Single Fins & Air Cooled Engines
From the Editor:
As our summer break winds down and we’re getting ready for Laguna Seca, enjoy clicking through our recap of the past few months. Read about the film Scott Matz created about his dad, Don, and click on the hyperlink to view it. Steve Eisler put together some great Time Trial data and Dr. Dyno has some insightful advice to keep you on track. Darrell Troester recounts his return to Willow Springs. Do you remember your first love? What about your first car? In a reprint, several members recall that very special relationship. We also take a brief look at the cover page of our November 1955 Newsletter and the T-shirt from our 2009 Laguna Seca event. Don’t forget to check out the latest SIM results. Luis Vivar’s photography and Don Matz’s graphic design enhance Velocity once again. Enjoy the ride! Questions? Comments? Suggestions? POCVelocityEditor@gmail.com
VELOCITY Staff
Editor
Andrew Weyman
Art Director
Don Matz
Contributing Writers
Andrew Weyman
Steve Eisler
Darrell Troester
Scott Matz
Don Matz
Contributing Photographers
Luis Vivar
Don Matz
POC Board of Directors
John Momeyer President
Karen Robinson Secretary
Jim Salzer Treasurer / PDS Chairman
Joe Wiederholt Member at Large
Dwain Dement Chief Driving Instructor
Eben Benade VP Motorsports, TT Director
Steve Town Sponsorship
Cover Image: Luis Vivar / Don Matz
Porsche Owners Club 2025 Event Schedule
Jan
Jan
Feb 8-9
Mar 8-9
Apr 5-6
May 17-18
Aug 22-24
Oct 11-12
Willow Springs Int’l Raceway
Buttonwillow Raceway (CCW) Classic Track
Buttonwillow
Willow Springs Int’l Raceway
WeatherTech Raceway Laguna Seca
Buttonwillow Raceway (CW) Classic Track
Nov 8-9 Chuckwalla Valley Raceway CCW
Dec 13-14
Willow Springs Int’l Raceway
CIRCUIT BREAKERS
Photo: Luis Vivar
The gang at WR Teknica ...our latest sponsor
CIRCUIT BREAKERS
Photos: Luis Vivar
CIRCUIT BREAKERS The
Photo: Luis Vivar
CIRCUIT BREAKERS
CIRCUIT BREAKERS The
Photos: Luis Vivar
POC Goes Livestream
WILLOW WILLOW
Photo: Luis Vivar
SPRINGS SPRINGS
5/25
POC Goes Livestream
Nigel Maidment exhibited great car control after going off at turn 9 in the final lap after leading in the Orange Race on Sunday.
Photos: Luis Vivar
Photos: Luis Vivar
POC Racers Clinic
Photo: Luis Vivar
Photo: Luis Vivar
TIME TRIAL
Photo: Luis Vivar
My FirstCar
ANDREW WEYMAN
I heard about a feature that was run in The New York Times about readers’ first cars. I’ve always looked back on mine with lotsa love so I thought I’d ask some POC members about their first cars. Here’s some of what they told me…
Me: My first car was a seriously used white 1963 Rambler American Classic 440 I bought from my brother for $100. He bought it two years earlier from our Uncle Harry who bought it new in ’63. MSRP was $2,090. It was Motor Trend’s Car of the Year.
Getting it to start in the morning took super-human knowledge and engineering trickery. I tucked it in at night by opening the front hood and covering the motor with a blanket for warmth. I’d spread a shower curtain on top of the closed hood, held down with bricks I ‘borrowed’ from the construction site around the corner, to help prevent moisture from collecting on the wiring harness and under the distributor cap. If I didn’t perform my nightly ritual, the car would sit there and mock me.
I painted its bounty of body rust with a spray can of Red Devil enamel. The car looked like it had a contagious skin disease hydrocortisone couldn’t cure. The FlashO-Matic 3-speed transmission had given up its reverse gear so parallel parking was always challenging. I had to open the driver’s door, stick my leg out, and push my left foot forward to go backward. The window cranks constantly fell off, but the back of the front bench seat folded flat to the rear bench seat forming a very comfy queen size bed. Details about how I was able to make use of it are available upon request.
