It’s time to catch up with the latest action at Willow Springs and more. This issue covers Cup Racing, Time Trials, and the Racer’s Clinic. Learn about the miracle of tires. Dr. Dyno is back. The latest from Porsche. Check out the interview with Chris MacDuff and Aspasia Zouras that offers insight into what makes this power couple tick. Steve Town fills us in about one of our newest sponsors and YouTube livestreaming. And don’t miss looking back at what the POC was like in 1955. We’re approaching our summer break before we meet the challenges of WeatherTech Raceway Laguna Seca where Porsche has been named “Official Car.” It’s gonna be a blast. SIM race until then and I’ll see ya at the track! Questions? Comments? Suggestions? POCVelocityEditor@gmail.com
Andrew Weyman
Porsche going for 20th at Le Mans
VELOCITY Staff
Editor
Andrew Weyman
Art Director
Don Matz
Contributing Writers
Andrew Weyman
Steve Eisler
David Fabi
Paul Wren
Steve Town
Moze Cowper
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 Raceway New Circuit Track
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
WILLOW WILLOW
SPRINGS SPRINGS
5/25
Photo: Luis Vivar
POC Goes Livestream
STEVE TOWN
The POC began a new chapter in our remarkable 70-year history on May 17th and 18th at Willow Springs with the club’s first livestreaming production.
Why have we made the decision to go livestream at this time? Because we want to provide our sponsors, club members, drivers, racers, family members, friends, and people anywhere in the world with an opportunity to see and experience our high level Porsche club racing.
Photo: Luis Vivar
Livestream
During the weekend we had live action and live commentary using 12 fixed cameras on track, and another six in car livestream systems (three cameras per car). All of these cameras captured door to door and bumper to bumper racing, especially in Boxster Spec, Spec 2.7, GT2, GT3, GT5, and 991.2 races. The livestream culminated with the last race on Sunday, giving viewers some icing on the weekend livestream cake. That was the Boxster Spec race last lap and last turn. It was amazing.
There were exciting action moments in every race, including lap one turns one and two, mid-race, and last laps. Check out the GT3 last lap on Saturday, between Brett Gaviglio and Ryder Liu, and the intense action between the top three GT3 cars throughout the weekend. GT5 had a lot of “going through the Boxster Spec field” action. John Momeyer and Vivek Hazari had close battles all weekend in Spec 2.7, right down to the last corner close finish on Sunday’s race. The finish in GT2 on Sunday came down to the last few corners. Darrell Troester, John Heldman and Paul Barnes had a great close race to the end. You can view the Willow livestream anytime on our YouTube channel, @ pocporscheownersclub. Click “live” and you will see the two links to the Saturday and Sunday livestreams. Click the one you want to watch. At the bottom of the livestream, click “Start” and you’ll see the “Chapters” on the right side of the screen. As you can see, non-race sessions do not have commentary but still provide camera coverage from the track corner angles.
Let’s turn the clock back a little and give you some background on how we got here with livestreaming. Over the course of the last two years there were a few production options reviewed by your Board of Directors, and in early April we formally decided to jump into the deep end of the livestreaming pool. We feel that we have arrived at the right combination of a livestream racing production company, in car system streaming products, cell signal technology, costs, expectations, and POC club member expertise.
A few brief discussions at Buttonwillow between Dwain Dement, Kunal Hinduja (Boxster Spec racer, and founder/owner of ARQ cell systems solutions), John Momeyer and I started us down the path of bringing livestreaming to the club. If you were up on the Buttonwillow main building that weekend watching the Red Cup races, you may have noticed two people in the start/finish tower. Normally of course, there’s just one. Kunal was there testing, with iPhone in hand, livestreaming the front straight to a private YouTube test channel for us.
We knew we wanted good turn-by-turn and in-car streaming feeds to a central production source that included the in-car streamers the ability to link to their own channel. Equally as important was that we wanted it to be high quality. While we knew there would be growing pains (and there were), the goal was to provide club members and interested parties with high quality livestream and stay within our budget.
It became clear early on that Drivers Eye Live (DEL) and Candelaria Racing (Sentinel Livestream products) could meet our needs. Drivers Eye Live, and Candelaria were well experienced working with the WRL, SCCA, FARA, and PCA (southeast, northeast). I was familiar with DEL and Sentinel from doing some WRL races, and that’s where we began the project in earnest six weeks before the Willow race weekend. After many phone meetings with our group, an in-person set up day on May 7th at Willow with DEL, driver’s in-car systems set-ups, and DEL and Sentinel reps spending Friday the16th and the morning of the 17th setting up the fixed cameras and in car systems we were ready (ok, we were out of time). Oh, and let’s not forget Dwain Dement providing and installing a large, solid post for DEL’s camera in front of the turn two flag station. That literally could not have happened with anyone else! Thanks Dwain!
While we expected first time challenges in numerous areas. Hey, it was our first effort. Ryan West (DEL Willow production and operations), Dustin (DEL remote production) and Brandon Kaczmarek (DEL owner) created and delivered excellent production values. Some adjustments were made during Saturday and Sunday. You may have seen Ryan around the grid and impound, with
Nigel Maidment exhibited great car control after going off at turn 9 in the final lap after leading in the Orange Race on Sunday.
his improvised cell tower system, along with Luis Vivar. His “office” at Willow was behind our race control, with an array of monitors, communicating with the production lead as well as our two commentators, Jeremy Scott and John Hammer. Jeremy and John did an excellent job with a completely new group of racers, cars, classes, and club.
