the next sprint. In practice Rob Black had battery problems with the Atom and required a push start, so he picked the oldest guy there to push! Thanks Rob, I didn’t really need the exercise. Ultimately it became too much of a problem getting it started so reluctantly the car was put back on the trailer. As I wasn’t expecting to do the sprint report (I forgot to delegate!) I didn’t take any notes during the event so a few drivers may have got away with a few indiscretions. Phillip Do and Mark Coupe both did have a bit of a tank slapper in turn 1. Kevin Weeks required a tow out of the “kitty litter” at turn 5. My gear selector decided to give me a box full of neutrals on several occasions which didn’t help my times. Marty Ewer had Michael Almond drive his GT3 in practice to check the cars set up, it must have worked as Marty set a new PB.

‘Magic’ - Michael Almond did some hot laps in Marty Ewer’s car and is here comparing their data.

Now to the results. What a day, there were twelve PB’s recorded! Congratulation to the podium, Darrien Herreen on the top step, second, Andrew Burgess and third, Vic Moore. Thank you to all the CAMS officials and to the volunteer flaggies who made the day run smoothly. While everyone is packing up and departing there are still things to do. Pick up all the track side fire extinguishers and put the trailer away. Ensure all the hired Dorian’s are returned. Collect the CAMS reports from the Stewards and Clerk of the course. Lock the track and offices up and then load my car on to the trailer and head off to Strathalbyn. Monday it’s a quick trip to Adelaide to drop off the Mallala keys to Clem Smith. Back home scan the reports and email them off to CAMS. By the way who won the Drivers and Sprint Championships? You’ll have to go to the AGM or wait to the next magazine to find out!

What do you get if you combine three 944’s... 2,832. Think about it!

Darrien Herreen from NSW chatting with Jason and Adam.

Vic Moore keeps Val Weeks company while Kevin is stranded at the northern hairpin.

Photos: Keith Chandler

PCSA @ Mallala

8th June 2014

Adam Trimmer thinks he is a Cocker Spaniel.

Mark Coupe on maximum attack.

Marty Ewer makes his way into pit lane in the GT3.

Mike Rogers having a Martini, shaken not stirred.

Phillip Do on the back straight.

Ray Pryor on the hunt for a better time.

Rob Harrison hustling through turn one.

Steve Theile is one of our regulars.

April - June 2014

Story: Geoff Crowe Photos: Wynston Ide

Adelaide Motorsport Festival

12th/13th April 2014

1960 718 RSK The Sporting Car Club deserves plenty of accolades for their foresight in staging the inaugural Adelaide Motorsport Festival. It was loosely based on the UK annual Goodwood Revival event with a planned Hill Climb on the Saturday and a short course ”Clipsal” track Supersprint on Sunday. Around 15 Porsche Club members entered one or both of the events. Unfortunately Saturday’s Hillclimb up Windy Point was cancelled after the first run due to a series of problems. A major accident involving a Photographer saw the track closed while Police and Cams investigated the incident. Sunday was a different story. The weather was perfect and competitors were well organised, finding good areas to ‘pit’ for the day. Organisers had arranged 10 different groups of cars including F1, Historic Touring, Supercars and Historic Racing Cars. It was just a great mixture and bought back many memories from Adelaides F1 days, and for many of us, the good old Mallala Touring car days of the 60’s and 70’s.

back into the circuit. The surface was pretty good with just a bit of dust if you were off line. It felt quite safe with plenty of ‘run-off’ room and a bit of concrete to remind us to behave! I had been around this track a number of times during the ‘Classic Adelaide’ days when we used it for some prologue events and on one occasion it was the last stage of the day. In those days chicanes were put in place to slow us down on the start straight. Luckily these weren’t used for this event which gave us a good run into Senna Chicane.

and others quickly found the right spot for a nice clean run. Amanda drove Greg’s GT2 in the supercar group and was the fastest Porsche on the day with a 50.52. One more lap and I think she would have nailed the Shahin McLaren. In the Porsche group everyone drove well and we all had a PB! You don’t get that too often.