I loved that car.
Sandy Isaac: I bought my first car, a 1970 Toyota Corona in faded Mucous Green, for $200. It consistently transported me and three friends from the Palisades up Pacific Coast Highway to Ventura County Line with four surfboards strapped to the roof even with its cracked block, running on three cylinders. One night as a prank, friends filled my hubcaps with rocks which made driving to school the next morning sound like I was piloting a popcorn popper. On a date once, the shift knob broke off in my hand. I replaced it with a ball of masking tape. It never stranded me once. It jump-started my father’s Maserati Ghibli Spyder numerous times. I sold it 4 years later for $200 and hated to see it drive away.
Herb Cunitz: My fist car was a 1969 black VW Beetle that I repainted black and gold and added “Herbie” graphics. The exhaust and heater fused together somehow, and I often had to deal with asphyxiated passengers. I bought it for $600 and sold it for $2,000. I took that money and bought an MGB.
John Momeyer: If my memory serves me correctly, I was fourteen and-a-half and spent $500 of my own money to buy a 1972 Plymouth Duster with a slant six engine. I worked on that car in my backyard for the next year and-ahalf before I had my license and could drive it. I replaced the carpet and seat covers and spent hours beautifying the engine compartment. I remember sitting on the wheel well with my feet hanging down next to the side of the engine. There was so much space under the hood. I don’t think I
drove it for six months when the transmission gave out. It was a $1,500 repair job that my dad was not too happy to pay for after spending only $500 on the car. There were always different makes and models around the house that we drove or sold, since my dad would buy cars at auto auctions. My last car in high school that stuck with me for years was a Datsun 280Z. I owned a few different 280Zs until the late ‘90s. That’s when I bought my first Porsche, a blue 1988 944, which I still own and drive today.
Tom Stone: I bought a used 1976 Datsun 620 pickup in 1999 for $900. I drove it on trips through California, Arizona, Nevada and Oregon with my friends. The truck had no mods and boasted a 93hp motor. I traded Dad my Datsun for his pickup. Dad kept the Datsun for years, handed it down to a nephew and it stayed in the family for a long, long time.
Chris MacDuff: I had saved over $3,000 during the summer of ’85, leading up to my 17th birthday. I desperately wanted the ‘68 Camaro (maroon with black rocker panels) that was for sale a few blocks from my parents’ house. Delusions of grandeur filled my head in anticipation of owning it. I dreamt of rolling on to the high school grounds and into the parking lot. I imagined that, in the fall, everyone would be hanging out front. Some kids smoking, others kicking a hackie sack around. I’d drive up and be the coolest kid at school. When I went to look at the Camaro with my dad, he simply said, “No way.” My first car ended up being an ‘84 Rabbit Diesel. How dare he tell me, at 17, how to spend my money! For the record, both the Camaro and the VW were priced at $3,000.
Jim McLaughlin: My first car was a 1968 Oldsmobile 442 with Hooker, Holley and Hurst mods. The car only went in a straight line. It wouldn’t turn and the brakes were, well, not brakes. It was impossible to stop. I owned it during a gas crisis and on a good day I got 4 miles to the gallon, but it looked cool! I did lots of stupid stuff with that car Continued
Joe Wiederholt: My first was a 1973 Super Beetle. I saved for several years and finally got my parents’ permission to buy a car. I had never driven a manual but drove it home from the used car dealer. That was a bit of an adventure. Living in the Midwest, I quickly learned that a rear engine car had good traction in the snow but understeered like crazy. The car was underpowered and probably unsafe but was inexpensive to purchase and operate. You could fix anything with a wrench, pliers, wire and tape. I rebuilt the motor and put in a big bore kit, a hot cam, “Blue” coil and a Holley carburetor. Finally, I could go up hills without downshifting. I eventually sold the car for more than I paid for it when I got my first “real” job in San Diego. The photo of me with my car was taken after I won my first bicycle race. We had a lot of great adventures traveling together.