We knew going in we would be challenged by the Willow cell signal system and good old mother nature with Saturday’s wind gusts. Jake Finnegan from Sentinel worked through the cell signal issues late Saturday night and before the Sunday races, to provide better in-car streaming results on Sunday.
Needless to say, we learned a lot. The upside is that from Saturday to Sunday there was an improved livestream, commentary, on track fixed camera coordination, and in car video control and use. Viewership was double or more than we assumed, and we actually hit the driver-to-viewer ratio that DEL usually sees. Given that we decided to be fairly “quiet” about our first livestream and we worked with a fiveweek time frame, we’re very satisfied with the results and viewership. We hope you are too.
As we close in on our Laguna Seca event, we’ll be working with DEL and Sentinel to review our Willow Springs experience and analyze ways to improve the production. We’ll be marketing the Laguna livestream a lot more than we did for Willow. POC members, racers, future racers, sponsors, and all viewers will enjoy a livestreamed production of which they can be proud. Spread the word!
Please send any comments to me at: sponsor@porscheclub.com and/or John Momeyer at: president@porscheclub.com. We’re early in the game and your input is valued!
Photos: Luis Vivar
An Historic Weekend of Racing
DAVID FABI
The action roared on at the iconic Willow Springs Raceway in a weekend to remember! This event was particularly special as it marked the first-ever livestreamed race by the Porsche Owners Club. As always, we put on an exhilarating show for both trackside fans and our online audience.
Saturday’s racing kicked off under challenging conditions, with high winds adding a layer of unpredictability—especially on the high-speed corners that define this legendary track. But rain, wind, or shine, our racers rise to the challenge. Despite the elements, the racing was clean, safe, and fiercely competitive.
Saturday’s Highlights
Boxster Spec (BSR): Anders Hainer topped the podium in both Saturday races, narrowly edging out Rob Walker each time, with Nigel Maidment consistently finishing third. Walker and Hainer provided excellent battling entertainment!
GT7: Mike Porteous dominated Race 1, pulling away from Glenwood Gum (P2) and Randy Bergum (P3). In Race 2, the order flipped—Bergum took the win, followed by Gum, with Porteous finishing third.
GT5: Phil Town secured victory in Race 1, with Aspasia Zouras and Will Durant rounding out the podium. In Race 2, Carl Vanderschuit claimed the win, Zouras again finished second, and Town took third.
Spec 2.7: John Momeyer bested Vivek Hazari in both races to secure back-to-back wins.
Luis Vivar
Photos:
WILLOW SPRINGS
991.2: Mike Monsalve continued his Verstappen-esque streak, dominating the field with a 12-second win over Duane Selby. Garrit Wesseling claimed P3.
GT2: The closest finish of the weekend saw John Heldman edge out Paul Barnes by just 0.09 seconds, with Darrel Troester only 0.67 seconds off the lead. A thrilling showcase of tight, top tier racing for the livestream audience.
GT3: Brett Gaviglio took the win, followed closely by Ryder Liu and Brad Keegan in an action-packed battle between the top three. Newcomer Evan Gold impressed with a strong P4 finish. Welcome to POC, Evan. What a stellar debut!
Sunday Showdown
Sunday brought calmer weather, allowing for more consistent racing conditions—and more drama on the track.
Boxster Spec (BSR): The Hainer-Walker battle continued, with Hainer narrowly taking the win by just 0.858 seconds after Nigel Maidment, who was leading, decided to test his rally skills in the T9 desert on the last lap. Murray Wunderly made his first podium appearance of the weekend in third.
GT5: Phil Town returned to the top step, followed by Will Durant and Aspasia Zouras.
GT7: Mike Porteous rebounded to claim victory over Randy Bergum and Glenwood Gum.
Spec 2.7: Vivek Hazari turned the tables on Saturday’s results, edging out Momeyer by just 0.456 seconds in a close-fought race.
991.2: Mike Monsalve made it a clean sweep for the weekend, while Selby once again took second. Gregg Gorski joined the podium in third.
GT3: Brad Keegan took the win after pulling off a decisive overtake on Gaviglio in Turns 3 and 4. The racing between these two was absolutely epic! A true spectacle of racecraft at its finest. Evan Gold continued to impress, improving to finish third.
Photos: Luis Vivar
WILLOW SPRINGS
GT2: Darrel Troester took the win on Sunday, finishing less than a second ahead of Heldman and Barnes, who completed another tight podium.
A Monumental Milestone
This weekend wasn’t just about the racing—it was a milestone for the POC. The first-ever livestream was a resounding success, featuring top-notch production, commentary, and video quality. Seeing the onboard footage live brought fans closer to the action than ever before. (See Steve Town’s article for more details)
Looking Ahead
Next up: the legendary Laguna Seca in August, home of the worldrenowned Corkscrew. It’s a long summer break, but the wait will be worth it to compete on such an iconic circuit. Until then—stay safe, stay sharp, and keep the passion alive.
Photos: Luis Vivar
Photos: Luis Vivar
Photos: Luis Vivar
Photos: Luis Vivar
Photos: Luis Vivar
Photos: Luis Vivar
Photo: Luis Vivar
Photos: Luis Vivar
Photos: Luis Vivar
STEVE EISLER
Willow Springs International Raceway was the site of a unique racing opportunity on May 17th and 18th. POC offered Red and Orange Cup races, Time Trials and a Racers Clinic for drivers who wanted to earn their competition license at the 2.5 mile, 9-turn Big Willow track, the “Fastest Track in the West.” On the same weekend the San Diego Region of PCA hosted a Driver’s Education weekend for new drivers and Time Trials on the 1.6 mile 13-turn Streets of Willow track. To complicate matters, a motorcycle racing group had rented Streets on Friday, making Big Willow the only track available for Test and Tune.