We quickly seeded ourselves for the first sprint. Our group ranged from Greg Keene’s GT2, who was first away, to the stunning 718 RSK of Rene Felkl. Regular Sprinters, Ray Pryor, Norm Goodall, Jason Palmer, myself

The website is still up and the final times and news items on the event can be read. Special thanks to Wynston Ide for the great Porsche photos of the event.

Hopefully the event was a success for SCC as there is no doubt most of us would enter again if the opportunity arose.

Of note, we had two ex Allan Jones F1 cars, the Beatrice Lola and the TAG Williams from the early 80’s in attendance. In addition we had Ricardo Patrese’s Chevron F1 and the company of veteran driver John Bowe driving an ex F1 March. There was plenty more with some fantastic history in evidence. A separate group of 12 cars, ‘Porsche through the Ages’, filled one grid and a few Porsches were scattered through other groups. Our day consisted of 3 sprints in all. The first two would be 4 laps and a final round of 6 laps. The Clipsal track had been shortened with a right turn up Wakefield Road and a right hairpin 48

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Amanda Sparks.

Kristian Downing.

Jason Palmer.

Jed Richards.

Brett Sunstrom.

Geoff Crowe.

Kevin McIntosh.

Norm Goodall.

Ray Pryor.

April - June 2014

Photos: Justin Wagener - (35prime.com.au) / Ray Clements

Mt Alma Hillclimb -2014

5th â&#x20AC;&#x201C; 6th April 2014

Jason Palmer was the leading Porsche driver for the club with a very credible 32nd place in this company.

Adam Trimmer turning it on for the crowd. 50

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Tail down, nose up attitude really tells it all.

Tim Pryzibilla is gaining experience with every outing.

Kevin Mackrell in the ‘Z’ took out the win just ahead of Keven’s hard charging Lamborghini.

Jason using all the road.

Rob Harrison put in some very respectable times.

Kevin Weeks put up a good fight on the Mt.

Vic Moore Launches.

April - June 2014

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A Boat Show All Year Round!

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Story: Phillip Kellett Photos: Phillip Kellett / Bob Taylor – (bobteee.webs.com)

Adrian Streather Workshop - 2

5th – 6th April 2014

After the success of the last workshop by world renowned Porsche expert, Adrian Streather, it was agreed we should give it another crack. So David Wiffen and Peter Young got to work. Plans were drawn up, a venue and date chosen and on Saturday 26th July over thirty Porsche members joined Adrian at Buiks workshop for round two. The boys had arranged for three star cars to be present on the day to use for display and technical review purposes. They included Cameron Baldock’s lovely red 911 Carrera 3.2, David Wiffen’s black 964 and Don Callow’s immaculate black 993. All three cars representing different eras of the 911’s evolution. Adrian led a focussed report on the three cars and covered three key areas of interest. The evolution of electronic fuel control, specific engine differences between the three models and the benefits, or otherwise of chipping. A few key take-aways for me were; -1984 was the last year that the 911 was truly hand made. After this time robots began to come into play. -The 3.2 was the first 911 to receive the basic equivalent of a modern fuel injection system (SC’s had continuous fuel injection.) -While engines are generally considered very reliable the 3.2 can suffer from valve guide wear and consequential engine oil leaks. -All models presented are designed to run on 98 octane fuel and to avoid pinging this should always be the preferred choice. 95 octane is OK in cooler weather, and can be used in these conditions, but will be marginal when temperatures are up. The 3.2 engine in particular is noted for not having knock (pinging) protection in its computer program. -Dual distributors in 964 are connected by a rubber belt that failed early when the car was originally launched due to ozone build up which corroded the belts. A vent was later added so ozone could escape.