John Armstrong: Growing up in San Marino in the 60s, I was deeply envious of several high school classmates who had Volkswagen buses with custom beds in the back and curtains on all the windows for privacy on Friday and Saturday nights with their girlfriends. The curtains also were good for deceiving law enforcement when my friends parked illegally overnight at Newport Beach with their surfboards. The savvy cops would rock their buses violently to flush them out, but my friends would remain motionless until the cops went away frustrated. Those young guys had so much fun. But me? I was not allowed to have a car in high school. My parents told me a car would affect my grades, and I was meant to study. I didn’t get my first car until I was a sophomore in college in Boston. It was circa 1972 when I acquired one of those tiny 60s-era Datsun pickups for $600. It was a
weak, four-cylinder job with a teensy cab, and it had a bench seat. No back seats.
In those days, my roommate and I were intrepid skiers (actually still try to be) and one spring break we took off from Boston and drove straight to Alta, Utah. One of us drove while the other slept and going at top speed of about 65 mph, we covered the 2,364.2 miles in 37 hours. Then we skied for a week and drove back in the same manner to resume our studies. The little Datsun never complained.
As we crossed the plains of Nebraska on I-80 on a bitterly cold night listening to bootleg cassette tapes of the Grateful Dead, my roommate and I pulled over for a half-frozen hitchhiker carrying only a briefcase. With limited space in the cab, we told him he would have to ride in the pickup bed. He agreed, and we passed him a sleeping bag. After about an hour, we heard a loud bang on the rear window. The hitchhiker was gesturing urgently for us to pull over.
We did so. He announced that he would freeze to death in the back and for the love of God, let him sit in the front. So, we all crammed into the front, and while I drove, he opened up his briefcase and we saw what was inside. It was full to the brim with hashish. It turns out he was a dealer trying to get to Cheyenne to make some sales. That changed the complexion of that long night.
We never did fully understand why he was hitchhiking at all in that merciless, windswept blackness. After a while, it didn’t seem to matter.
Steve Town: I bought my first car in 1979. It was a ‘66 VW bug that cost me $300. It had the standard 1285cc 50 hp engine. I drove it from California to Oklahoma. Attempting to make it up inclines in Arizona and California, with my foot to the floor, I managed to hit all of 35-40 mph. What I didn’t realize was, that car was my first ‘Porsche.’ I wish I still had it!
Steve Eisler: In 1965, I bought my first car, a 1963 MG Midget. It came equipped with a 1098 cc engine that produced 56 hp and a top speed of 91 mph. It had a canvas top that attached to the windshield and stretched over a metal frame that was ‘erected’ and fitted into brackets behind the seats. The back of the top attached to snaps on the rear deck. It had plexiglass side curtains that had to be opened to
open the doors, since there were no exterior door handles. Driving the car taught me how to double-clutch, heel and toe down shift, and due to a weak starter, how to pop the clutch to get it started. It also gave me a life-long appreciation for the thrill of driving a sports car.
My parents’ best friends were an older couple, Dick and Bernice, who visited almost every week to talk and play bridge. One evening Bernice asked if she could have a ride in my MG. I was thrilled to show her the difference between a sports car and her husband’s Chrysler 300! Bernice was about 60 and looked just like what you would imagine a person named Bernice would look like. She was short, impeccably dressed, had a chain attached to her glasses, and had her hair done every week in a grey color with a slight purple tint.
The top was down, so my mother loaned her a scarf, even though I doubt the wind could have had any effect on that hairdo. We were having a nice drive until we came to a left turn. There was no traffic, so I approached the corner without braking, flicked the toggle switch on the dashboard to activate the turn signal, rolled on the brake, depressed the clutch to shift to neutral, blipped the throttle, shifted into second, turned in, applied the gas, and flicked the toggle switch off. As I turned-in I heard a gasp from the passenger seat. I doubt that Bernice had ever experienced lateral G-forces in a car before! When we got home, I helped her out of the car, and she graciously thanked me for the ride. She never asked for another one.