Time at Willow
Photos: Luis Vivar
Trial Willow Springs
Time Trial at Willow Springs
Several of us decided to run two events with two clubs on two different tracks! Since I am the PCA Equipment Chairman for San Diego, I need to deliver equipment to our events, and Kathy and I check out helmets, radios, and other equipment. This limits my participation in POC Time Trials. To ensure that I had enough events to qualify for season awards, I decided to Test and Tune on Big Willow on Friday, Time Trial with POC on Saturday and Time Trial on the Streets of Willow both days. I checked the schedules, made a plan and was eager to experience driving on two very different tracks on the same day!
On Friday, I worked on Turn 1, feeling the car and the g-forces during cornering. I was about two seconds slower than my best time. After two driver’s meetings on Saturday morning, I lined up for POC Blue group practice at 9:00 am. I warmed up the tires and recorded a decent time to grid eighth in the timed runs. I left the track early, drove to the Streets, reconfigured my Garmin, and started my groups first practice session at 9:20. Although none of us had been on this track since last year, my work on Friday and my warm-up on the faster Big Willow worked well and I recorded one of the fastest times in my group! Driving two tracks without a break was not as daunting as I expected and was a rewarding experience. At 11:00am I was back at Big Willow for the first Point by Passing timed run. There was a total of 27 TT drivers on Saturday, led by Will Wattanawongkiri who broke his own GT3 record by 0.203 seconds
Time Trial at Willow Springs
with a time of 1:22.389. Will was followed closely by Bruce Blockus in the Prototype class, 1:22.957, and Gerrit Wesseling in class Spec991.2 whose fastest time was 1:23.082. The tenth fastest driver of the day was Osei Appiagyei who set a new Stock 3 Time Trial record with a time of 1:32.619, almost 2 seconds faster than the existing record. As usual, we enjoyed a wonderful steak dinner at Martina and Dwain’s on Saturday night. Making new friends and chatting with old friends and competitors is one of the best features of POC membership. Adding Aspasia’s special awards and a great POC 70th birthday cake topped off an exciting day.
17 drivers recorded official times on Sunday, most of them showing improvement from the previous day. Bruce Blockus had the TTOD and was more than two seconds faster than his Saturday time. Gerrit Wesseling was second, just a few ticks slower than Saturday and Marty Mehterian, who did not run on Saturday, was third with a time of 1:24.834 in his GT1 car. Also showing big improvements were Mike Avitt, Modified 2, 1:27.347, Thomas Kenna, Modified 3, 1:28.694, Deepak Chandwani, Stock 5,1:40.410, and Angela Avitt in Modified 2 who improved by over three seconds to a time of 1:34.503.
One of my most satisfying racing weekends ended on a sour note. Less than a mile from our home, the transmission on the Tahoe towvehicle quit. We were stuck in the right lane of a two-lane road. After calling AAA and watching cars go by us at a dangerous pace, I tried low gear and was able to pull off the road. I detached the trailer and called a neighbor to tow it home while Kathy waited for AAA. We now have a new transmission and a warning for others to check your transmission fluid if you can. The Tahoe does not have a dip stick for checking the fluid. At least we know we will be ready for the trip to Laguna Seca!
POC Racers
Clinic 5-25
Photo: Luis Vivar
Clinical Patience
Illustration: Don Matz
MOZE COWPER
On May 19th, 2025, I celebrated my 50th birthday. And by coincidence, the Porsche Owners Club celebrated its 70th birthday the same weekend.
To celebrate 70 years of POC, the club held both a race weekend at Willow Springs International Raceway and a POC Racer’s Clinic for drivers looking to race wheel-to-wheel in future POC events. Up until that moment, I had little experience with either the POC or its Racer’s Clinic. In fact, I was not even sure if they would accept my application. But they did, and what follows is my incantation as to why every person who wants to race a Porsche needs to do this clinic. Ready? Here we go.
I’ve been driving a 2019 GT3RS in the Santa Monica mountains for many years and occasionally doing some track days out at Willow Springs or Buttonwillow. My car, as I suspect many of you know, is a street legal track car purchased mainly by westside dads attempting to look cool at Malibu Kitchen (may she rest in peace) on Sundays or, alternatively, by YouTubers with a penchant for early death. What the car is not, however, is a proper race car. A proper race car, I now understand, is like climbing into a tiny cage looking for a bar fight. But once you are strapped down like a mental patient inside it, it becomes clear that the only person in the cage looking for a fight is your own ego. And that fight is worse than one in a Philly bar.
The POC Racer’s Clinic is two full days; four sessions a day and the last session is an actual race. The class is taught by the legendary mechanic and racer, Dwain Dement. It’s also taught by the badass professional driver Martina Kwan. Martina is the daughter of a Chinese father and a German mother. Put simply, she’s like Bruce Lee with an engineering degree. But there is a reason Dwain and Martina are also married: they both know how to go slow in order to go fast. The first session of the clinic was nothing but nervous energy for me. The guy driving the Miata was wondering what the hell he had got himself into, the guys in the 991.2 Cup Cars were like two Cheshire cats looking to pounce, and the rest of the group was wondering how I had managed to lie my way into the clinic. It was Butterfly City – and it was perfect.