-964 engine computer modules adapt to your driving style over a twenty minute time frame. -Plastic air intake manifolds are worth 9hp over steel as they do not pre-heat the incoming air as much. -Australian cars require Australian engine management systems. Standard imported systems will not work here. -When changing oil, two litres will always remain in the crankcase. Allow for this when filling up. -Engine management chips as a rule are not worth the money and make little difference to performance on these cars. Of course there was a mountain more information provided by Adrian over the afternoon and I saw many members with notebooks taking down notes in areas of relevance to themselves. Full credit must be given to Adrian for sharing his knowledge with the broader Porsche community, to Dave and Peter for putting it all together, to Mark Buik for allowing us the use of his facilities, to the members who provided their cars and to all those who turned up on the day. Adrian is happy to run further sessions if the demand is there and is even considering giving you water cooled owners some air time. I would encourage you to take advantage of these sessions and avail yourself of the knowledge and insights of this recognised professional in our field. He has written a great range of books also which are well worth a look. Contact details for Adrian Streather: Email: Writer_Live(author900@live.com) Phone: 08 8285 3412 Mobile: 0404 995 044

April - June 2014

Story by: osh Barnett – www.total911.com

Modifying a Classic - Yes or No

get damaged and so, by replacing them, the car suddenly changes from the one that left the factory all those years ago. But, even with the hypocrisy that can surround the restoration of original Porsche 911s, taking a classic car and modifying is an entirely different ball game, fundamentally changing the character of the 911.

You cannot deny that modified 911s of the classic ilk are enjoying an incredible renaissance at the moment. Yet, as values rise and rise, especially for ‘time warp’ cars preserved in factory specification, is the slippery slope of hot-rodding a moralistic path to take? ‘The market’, the mysterious non-entity that everyone refers to when discussing Porsche 911 values, prizes originality over everything. A basket case 1973 911 Carrera RS will likely fetch more than a tampered-with-yet-immaculate example. The phrase ‘matching-numbers’ is worth its weight in gold however, it is a bizarre concept in reality. Engines can and do blow up, and so replacing them with a similar unit, even if it wasn’t the one the car left Zuffenhausen with, makes perfect sense to me. Autofarm’s 911 ST replica started life as a 911S. But because of this it follows in the traditions of independent racers from the Sixties and Seventies. In many ways, asking for an original classic 911 is like asking for an original racing car. Factory fitted parts wear out, break, or 54

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911Ts are ripe for picking in such a project, especially in the USA where values of these classic base models are not as astronomical as in Europe. With a basic interior and a wheezy 110-130bhp engine (dependent on Series) it’s understandable that some owners would want to improve upon its lowly base. Some classic 911′s are just too historically important to tamper with, such as this 1967 911S. Rarity is definitely a deciding factor. However, whether T, E, or S, classic, preimpact bumpers are becoming hard to find. So, to take one and move it away from factory specification with a bigger engine, or wider wheels, or flared arches, means that one more throwback to a bygone era has been lost. There is also a case for the argument that suggests you cannot improve on the original machinery produced in the Zuffenhausen factory. After all, can you seriously suggest you have more know how and financial clout than the mighty Porsche? Maybe this line of thought is more apt when dealing with the more recent watercooled cars where Porsche continually closes in on mechanical perfection, whereas the older offerings allow more scope for improvement. We certainly

know more about building cars now than people did in the Sixties and Seventies. Singer may take the later 964 platform as their base but their re-imagined offerings are opening up the air-cooled Porsche world to numerous new enthusiasts. So far then, I haven’t drawn many conclusions. I love factory-spec cars. I’m normally a stickler for originality as, if I buy a classic car, I want it so that I can experience from an era that predates my very existence. Therefore, you would assume that modified and hot-rodded 911s are anathema to me. But, that’s where you’re wrong. I may not have the guts to do it myself but I applaud those individuals like Magnus Walker who strive to personalise their classic 911s both aesthetically and mechanically. They are truly creating ‘their’ car (which is exactly what Ferry Porsche did in creating the 911). And they’re attracting a whole new generation of fans to the low-tech, thrill-a-minute experience of classic, air-cooled Porsche 911s. That’s no bad thing, as long as classic 911s continue to exist in order to satisfy the purists (and there seems to be enough division within the ranks to ensure that this is the case).