Don Matz: On Christmas morning, 1962, my grandmother asked me to change the light bulb in the angel on top of our tree. I stood on a stool and found car keys hanging from the back of the angel. I looked out the window and down the street sat this robin’s egg blue 1953 Ford
with a gigantic red cellophane ribbon on the door. My dad paid 150 bucks for it. Three-on-the-tree for those who remember. I didn’t realize you had to put oil in those things so a few months later I blew the engine... Now I know.
Scott Matz (courtesy of his dad):
Scott’s first car was a ‘72 Toyota long bed hand-me-down. It sat in front of our house for so long cobwebs had formed between the pavement and tires. We removed the huge camper from the bed and Scott had the truck painted white, stem-to-stern. After decking it out with special wheels and a sound system that seemingly included every speaker known to man and an over-sized amplifier, the truck “looked” awesome and redefined “loud.” The windows on our house rattled when he pulled into the driveway. Actually, the sound system pulled so much power that the head lights barely lit. So, I offered to take the car to work with me one day and have a professional car electrician remedy the problem. After I left the electrician, the following day, I was traveling back to work on Imperial Boulevard in Brea when black smoke started coming from under the dashboard. I pulled the car over, turned it off, applied the hand break and sat briefly until the smoke began to get worse. So, I got out of the truck and stood to the side as the interior ignited in flames. I watched the paint on the roof bubble and the rear-view window melt. The door mirrors melted and fell to the ground. As people started gathering on a sidehill to watch, the hand break melted, and Scott’s pride-and-joy began to slowly roll down the hill. Oh yeah, I was parked on a hill facing a busy intersection with an ARCO station on one corner. The truck was picking up speed. I was running after it waving my arms to alert any potential target. Continued
The truck continued to go faster, burning like a comet when it jumped the center divider and was now heading directly into on-coming traffic. It was a nightmare. I envisioned the worst. I knew Scott would be devastated and I would probably spend the rest of my life in prison. Fortunately, no cars were hit but the fireball collided with a lamp post on the opposite side of the street. Flames from the hood spilled onto the embankment and the vegetation caught on fire. As the fire moved up the hill toward an electrical substation, a good samaritan ran over to the truck with an extinguisher. I said, “Forget the truck, get the hill!” Another driver came over and asked what he could do to help. I asked him to call my work to let them know what just happened. As it turned out, he was a priest (I didn’t know that at the time).
One of my coworkers answered the phone. The message went something like this: “Hello, I’m Father Murphy. I’m out here with Don Matz on Imperial Boulevard. His truck exploded in flames, and he won’t be coming to work.” Word spread throughout the department that I was dead, and Father Murphy was administering Last Rites.
An hour later the truck was dumped off at a junkyard in Brea, on Ash Street, of all names. I called Scott and broke the news. It was like a stake through the heart, although he rebounded eventually with another bitch’n ride. When I called work, I heard screaming from my co-workers. “He’s Alive!” Just another day at the office.
And there you have it. Lots of fun memories and not a single person I asked owned a Porsche as their first car. I wonder how many Porsches they own now…
“I’ve always been asked, ‘What is my favorite car?’ and I’ve always said ‘The next one.’”
Carroll Shelby
“A racing car is an animal with a thousand adjustments.”
Mario Andretti
“Straight roads are for fast cars, turns are for fast drivers.”
Colin McRae
“If you’re in control, you’re not going fast enough.”
Parnelli Jones
“The ideal racecar will expire 100 yards past the finish line.”
Stirling Moss
“I am an artist, the track is my canvas and the car is my brush.”
Graham Hill
“Racing is Life, everything before or after is just waiting.”
Steve McQueen
“If your car could travel at the speed of light, would your headlights work?”
Steven Wright
The May event at Willow Springs was an opportunity to return to a track that I had run a fair amount and really enjoyed - two cars ago! The calendar had been conspiring against me and for several years I couldn’t make it to Rosamond. I tow from Utah, so the usual schedule of February, May and December at Willow means that May is the best time to avoid towing in snow. May is hard for me though. It seems like there has been something on the calendar in mid-May every year since I don’t know when. The last time I did make it to Willow Springs was in December of 2012 and it was a snowy tow home for the last 200 miles.