After the first “warm up” session, we went back out on the track and worked on our race starts. In short, a race start is about the person on pole trying to control the herd. As you might know, when you start a POC race, it is a rolling start. Unlike the black-and-white movies of the 50s and 60s with Steve McQueen running across a track in France with his perfect hair and a set of keys in his left hand, the more civilized rolling start means that whoever has the best time in qualifying gets to choose whether they start on the inner or outer side of the grid and they control the pace. It is about patience, looking for a green flag that may not get waived, and being in the right gear. It is not, and I repeat, it is not about speed.
After a number of race starts, Dwain had us do several Australian Pursuit starts. Put simply, an Australian Pursuit is where everyone starts from the pits. The grid is determined by taking the sprint race qualifying times and inverting the field. The slowest car is released first. The fastest car is released last. When each car is released, it is based upon the number of laps planned for the Australian Pursuit and the difference in qualifying times of the participating cars. Theoretically, all cars should be on the lead lap at the end of the race, each with a shot at the overall win. But not surprisingly, and despite my love for New South Wales, we again failed to get it right. Because we lacked patience.
Clinical Patience
If the race start session, and the Australian Pursuit, was about patience, the second day was about side-by-side racing. And yes, you guessed it, more patience. After the first side-byside session, Dwain sent us back out on the track in order to “drive slow” and “see how close you can get to the guy next to you.” Side-by-side racing, and the point of the session, is to understand what it’s like to be a few feet, or maybe a few inches, off the side mirror of another human strapped into a cage with four wheels. The drill is about going slow, getting comfortable, staying calm, and almost every person in the class (save the ruggedly handsome Dylan in a shockingly quick Boxster) failed miserably. To quote Dwain: “Moze, I was actually jealous of that drag racing you were doing out there. Do you not understand the concept of side-by-side?” Dad had spoken. I felt my throat beginning to close. I failed the session.
It turns out that driving a car a mere foot (or sometimes inches) off the side mirror of another car is something you cannot do at over 140 miles an hour for the first time in an actual race -- at least safely and with the goal of staying alive. Because driving side-by-side, and particularly on a track with lots of elevation changes, turns, and deep braking zones, is something you need to do over, and over, and over, before a sense of calm can envelop you. The side-by-side session, of course, is a test. But it’s not a test of speed or how close you can get to the guy/gal next to you. It’s a test of patience. Some Cheshire cat in a Cup Car, and some dude from the Valley in a Spec Miata had to dance together: slowly. So, we did the side-by-side session again. And then we did it again. And then we did it again. Because when you are calm in a race car, as I learned that weekend, you make good decisions, you make safe decisions, and you start to understand the drivers who are next to you. That was another unexpected and incredible lesson from the Racer’s Clinic: if you know and trust the racers around you, you can actually go faster, be safer, and stay calm when your hair is on fire.
I was not able to race in the last session because my GT3RS does not have a full roll cage. But I was okay with that. I learned more in those two days, than in the last two years of driving. I’ve already signed up for my next POC Racer’s Clinic. It turns out I need more patience both in my personal life and on the track. In the next Clinic, I hope to be driving my new GT4 Clubsport. Five-point harness. Boiling interior. A motor that screams like a howler monkey. Full cage. Because my inner poor kid from Philly still loves a good bar fight.
Photos: Luis Vivar
The Porsche Owners Club R ecognizes
Durant Design & Construction
as a Valued Sponsor
STEVE TOWN
Sponsorship Director
As we head into our traditional June (and sometimes July) break from on-track events we are looking forward to running five SIM races before our Laguna Seca weekend. The focus of this month’s sponsor article is on one of our newer sponsors, Bill Durant of Durant Design and Construction. Bill is one of the newer GT racers, running in the GT5 class, since getting his race license in 2022. We talked about motorsports, his company, family, and other (serious) hobbies he’s spent years enjoying.
One of the remarkable things about the POC, and really much of the club-based motorsports world, is the background and life of the club members. Bill, his wife Pam, their business, and their children are no different. It’s been a pleasure to get to know all of them these last few years, and to experience how passionate they are about racing (and not just car racing) as you’ll soon find out.
Bill shared stories about his growing up and what led to his earning his Contractor License in 1979 at the age of 21. He explained, “I was born in Claremont, grew up in Ontario, and my father was a very good finish carpenter and did car restorations, as hobbies. I saw, and was part of, lots of projects he did. What was also a big part of our family’s history was yachting, racing, and boat building. I’m a 4th generation sailor and racer. That all started back in the 1800s. My great grandfather was a Merchant Marine, and I also had family in the Dutch navy.” Incredible is what I was thinking, and it gets better. Bill continued, “My grandfather was a ship builder in WWII, actually both grandfathers built ships.”
I’ve known that Bill was a yacht racer. He’s raced large ones, open ocean, and is an active member at Long Beach Yacht Club. He described one effort, “I was part of a crew and trying to put together an entry into the Americas Cup. That didn’t quite work out, mostly sponsorship related, but we’ve done many west coast-based races.”
A while back he had described to me one of the bigger events and something that happened to him during the race the TransPac race from Long Beach to Hawaii. “It’s really serious 24 x 7 racing, 10+ man crews. Last year I had a pretty bad accident a day or so out of Hawaii, and a line cut off a toe. That was a long day or so getting to the islands and I got lucky. A specialist surgeon happened to be in the ER, and he reattached it and it’s been a decent recovery.”
TransPac, in early July. That crew is aiming to win their class, if not overall. Bill also mentioned, “I was Commodore (President) of the LBYC back in 2018, and we’re still involved, but the race track has a lot more of my attention now.” To a guy like me who’s never been on a serious sailboat, that’s some very amazing stuff; a remarkable hobby, and a wonderful multi-generational family affair.