Story: Phillip Kellett

RUF 935 RSR Wild Child

We firmly established in our last issue that RUF cars are engineering masterpieces but it seems that for some people enough RUF just isn’t enough. Way back in the 1980’s Hal Weibel of RUF Automobile International in Elk Grove Village, Illinois decided to put his own personal stamp on the RUF based car you see here. Hal’s example was given a slant nose front end and a custom made aluminium rear end

that really made it stand out from the crowd. The base car was RUF powered and had the company’s suspension and interior while leather Recaro seats and five point belts kept the driver and passenger held firmly in place for when the urge to push on took over. There was a twist plunge knob between the seats to adjust the turbo boost which was a feature rarely seen on a road car at the time. Generating 279 kilowatts at 6,000rpm and 480 newton metres of torque at 4800 rpm

this lightweight was no slouch. It had an estimated top speed of 280 kph and could do the sprint from 0 to 100 kph in a very respectable 4.60 seconds. Amazingly this one off beast is still kicking around in America but I don’t believe it has seen any road time for quite a while. It may not be everybodies cup of tea but there is no doubting that it makes one heck of a statement.

April - June 2014

Story: Jethro Bovingdon - www.caranddriver.com/features Photos: Charlie Magee

Ruf CTR Yellowbird

rom the November 2013 Issue of Car and Driver Frayed around the edges, its bright-yellow paintwork chipped and crazed and covered in insect corpses, the Porsche is parked among modified 911s from all eras. To many, it would appear to be just another 911 worked over by one of any number of tuners and tinkerers you’ll find all over Germany. But we’d argue that this is the iconic tuned 911. Even at first glance, it looks as exotic as any supercar that came before or after it. And the strangest bit about this story is that this tiny, narrowhipped 911 isn’t actually a Porsche at all. This is the Ruf CTR, one of just 29 made, but you may know it simply as the “Yellowbird.” 56

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For those who think Sesame Street when they hear the name, here’s a brief synopsis: In 1974, Alois Ruf took over his father’s enterprise, Ruf Auto, a successful busmanufacturing firm. But young Alois was more interested in sports cars, specifically the 911. By 1977, Ruf had built a reputation for adding power to the then-new 930 Turbo. Since Porsche offered Turbos with only a four-speed transmission, Ruf built its own five-speed gearbox in 1981. The same year, German law recognized Ruf as more than just a Porsche tuner; the company was redesignated a manufacturer. What made Ruf a star was its participation in Road & Track’s top-speed shootout in

1987. Ruf brought its new model, the CTR (Group C Turbo Ruf), to Volkswagen’s test track at Ehra-Lessien, Germany. There, a rather ordinary-looking 911 (except for its yellow paint) murdered all comers by topping 211 mph. Photographer John Lamm, now a member of our staff, was on-site and christened the car “Yellowbird.” On its way to that outrageous top speed, the CTR recorded zero-to-100 mph in 7.3 seconds. Today, the unassuming (well, except for the fact that it’s yellow) 911 with its 3.2 ¬Carrera shell—narrowed, shorn of rain gutters, and fitted with a single 935-style side mirror, all for aero—is warmed up and the key sits waiting in the ignition. NACA

ducts cut into the fiberglass rear fenders feed the 3.4-liter twin-turbocharged flatsix, and a subtly wider Turbo-style tea-tray spoiler adds high-speed stability. This is the very car that did 211-plus mph and starred in ¬Faszination, a video Ruf made in the late ’80s of the CTR sliding around the Nürburgring. It’s the Debbie Does Dallas of car videos— groundbreaking, enthralling, and influential. Inside, it’s old-school 911 with a strippedback RS-style twist. Like all air-cooled 911s, it feels narrow and upright, and the floor-hinged pedals are a little awkward. It sounds fairly ordinary when it fires up. There’s a busyness to the sound, but no hint that 469 horsepower and 408 pound-feet