This year, I laid out the POC schedule and scratched off the February Willow event – too risky for the weather – but I did get all the other races on the calendar. The next order of business was to see if I could get some friends to go along with me. I have a two-car trailer and that makes the long tows easier with someone to share the driving. The two events at Buttonwillow I drove solo. Some of the usual suspects had conflicts or their cars were already somewhere south of Salt Lake City. For the race at Willow Springs, I did get a friend, Bob Jones, to come along and share the drive. He was going to pick up some 3.2 Carrera heads for his motor on the way. It was a happy coincidence to be able to share the driving and for him to get the parts he needed.
Next on the agenda was to make sure I understood how the Friday open practice day at Willow runs since I would need the track time with my current car, a GT2 class 997.2 Cup. My experience at Willow Springs, in addition to being a long time ago, was in a 944 Turbo running in R6. Lap times were going to be significantly faster this time. I also needed to prepare and review video. Lucky for me, Bryan Van Noy had great instructional footage to go along with the epic race video that he and Mike Monsalve put on in February.
Bob and I decided that we would do the outbound tow in one day, leaving on Thursday morning at 7:00am. That would get us to the track gate about 7:00pm Thursday night, even with the hour time change gain we would enjoy. Having two drivers to switch back and forth with made a big difference in how tired I was when we arrived at the track. The paddock had some trailers already positioned and I coordinated with Dan Aspesi on where to set up. Bob and I got the car unloaded but didn’t do anything else since the wind was greater than usual, even for Willow! We planned to finish the car prep early Friday morning, so we headed down the road to get dinner and to check in at the hotel. Friday morning came quickly, and we arrived at the paddock to finish our car set up and to get reacquainted with the track. Our other paddock mates arrived too, and we were able to get a couple
Darrell Troester
My Return to Willow Springs
of sessions in and compare notes. I did remember a lot about the circuit and was able to get moving in the right direction. I was not fast, but I did stay on the black stuff. Dan (Aspesi) had a full stable of cars to support for the weekend. We tried to leverage the track time together so that we all could progress faster. Two of the drivers would be in their second Racer’s Clinic and the other driver was feeling his way around a 991.2 Cup. My car was running fine. I was running slow. By the end of the day, I felt confident that I was ready for the race weekend and everything seemed to be working well.
Saturday morning meant a bright and early start. The Driver’s Meeting and practice sessions were smooth. I continued to make progress and the four of us in the GT2 class were all running close lap times. The race was going to be live streamed, and I hoped that we would have a good battle so that the live stream would have a lot of action to focus on. Qualifying was the first test, and the GT2 guys were more spread out than I had hoped. There were about 2.5 seconds between the four of us. I was in third, about 1.5 seconds behind John Heldman and about a second behind Paul Barnes. Roland Schmidt was about a second behind me. It was looking like we might not be as close as I had hoped.
The Saturday race played out better than Qualifying indicated. There was a 991.2 Spec car that was a little slow for the first half of the race. At the start I did get in front of Paul, and the three of us were nose to tail with a fourth car, the 991.2 Spec of Greg Gorski. Greg, I think, was just getting in the groove because by the end of the race he had opened a gap to us and no longer held us up. The GT2 group held steady through 14 of the 15 laps with John leading, I was in second and Paul was in third. Roland gave us a break and was further back. On lap 15 I made a mistake and was in the wrong gear coming out of T2, so Paul got by me. I was not happy about my mistake, but I felt good about how close we ran the entire race. Our finishing order was John, Paul, me, and then Roland. The top three of us were separated by less than 0.70 seconds
at the checkered flag! It was a great race, and my friend Bob said it was the best racing he had ever seen since we were so close for all 15 laps. The live stream announcers didn’t focus on our race within the Red race group even though it provided some great TV viewing!