Now Bill, isn’t there a heel/toe shifting joke in there somewhere? Ok, ok, no. Lucky is right, and thank goodness for the right place, right time surgeon!
Bill and Pam’s sons Dusty and Tyler are now on track with the POC. Dusty did the POC Racer’s Clinic at Willow, and both he and Tyler are involved in the serious sailing world. Dusty is, by “hobby,” a professional racer on the water, and is racing the next
This brings our conversation back to 1979 and beginning as a contractor. Bill said, “I knew I’d be in the business, and it just started from there, growing organically. By 1994, with Pam, we were well into growing the business, and began Durant Design and Construction, building residential client homes, spec homes, and commercial projects, too. Now, we have 25 employees headquartered in Signal Hill, doing the A to Z of a project. We aim at very specialized projects, one-of-a-kind builds or remodels. We have three architects on staff along with Dusty (37), Tyler (35), and our daughter Danica (32) in the key parts of the business.”
I asked Bill what he and Pam see in the future for the business. Bill replied, “Long term, we want to keep growing organically, and at some point, our kids take it over.” I
think it’s such a rare thing these days to build a successful business with your family and pass it on to another generation. I love that!
I asked Bill what got him started into the Porsche world, then eventually racing on something other than water. He said, “I always loved Porsches. I bought my first one when I was 23. I couldn’t afford it, but I did it anyway. It was a 1969 911 T. And Pam is really into it too. She now has a 1965 356 C, and a 2015 911 S.” Way to go Pam!
I bought my first Porsche when I was 23. I couldn’t afford it, but I did it anyway!
Bill joined the POC in late 2019, right before Covid, and we met for the first time when he rolled up in his “track car” for a PDS weekend when I was PDS Director. The Mini Cooper that Bill used for that PDS event was a momentary POC classic because for some reason it was the only Mini on track that weekend, or any weekend that I recall! “About that Mini,” Bill said, “that was a fun car, but I sold it not long after that.” To all you Mini fans out there, you know it’s actually a great track car with deep history of racing and rallying in the UK and elsewhere, going back to John Cooper and the 1960’s.
Not long after that PDS event, Bill did the Skip Barber racing school at Laguna Seca, in the Barber Mustangs. He said, “Being at Laguna Seca was one of my best track memories, and I’m looking forward to getting back there.” Bill came to another event after that and I mentioned to him I still had my first track car (2/3 fully prepped), a 1999 996. It checked the boxes to race with POC, but needed plenty of tweaks to really make it competitive. Bill drove it at Buttonwillow for a session or two and ended up buying it a while later, beginning his POC Porsche race car journey.
I asked Bill what his first POC race was, and he said, “it was the Willow Springs Tribute weekend back in 2022, and here we are on my 3rd race year anniversary at Willow in mid-May. That first race was an eye opener. I’d been working my way along in Time Trial, but that first race told me I had a ways to go to get competitive.” And like many, many of us, he worked hard at it, and around about years two and three things start to come together for Bill. He’s now won GT5 races and is very competitive.
It’s not possible to write an article about Bill without mentioning his good friend Rick Von Hydenreich. You’ll see Rick at the track with Bill, at Durant Construction, and the yachting/racing
world too. As Bill recently mentioned to me, “Rick can engineer basically anything, and is a big part of doing these hobbies we’ve had.”
I saw that firsthand recently when they used a sailing trick to help further secure a car in a trailer, with straps/cords tightening on their own if necessary, during transit. Creative engineers indeed.
The Durant clan now is really quite a Porsche and POC group. Dad and sons racing (soon for Dusty and Tyler), along with Pam’s Porsches. And at recent events, the grandkids have been out with the RV and getting the paddock playtime cranked up. It’s just very cool to see, and I hope we see them in the paddock and racing for many years to come.
Bill, thank you to both you and Pam for your support and sponsorship. Thanks for spending some time with me, and letting club members know more about your business, family, and racing on and off the water. It’s been a real pleasure.
Thanks for reading, have a great June, July, and see you in August in the hills near Monterey!
All my best
Steve Town Sponsorship Director
True Miracle of the Modern World
PAUL WREN
Many people credit the wheel as the greatest invention of man. It’s true that it was important, and we would not have been able to get where we are without it, but the real unsung hero was not invented until the patent by a Scotsman, Robert Thomson, in 1848 for the pneumatic (air-filled, composite casing) tire. His invention was largely ignored though as it was somewhat impractical (a leather outer casing?) and in 1888 John Dunlop, another Scotsman, invented the first practical rubberencased pneumatic tire for the bicycle. His patent was later invalidated because of prior art by Thomson, but Dunlop of course went on to found the Dunlop Tire company which we still know today. In case you wondered, a Frenchman, Edouard Michelin introduced the detachable tire in 1891, which could be removed to replace the tube. The earlier work for bicycles was a one-piece casing which still lives today as the “tubular” or “sew-up” tire for racing bicycles. I’m pretty sure we all know Michelin well to this day and we owe him a great debt for the modern tire.
Image: Don Matz
True Miracle of the Modern World
Pneumatic tires do not work the simplest way you might imagine!