are hanging out behind the rear wheels. Ruf claims that it weighs just 2579 pounds, which would give the CTR a better power-toweight ratio than the 2014 911 Turbo S. Off boost, the CTR is as easy to drive as any 3.2 Carrera, but it feels lighter and more nimble, and the chassis is much more solid thanks to the roll cage. The five-speed has long throws and requires deliberation and practice. But as with manual steering, there’s something special and ¬nostalgic about a dogleg ’box. Fidgety steering and the noise of the KKK turbos gathering force and then dying away put you in tune with the machinery, but nothing prepares you for the big hit.

The turbos arrive with all the subtlety of an IED and send the Yellowbird hurtling with frightening force. When the rear suspension squats during hard acceleration, you’re suddenly looking skyward. Incredibly, the rear tires manage to cope with the aggression, and you get the feeling that the 469-hp claim might be modest; insiders admit that 550 horsepower might be more accurate. Suffice it to say, it’s quite easy to get it sideways under power. Alois Ruf wanted to create something with prototype-racer levels of perform¬ance, but in an understated, usable package. He nailed it.

April - June 2014

Story: Ray Pryor Photos: Phillip Kellett

Hindmarsh Island Run

18th May 2014

The Gods must know, and approve, of our Sunday morning runs for yet again the weather was perfect for our trip to Hindmarsh Island. By 10:30am we had a gathering of 22 cars, all bright and shiny and ready for a wander through the Hills on our way to Rankin’s Landing restaurant on the Isle for lunch. After a pleasant drive we arrived at Strathalbyn for a ladies break, picking up Kym Sullivan along the way. We then discovered that some of our party had taken a wrong turn (and sheep will follow the leader) and arrived some 15 minutes after the main group. After the flock had gathered we then departed ‘Strath’ and headed for Goolwa and Hindmarsh Island. The remainder of the run was uneventful.

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The restaurant was suitably prepared for this on-rush of car enthusiasts and soon everyone was seated and ordering their lunch. Quick look around and one could see that the gathering was a success with much conversation and laughter, story swapping and people moving around. Food was excellent as testified by the empty plates with impeccable service. Worth another trip we think. Again a very pleasant day, good break from the weekend chores, spending quality time with friends. Don’t miss the next one.

April - June 2014

Story: Ray Pryor Photos: Ray Pryor, Phillip Kellett

Broadway Hotel Dinner

11th April 2014

Dinner at the Broadway Hotel is always a pleasant experience and so it was for Porsche Club members attending our April Club Dinner. Thirty members gathered to cast an eye over the menu and select from the salad bar. After the disappointment of the Show ‘N’ Shine dining experience last month Joy was determined this was not to be a repeat. Mark, our host, put on extra staff and the level of service shined. Along with the usual mob, new members Craig and Lynn Nagel and Natalie and Phil Larkin were made welcome. Seeing Vicky Rooke on the night was also a pleasant surprise. She looked like she totally enjoyed catching up with old friends along with San Macmahon and Jane Sheahan. It was good to see the girls getting out. Food, as we have come to expect, was of a high standard with a good variety of choices. The Kellett’s brought along their well-behaved grandchild, certainly didn’t get that from Grandpa (and it must be said he is a fair bit cuter too. Ed.) As usual, after the meal people gathered in various groups and had a good old chat. It was great to see so many of our members get together over a meal and socialize, enjoying the food and company. It seems by the end of the night cars weren’t the only common bond, with friendships developed over the years taking precedent on the night.