Sunday came and I was feeling more comfortable with the track. Qualifying was a repeat of Saturday with the spread from top to bottom, a 2.46 second difference. The order was different though. I managed to put a good lap in and qualified first,
John was second, Paul third and Roland fourth. The race start was great and this time Greg in his 991.2 Spec car moved out quickly so that it was just the GT2 cars together. The first few laps we were all tight, but then three of us created a gap to Roland. We ran in the same order for all 15 laps – no room for error. Darrell, John and then Paul. I think we ran all race with about one second separating the three of us! At the end, the difference was only 0.932. I think we did a great job of providing some action for the live stream. I know that my friend Bob said it was the most nerve racking 15 laps he has ever watched. He kept thinking one of us would bobble and the order would change, or a gap would grow, but that just didn’t happen. It was a great race. I can’t remember a more exciting race weekend and being able to run so close for all 15 laps of both races.
I am looking forward to Laguna Seca in August. With more live streaming, my friends in Utah will be able to tune in. There are four of us registered in GT2, so it looks to be shaping up as another opportunity for some great racing. I have a partner for the drive to the track, and he is bringing his Spec Boxster to run with PCA. It’s a longer tow from Salt Lake City to Laguna Seca than it is to Willow Springs. We should be able to do it in about 16 hours. It’ll be a two-day haul for sure and a great feeling when we set up in the paddock!
707
A film by Scott Matz and Thornberg & Forester
Foreword by Scott Matz
I founded NYC-based, design, branding and production agency, Thornberg & Forester, in 2007. Amongst working on shows and campaigns for TV and digital streaming networks, and working directly with Fortune 100 and 500 brands, we had our first opportunity to design and produce a short film in 2013. This would be the beginning of what has led to an area of specialty and new business for our company. That particular client was hedge fund manager and founder of Bridgewater Associates, Ray Dalio. Over the years, Mr. Dalio has engaged Thornberg & Forester to craft all three of his evergreen 30-minute animated films, which live on YouTube.
Around the same time we were negotiating Mr. Dalio’s first film, ‘How the Economic Machine Works by Ray Dalio’, I had an itch to pursue an idea. My dad, Don Matz, had been an avid racer with the POC for many years and I had the good fortune of flying out west a couple times to watch him race. After seeing how familial the people of the club were, and how passionate and competitive each driver was, I wanted to capture what racing meant to my dad. I thought, too, that this could potentially become an original docuseries that would feature individual POC racers – it would be filmed ala ‘a day-in-the-life of’ and focus on one driver per episode – the title of each episode would be the race car number of the featured driver. Perhaps it could unpack further and follow ongoing battles between drivers through each racing season, profiling their unique competition and rise in motorsport.
After T&F’s first five years, my business partner, Justin, moved from NYC to start-up our west coast office in Culver City, CA. Shortly thereafter, we scheduled some time with my dad to interview and film him at his home in Claremont. I flew in and we filmed for two days. I remember being really moved by his responses and what we were able to capture on film. Good news is, upon my return to NY, T&F was very busy on both coasts. Bad news is, we had to put this passion project on indefinite hold until we would find time to bring it back and get it into production.
I want to go through that track smoothly, and quickly, and efficiently, ...and it’s a beautiful thing. It’s a beautiful thing.” “
– Don Matz
Long story short, life happened. I bought out my business partners in 2014 and 2015 and have continued to run the company on the east coast – which has required a great deal of time and dedication over the past decade. However, the itch to produce the film never went away. I resurrected the project earlier this year, assembled a small team, and engaged one of the best editors I’ve had the privilege of hiring and working with on many T&F projects, Hedia Maron. Hedia and I worked closely on putting this short film together. The process brought back the happy and powerful moments I recall from filming so many years ago. It also galvanized how I feel about the POC since I became an active member of the POC family in 2017. I cherish every race weekend with my dad beyond measure.
I plan to submit ‘707’ to a select few film festivals this year (all of which prefer content to be private and unlisted on social channels). Please feel free to comment or share the link with anyone who you think might really enjoy seeing it.