For a long time I thought they just presented a cushion of air at the bottom that effectively made the contact patch into an air cushion. So, surface area of the contact patch multiplied by PSI in the tire would be the load? But you can quickly figure out that the math doesn’t work at all. What is actually happening is that the composite structure (originally silk & glue, now steel bands and layers of rubber & glue) of the tire casing works in a way similar to the bicycle wheel. Think about a spoked bicycle wheel: the hub at the center is held there by tension in all the spokes which maintain a circular shape which is the critical requirement for a wheel. The weight bearing down on the center hub is obviously not maintained by the spokes at the bottom - in fact they are pulling downward! Instead, the load is distributed amongst all the spokes that are pulling “up” from above. In the exact same way, the weight that is being supported by the contact patch of a tire is being supported by the casing of the tire around the top half like tiny spokes! The air pressure just serves like the tension on bicycle spokes to maintain the overall shape and integrity of the tire.
The more important reason that the pneumatic tire (and Dunlop’s invention with a rubber casing) was a breakthrough was not just the shock absorption or loadsupport that is the commonly-cited reason for having an air cushion around the wheel, but much more critically with the rubber outer casing it enabled the physics of the “slip angle” in a rolling tire, which made it possible to balance a bicycle reliably. Dunlop’s patent should have been upheld! Just for the rubber casing! A hard steel or wooden wheel (or even a leather-cased tire, really) does not work predictably or very well at all and makes it nearly impossible to have the fine control required for riding a bike. More importantly for our use, the slip-angle behavior of a rubber tire casing deforming under cornering load is the entire basis for grip of all performance tires and directly enables the sport of racing.
Slip-angle is a deep concept that you can explore graphically using your favorite search engine or YouTube, but the simple explanation is that the deformation of the pneumatic tire contact patch under the side-loading of cornering means there is a difference between the direction of travel, and the direction of the rolling axis of the tire. You are always steering slightly more of an angle than the resulting rolling path of the tire, and that is the slip angle. The resulting deformation of the
contact patch creates both the sideways force that enables cornering, as well as the feedback torque the enables the driver (or rider) to “feel” what the front end is doing. If you have ever driven an older Mercedes S-class, or a new Ineos Grenadier with recirculating-ball power steering, you know how bewildering it is to have absolutely zero steering feel. It’s like a bad video game and you can only steer on faith and macro behavior...the wheel is completely dead. Worst racecar ever.
Slip-angle also invokes the other magical behavior of rubber on tarmac, which is that it creates a complex system of grip that has little or no relation to the simple physics you learned in high school or college, where a perfect block on an ideal inclined plane had two coefficients of static and dynamic friction. That’s all they would tell us, but what your teachers did not know or did not care to address is that there is an almost infinitely complex and chaotic behavior happening at the microscopic level when rubber moves across a surface. That behavior is not perfectly understood to this day and to a large extent we instead rely on inference and experimental evidence to deduce the operating parameters of a tire or tire compound. Another fun fact: another Scotsman named McAdam invented the layered-stone road because it was far too annoying to bump along dumb dirt or cobbled roads. Building a road base is still called macadam to this day. Bicyclists then campaigned for a sealed surface because the invention of cars started to tear up the simple stone macadam, so they added coal oil as a sealer. The word tarmac comes from the addition of tar to the stone in McAdam’s road, thus tarmac, and also yet another reason we all owe a debt of gratitude to bicycles.
The behavior of rubber on asphalt is also worthy of a deep-dive down the rabbit hole...but if you want the explanation in a few words the widely accepted explanation is that the “frictional” behavior in a functional high-grip situation is due to hysteresis. Hysteresis is the behavior of a solid where it can undergo plastic deformation that does not change the molecular structure (e.g. not just tearing away material which happens when you take the slide too far and lay down big black marks...that is not peak grip you’ve gone too far). During hysteresis what happens is that the material deforms under pressure but then
True Miracle of the Modern World
is slower to return to its original shape. Think about pushing your thumb into memory-foam rubber...the impression you make will slowly return to the original shape, but that delay is the “hysteresis” of the material. In the same way, rubber being forced across tarmac happens as a series of deformations as the rubber molds to the tiny, jagged edges of the tarmac. The “leading edge” of the contact is the rubber being pushed down by the spiky tip of a rock. That creates a Newtons-law equal force the opposite direction, which is the resultant sideways force coming back up from the tire. But then hysteresis means that on the “backside” of that jagged edge, the rubber is slow to return and thus creates a gap. So, there is temporarily no opposing force. Voila, single-direction grip.
It is also true that racing tires are meant to provide additional grip by gradually “giving up” surface molecules and tearing them away to be deposited on the racetrack...that’s a secondary component of the grip and again is onedirectional because the material is left on the road. It’s also a happy accident for us that the racetrack gets better over time because fresh new rubber is laid down in a coating that increases the grip for the next car to come along...but only up to a point, and not when the resulting rubber creates thick “marbles” on the surface. So many dynamic situations that add up to racecar performance! And like a grinding wheel that wears away to expose fresh sharp aggregate, the tire wearing down exposes fresh sticky rubber. Win-win.
To go further down the rabbit hole, the performance envelope of a given tire is most importantly described by the graph of slip angle vs. sideways force for a given vertical load. Since we know that a tire doesn’t really start working until it is pushed a bit (a combination of hysteresis as well as molecular tear-off), and the amount of force it develops in reaction is the absolute fundamental of racing a car, it is very important to understand that behavior and what it means to the car. There are two major behaviors that result from slip angle:
1. Sideways force resultant: this determines your maximum cornering acceleration; e.g. how hard you can turn.
2. Centering torque feedback: this is how much you feel in pushback from
True Miracle of the Modern World
the tire, which allows you as the driver to moderate your input and find the point where the tire is working as well as it can, without going too far and creating an actual slide where the force goes away and you understeer or oversteer off the track. (Yes, the rear wheels have slip angle as well! Not just from oversteer, but also from the torque created when they are forced to follow a curved path as the front leads them around.)