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April - June 2014

Story: Hilton Holloway – (www.autocar.co.uk)

New Porsche 988 Update

of the 918 hypercar about its styling and in detailing such as the headlights. Expect a long rear deck, too, because of the mid-mounted flat eight engine. The recent engine failures that stopped production of the new 3.8-litre 911 GT3 are being seen by some in the company as proof that the flat six has reached the end of its natural life in terms of increasing its cubic capacity. Porsche is working on a new four-strong family of cars. The planned line-up includes a fourcylinder turbocharged version of the Boxster as well as a new eight-cylinder supercar which will look to challenge the Ferrari 458. The as yet unnamed flagship model – thought to be carrying the development tag ‘988’ – finally addresses the long-held concern of many Porsche engineers: that the company cannot adequately compete with eight-cylinder Ferraris with the classic six-cylinder engine used by the 911. There’s no clear news on the shape of the 988, although it will have strong shades 62

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Some years ago, Porsche engineers told Autocar that the “theoretical limit” for a  flat six engine was “around  4.2 litres… after that, the weight of some internal components gets too great  [for ideal balance]”. Switching to a flat eight layout – expected to be sized at about 4.0 litres – will give Porsche the headroom to extract plenty of extra power for its flagship model, should it wish to, with various strengths of turbocharging. It’s thought that the prototype engine is being tested with four turbos to push the output towards 600bhp – more than the 562bhp of today’s Ferrari 458 Italia, with

more torque (likely to be above 400lb ft) available much lower down the rev range. As Porsche pushes towards a medium-term sales target of 200,000 cars per year, the firm has also laid plans for a new architecture that will be used as the basis for all of  its upcoming sports cars – mid-engined and rear-engined – and could also underpin  the next-generation Lamborghini Aventador. Porsche is also developing a brand-new family of turbocharged and normally aspirated boxer engines,  which will come in four, six and eight-cylinder formats. The new engine family will generate much higher power densities and feature some innovative fuel-saving tech. Sources indicate that the new architecture will come with the option of both mechanical

Spyder anyone.

Artists impression of new Porsche 988.

For example, the front suspension and steering assembly are likely to come in different versions. There will be one for the lower-powered Boxster, Cayman and 911 models. There will also be a mechanical all-wheel-drive version and one with electric drive to the front wheels.

and combined hybrid/electric all-wheel drive, the latter using an electrically driven front axle similar to that of the 918 Spyder. Porsche’s eight-cylinder supercar is expected to go on sale in 2017, closely followed by replacements for the Boxster, Cayman and 911. The entry-level Boxster and Cayman are expected to have a 2.0-litre turbocharged flat four good for about 280bhp, with hotter versions set to have up to 350bhp.

The modular engineering principle has also been applied to the design of the chassis’ front end, so it will accommodate upgraded spring and dampers systems and a wider range of brake  set-ups, depending on which model is being underpinned. The same goes for the new structure. Porsche is thought to be switching to a construction technique that uses aerospace

bonding, riveting and welding to enable the basic sports car architecture to be upgraded with lightweight materials. Just as the Lamborghini Huracán uses a carbonfibre rear bulkhead and centre tunnel within an aluminium structure, Porsche’s new architecture is expected to be upgraded with aluminium and composite structural elements for the 988. As for the number of body styles, the architecture is remarkably flexible. Aside from different engine locations and sizes, it is also ‘package protected’ for fixedhead, cabriolet and targa styles.

By 2019, Porsche should have moved its entire sports car family to the new architecture and next-gen engines. But the structure and components underpinning the new sports car models cannot be strictly called a platform. That’s because of the wide variation of requirements for a family of cars that will stretch from a 280bhp four-cylinder entry-level model to a new range-topping model with about 600bhp. The front-end architecture and crash structure and the central passenger cell will be mostly the same on all the new models. But there will be considerable room for specification differences. Porsche 988 with flat V8 power.

April - June 2014

Story: Norm Goodall Photos: Bob Taylor – (bobteee.webs.com)

Time Attack Sprints

8th June 2014 Why?

• One of the hardest things about organising a sprint is getting enough volunteers to man the flag points etc, (for time attack we only need two volunteers , not five!) • Several members have said they are (?) bored with the current format! Personally I’ll only be bored when I keep doing PB’s at every event! (how is your driving skill?) What is a Time Attack Sprint? It’s very similar to the Super Sprint that everyone is used to except; • Instead of three flying timed laps in each session, there are three “Single” timed laps. • Cars will still be in groups of ten with similar lap times, and there will be two practise sessions and three timed sessions. How does it run?