WHAT’S YOUR BEST WILLOW SPRINGS TT TIME?
STEVE EISLER
On May 17th and 18th, 33 Time Trial drivers tested their skill and nerves on the 2.5mile circuit at Willow Springs. Completing a lap of this nine corner course in 1:30.00 converts to an average speed of 100 mph, and many of our drivers in the faster classes do this regularly! It is indeed the ‘Fastest Track in the West.’ Event Results are available on the POC website and show finish times, race position and points scored for each event. With a little work you can see all your results for a specific track or tracks and can compare your results with other selected drivers.
The Record Based Improvement Scores (RBIS) report shows all the same information as the Event Results and includes the best time you have recorded at this track since January 1, 2021. Normally the RBIS report just shows data for the drivers that posted times in the latest event and includes results from the previous two or three events held at this track. Since there were no track events this month, I have expanded the coverage this month to include data on all drivers who have recorded times at Big Willow since January 1, 2023.
If you have not been to Big Willow recently, you can check your Previous best time, see improvements you have made and check the times that others in your class are recording. If you are a new POC member, check out the active Time Trial drivers. If you know any of them, contact them for information on attending your first PDS. Once you arrive at the track you can use the car numbers to find drivers in your class that can answer questions and help you on your journey to become a better driver. The POC also makes certified Motorsports Safety Foundation instructors available to you at no additional cost.
Finally, since we are not racing each other for podium finishes, it is difficult to quantify improvements in our lap times. The RBIS score in bold on the right of the report is a metric designed to do that. It uses the fastest POC time recorded by a car in your class at this track as the standard. If your previous best time is 4.40 seconds slower than the standard that is your ‘room to improve.’ In your next event, if you lower your time by 1.10 seconds or 25% of your room for improvement, your RBIS will be 25 points. If you are a more experienced driver and your room to improve could be only 2.20 seconds. In that case improving 1.10 seconds is a 50% improvement and yields an RBIS score of 50. Check your times and scores and compare them with others in your class. Compare improvement scores with drivers in other classes who started TT racing at the same time as you did and check out who have been the most active drivers in the last three years.
If you have questions or suggestions for improvement, please contact me at seisler@cox.net
Time Trial Record Based Improvement Scores (RBIS)
POC Record Based Improvement Score (RBIS) Created by: S. Eisler
Scores are based on the best time recorded on this track by a driver in any race group..
Time Trial Record Based Improvement Scores (RBIS)
Time Trial Record Based Improvement Scores (RBIS)
Time Trial Record Based Improvement Scores (RBIS)
Time Trial Record Based Improvement Scores (RBIS)
Your RBIS score compares how many seconds you have improved to the number of seconds you could have improved to equal the track record. RBIS Track Records are the fastest time recorded since 2021 for each class in a POC race, Qualifying run, or Time Trial timed run.
· If this is your first day on this track there can be no previous best so that and the next 3 columns are all blank.
· The exception is for drivers who are faster than the record time on their first day. They are given an RBIS score of 100 points plus one point for every sec that they were under the record.
· If the Finish time is slower than the PREVBest, the Improve sec column will be a negative number and the Record diff column will show the difference between the previous best and the record time. The RBIS score will be zero.
· If the Finish time for the day is faster than the PREVBest, the Improve sec will be positive. The Improve sec is divided by the Record diff to get a percentage of improvement. Multiplying that percentage by 100 yields the RBIS score in bold type.
CHARITYEVENT/2009
MAZDALAGUNASECARACEWAY
FRONTPOCKETPOSITION
CENTEREDONBACK
Ask
Dear Dr. Dyno,
My wife is driving me nuts. Lately, whenever I’m behind the wheel and she’s riding shotgun, she’s telling me to “look out” for this or “look out” for that. “Turn here!” “Go straight!” “Watch out!” “Slow down!” “Why’d you pick this parking spot?”
I want to give her a piece of my mind, but I know that won’t be productive. Short of telling her (again) in no uncertain terms that I don’t need her help, what do you suggest I say?