The slip-angle vs. force graph for three different tires looks broadly like chart A below:
This explains why full racing slicks have higher performance, and a “sharper” feel (the slope of the first part of the curve is called “cornering stiffness” and is directly felt through the steering as you initiate a turn). Full slicks however are a little trickier to drive than Hoosiers or street tires because you can see that the sharp peak of grip falls away quickly if you push too far. This is also why you have to be willing to slide a lot more on street tires to get the most out of them. Talk to Steve Town sometime about his GT5, set up to meet class rules
by using street tires. LOTS of sliding happening there to reach the limits. Any Spec Boxster driver can feel this as well. The curve is also dependent on proper temperature and usually represents the ideal for a given tire. If you rush things and push on a cold tire it doesn’t work, and then if you overheat it, you also end up with a suboptimal curve and you never get the true performance. This is why F1 drivers talk about “getting the tires in the window” because to reach absolute peak performance their tires have a very spiky curve that doesn’t tolerate any mistakes, and only when properly warmed up (but not too much) do they perform.
Adding in the graph of the typical centering-force feedback that results from contact-patch deformation at the various slip angles the overlay looks like chart B below:
One eye-opening realization you can get from this graph is that on the typical car (camber & caster like we’re used to and proper racing setup and loads) the peak sideways force is generated at a higher slip angle than the peak feedback
DRIVER PERCEPTION OF PEAK GRID (NOT TO SCALE)
NOTE HIGHLY DEPENDENT ON CAR SETUP, TIRE CONDITION AND TEMPERATURE
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force through the wheel! This means that when you feel the front end “going away” at first you might give up and stop pushing before you actually get to peak cornering force! But of course, if you blunder too far over to the right you fall down the curve and the grip is just going to get worse. As in all things racecar, the theory only gets you so far and ultimately you just need to drive the car for a lot of laps, pay attention, and learn what really happens. But if you do it without proper data recording for cornering force, tire temperature & pressure, you will only accidentally hit on the right solution (or your crew chief or coach will know for you, but that’s taking away a lot of the fun of racecar development don’t you think?) And if you’re only ever limited to a production car with full electronic nannies, you will never really find out what the tires limits feel like, because the computers won’t let silly little you get yourself into any kind of trouble.
I definitely recommend that if you’re interested you do some internet searches and let the AIs know that you want to hear about it, so they start to feed you the right content. YouTube has some fantastic explanations. Some search terms are obvious in the text above, but I also recommend videos from OptimumG and their founder (some of his academic lectures from COVID era were recorded) and anything related to the Milliken book “Racecar Vehicle Dynamics.” There is a slew of material on the inter-webs but as with all things, caveat emptor. Have fun with it and see you at the track!
Illustration: Don Matz
Ask
Dear Dr. Dyno,
Advice to Keep You on Track
I’m reaching out because I’ve hit a point in my career where I’m struggling with something I never expected: doubt.
I’ve always been the type to push harder, brake later, trust the grip. But lately, I’ve been second-guessing decisions mid-race - lifting when I should stay flat, hesitating during overtakes, questioning strategy even when it’s sound. The pace is still there, but the confidence… isn’t.
It’s not fear of the car or the speed. It’s fear of making the wrong move. I know how small the margins are in this sport, and I feel the pressure of making every second count, especially with younger drivers coming up fast behind me.
You’ve been in this game longer than most and seen more than your share of high-pressure moments. I’d appreciate any advice you can give about mindset, about handling the internal pressure, or about how to get my edge back.
Struggling
in San Diego
Dear Struggling,
Ah yes, the Great Crisis of Confidence. It usually arrives right after your first endorsement deal and just before your first gray hair. You’re right on schedule.
First off, welcome to the club. We meet every Thursday, bring your own helmet and emotional baggage.
Listen, kid, every driver hits this wall. Not the literal one (hopefully), but the mental one. The moment you start thinking too much, your hands forget what they’ve always known. You’re not a robot out there. You’re a ballet dancer in a cruise missile. You need rhythm, not rumination.
You’re afraid of making the wrong move? I’ve got news: you will make the wrong move. Probably more than once. I once tried to pass on the outside of a cow during a vintage rally in southern Spain. Spoiler: the cow won. But here I am, still kicking, still racing, and still getting hate mail from a very angry farmer.
The key is: make the decision anyway. Commit. Because second-guessing mid-corner is how you end up in someone’s onboard camera highlight reel titled “Carnage Compilation.”
As for the young drivers breathing down your neck? Good. Let them try. You’ve got something they don’t: battle scars and a working knowledge of how to fake a downshift just to mess with them.
So, chin up, shoulders back, and throttle to the floor. Trust the car. Trust yourself. And if all else fails, blame your tires. Works every time.
Now go remind the guys in the paddock why you deserve to be respected.
Dear Dr. Dyno,
I hope you don’t mind me reaching out. I’ve followed your career for years and have always admired the way you balanced performance with practicality—something I’m struggling with as an amateur.
I’ve been tracking my daily driver for about two seasons now at the club level, mostly time trial and autocross. I love the sport, and I know I want to keep pursuing it. But the financial side is becoming overwhelming. Between tires, entry fees, safety gear, and even just keeping the car running, the costs keep stacking up.
I’m not trying to make it to Formula One, but I do want to keep improving and competing seriously. That said, I don’t have sponsors or a big budget. I work full-time, and every spare dollar goes into racing.