• They then proceed around the track at 80 percent to cross the start line for their flying lap. • As car number five passes the pit exit the next cars are released at the ten second intervals. • Meanwhile the first car from the first group crosses the Start/Finish and pulls immediately into the Pit lane and is followed by the other four cars.

For all Porsche cars • Their nine laps will be averaged against their handicap (as per a Super Sprint.) • Points are awarded accordingly. • Additionally there is also a bonus of five points for a new PB!

• As car number ten passes the pit exit, car number one is released again followed by the others at the ten second intervals. • After three “timed” laps the group exits Pit Lane and the next group commences their session. Results? • Porsches ONLY – (others will get recorded times only.)

• The first five cars in the group will be released from pit lane/exit at ten second intervals.

The first Time Attack Sprint is on the 28th September 2014, So we hope I see you there!

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PCSA Roll of Honour ROLL OF

Hillclimb Champion Hillclimb Champion

Past Presidents Past Presidents

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

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

Sprint Champion Sprint Champion 2004/05 J. Palmer

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

Club Driving Champion Club Driving Champion

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

HONOUR

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

Lady Competitor theYear Lady Competitor ofof the Year

1990/91 S. Gentile 1990/91 S. Gentile 1991/92 P. Klaveniek 1991/92 P. Klaveniek 1992/93 J. Nicholls 1992/93 J. Nicholls 1993/94 L. Scammell 1993/94 L. Scammell 1994/95 L. Scammell 1994/95 L. Scammell 1995/96 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks 1996/97 A. Sparks 1998 to 2004 Not 1998 to 2004 Notawarded awarded 2004/05 M. Ruediger 2004/05 M. Ruediger 2005/06 M. Ruediger 2005/06 M. Ruediger 2006/07 A. Sparks 2006/07 A. Sparks 2007/08 A. Sparks 2007/08 A. Sparks 2008/09 A. Eime 2008/09 A. Eime 2009/10 A. Eime 2009/10 A. Eime 2010/11 A. Eime 2010/11 A. Eime 2011-2013 Not awarded

Club Person of the Year 1987/88 T. Nicholls Club Person of the Year

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

Honorary Life Members

Trevor John

Kaz Herbst

Wayne Obst

Stuart Elshaw

David Gilbert

April - June 2014

The last word

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

This is the Porsche 911 Carrera S “Martini Racing Edition”. Available colors are limited to either white or black and there will only be 80 made worldwide. The familiar Martini stripes won’t be the only extra visuals on this very limited release. The 911 S also comes with a sportier front apron with spoiler lip and a fixed rear wing, both borrowed from the Aerokit Cup. Buyers will also get exclusive stainless-steel door sills with red-illuminated badging, black or white dashboard accents, a “Martini Racing Edition” badge, and a sports steering wheel. Customers will also benefit from the standard fitment of the Sport Chrono package and Porsche Communication Management (PCM) with navigation module. Furthermore, the Martini-liveried 911 S is also fitted

Now I know filling up with petrol is a drag but just be thankful you don’t have to do it Rob Harrington style. This would get old, real quick. Many of us would need to improve our flexibility and perhaps even lose a few 66

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

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

with a Bose sound system, a black gauge dial for the tachometer and full-electric sports seats wrapped in black leather. Sounds great but unfortunately none of the 80 units scheduled for production will make it to Australia, the United States or even Germany. Only select markets in Europe, China, Japan, and Latin America are set to receive the special-edition model. Sorry. All is not lost though as I’m sure Mike at Cutler brands would be able to whip something up for you if you would like the Martini effect on your car.

kilos if we had to do this on a regular basis. Not to mention the looks we would get at the servo! Fortunately Rob is up to the challenge being all fit and fantastic as he is.

April - June 2014

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