Going Looney in Laguna Beach
Dear Going Looney,
You have two choices. Simply respond, “Yes dear” or “Yes dear.”
Dear Dr. Dyno,
I’m torn. Whenever my husband is behind the wheel and I’m riding shotgun, his driving makes me nervous. He refuses to use the navigation app and always insists he knows a better route. He drives too fast, doesn’t look out for hazards, takes too many chances, and parks in weird spots. I do my best to point these things out to him, but he just doesn’t listen. I love him and want him to be safe but lately he’s been telling me I’m driving him looney.
Loving in Laguna Beach
Dear Loving,
Your anxiety about your husband’s driving habits is just that, your anxiety. If giving him driving tips helps to relieve the stress you’re feeling, keep doing it. You owe it to yourself. Remind him that he’s got to be more careful and slow down. Tell him where to turn and where to park. Eventually, he’ll come around and simply respond, “Yes dear.”
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PORSCHE OWNERS CLUB 1955 Newsletter
In Memoriam JAMES DEAN
1931-1955
“The brave man may live but briefly, but the timid man lives not at all.”
PORSCHE OWNERS
New 911 Cup Car Porsche News
Porsche Launches New Cup Car
07/18/2025
It’s almost time for the new Porsche 911 Cup to make its world debut this summer. The comprehensively optimised one-make cup race car based on the current 992.2 generation of the 911 has already largely completed its development phase. The 911 Cup will be used in the Porsche Mobil 1 Supercup and in selected Carrera Cup series from the start of the 2026 season.
Since 1990, the Porsche 911 has provided the basis for the sports car manufacturer’s one-make cup racing series. What began at the time with the German Porsche Carrera Cup and expanded three years later to include the Porsche Supercup as part of selected Formula 1 Grand Prix races has long since
...for launch in the 2026 season
developed into a global success story. In the current season, Carrera Cup competitions are taking place in more than twelve countries around the world: from Japan and Asia to Australia and the Middle East, from North and South America to Europe. In addition, there are 23 Porsche-sanctioned Sprint and Endurance Challenges and Trophies, which also use the 911 GT3 Cup for their races. This is also reflected in the production figures: with 5,381 units now built, the 911-based one-make cup cars are among the most produced racing cars in the world.
Interesting fact: The Cup cars are produced side by side with 911 series models at the main plant in Stuttgart-Zuffenhausen. The current model, which debuted in the 2021 season, alone has been produced 1,130 times. The production of a Porsche 911 GT3 Cup of the 992.1 generation took just under eight hours.
SIMRACING SIMRACING
2025 Season Results
June 30 Redbull Ring
July 14 Nurburgring
July 28 SPA
Aug 11 Auo Club
Aug 25 Laguna Seca
Sept 08 Virginia
Sept 22 Mount Panorama
Oct 06 Interlagos
Oct 20 COTA
Nov 03 Belle Isle
Nov 17 Silverstone
Dec 01 Mugello
Dec 15 Willow Springs
1st Dyla Scott 1st Kristopher Marciniak 2nd BJ Fulton 2nd John Momeyer
3rd Michael Bolton 3rd Adam Abrahms
1st Michael Johnson 1st Matt Steele
2nd Ezra Kelderman 2nd Mark Rondeau 3rd BJ Fulton 3rd Frederico del toro
1st Michael Bolton 1st Kristopher Marciniak 2nd BJ Fulton 2nd Larr y Haase
3rd Thomas Isabel 3rd John Momeyer 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd 1st 1st 2nd 2nd 3rd 3rd CLICK HERE for YouTube SIM RACES All club members with track experience or online sim racing experience are invited to participate – however, you will need an iRacing Membership and a simulator.
Redbull Ring Nurburgring
SIMRACING
Now you can order your favorite POC garments and other specialty items “Online” simply by clicking on any one of the above photos!
Laguna Seca August 22-24, 2025
After a long hiatus, we’re finally heading back to this iconic track outside of Monterey. This will be a very popular event...be sure to get your reservation in soon! Register Today!
Photo by Robert Stark