Do you have any advice on how to manage the financial side of racing? Where is it worth spending more, and where can I afford to compromise? Any help would mean a lot.
Penny-pinching in Pacoima
Dear Penny-pinching,
First of all, congratulations on racing for two full seasons without selling any of your organs!
That’s more than I can say for my cousin Steve. He races a GT2 car. He’s got three podiums but only one kidney.
You’ve asked a very important question: How do I race without going broke? The answer is simple. You don’t. You merely go broke slower. That said, let me share the sacred truths budget racers live by:
• Tires are gold. Always buy good tires. You can drive like a caffeinated ninja, but if your rubber is bald, you’ll just be enthusiastically understeering into the dirt. Buy used if you must but buy smart.
• Go-fast parts don’t al ways make you faster. Resist the urge to buy shiny things just because they have “racing” in the name. A carbon-fiber shift knob will not make you quicker. It will just make you broke in style.
• Track time. Seat time is the real performance upgrade. If it’s a choice between a fancy exhaust and another track day, go with the seat time. Also, the exhaust will just make your neighbors hate you. Ask me how I know. (Sorry, Karen.)
• Sponsors? Try friends and pizza. If you can’t get a real sponsor, trick your friends into thinking they’re “sponsors” in exchange for slapping their name on the car and a slice or two of pepperoni with mushrooms post-race.
• Embrace your quirky charm. A misma tched fender builds character. The duct tape holding your front lip on? That’s weight savings and aerodynamics. Real racers don’t judge. They just ask what lap it flew off on. Keep racing. Budget or no budget, it’s about the passion, the people, and the intoxicating fragrance of brake dust, exhaust fumes, and shoulda-woulda-coulda.
PORSCHE OWNERS CLUB
ThethatCouple Races Together
Chris MacDuff and Aspasia Zouras are a couple to be reckoned with, both on and off the track. Competitive, tenacious and exuberant don’t begin to describe the many qualities this power couple brings to events. We’ve been friends for years, and it was fun to poke and prod to find out more about what makes them so well liked and such strong competitors. Check your mirrors (on the rare occasion you might be ahead of them). Their closing speed will shock you.
AW: How are you guys doing after the Willow Springs event?
AZ: Good. Good.
CM: We came home in one piece. We are always happy about that, so we like to celebrate. We have a tradition. We go to dinner on Sunday nights after events, we have a cocktail and reflect. It’s not whether you succeeded or failed. It’s the fact that you came home in one piece and had a good race.
AW: I like that tradition. Did you both join the POC at the same time?
AZ: Yes.
AW: How did you find out about the club?
CM: Matt Bernath was installing the A/V system at our house. He was a POC member. He saw our 996 Turbo in our garage which was our first Porsche. He asked if we had ever taken it to a racetrack. I said I had zero interest in doing that. I’d do a quarter mile but that would be it. Aspasia was in the kitchen, and she overheard the conversation. She came into the garage and over my shoulder said , “We’re going to do that.” I showed up with the 996 Turbo at HRG (Hergesheimer Racing Group) and told Eric Oviatt I wanted to take it to the track. He laughed and told me to get a Boxster. He gave me information about the POC and off we went.
AW: I love that.
AZ: We started driving with PCA. We’d drive down to San Diego and autocross. Then we did a few events with POC. We were autocrossing with both clubs for a while. The cultures were very different back then.
AW: How so?
CM: You were the President when we first joined. The cultures were both good in their own ways. Different cast of characters. POC was more race focused. At the time, we didn’t necessarily think we were going to race.
AZ: When we first started, we were with HRG. We liked POC but sometimes everyone stayed in their own camps and didn’t circulate. I like to talk with everyone, though. We thought we weren’t going to race so we did a little more with PCA.
AW: Did you have any other track experience other than with PCA?
CM: Zero.
AW: Did you immediately build two Boxsters?
CM: No. I built my Boxster S which we still have. I had it out at Willow this weekend for the first time in three or four years. We’re making it a GT5 car. We started with the sharing Boxster S street car, stock. Then we started developing it. Aspasia said, “I’m ready for my own car. Let’s get two of these.” She started with a base Boxster street car and we built it into a modified track/street car.
AW: Now you’re both racing in different classes. What brought you to that decision?
AZ: Chris started racing first.
CM: In V3.
AZ: He did that for about a year. And then we talked about racing in general and how expensive it is, dangerous it is, time commitment…
CM: I wanted to get into a more competitive class, so I moved into Spec Boxster. Aspasia had a Cayman GT4 and started time trialing that.
AZ: We took it to Sonoma. I took it to Laguna, Chuckwalla…then, I wanted to start racing. Ryan Saylor was selling a lot of his track stuff. We bought it.
CM: So, Aspasia got into racing Spec Boxster at the same time that I did. Then she transitioned to GT5.
AZ: I thought it was cool that Chris and I were together on the track. We were encouraging one another. We would talk about the lines we were taking, the way we were doing things and share track stories. It was true that I was a little more, um, “exuberant” on the track. Therefore, I spun out a lot more.
CM: Andrew, is that how you’d describe Aspasia? “Exuberant?”
AW: It’s a very interesting choice of words…
AZ: Chris and I started joking with each other that if we took each other out, it would not make for a good evening talking about how much we would cost our household. It would be complicated. Vali (Predescu) suggested I move into GT5 and each have our own class. It’s been great.
CM: We took her Boxster Spec and put an LSD in it, added a wing and a splitter on the front. That was the extent of it for about a year. Then we bought Dwain’s (Dement) double zero Boxster. We were going to put more money into her car to build it up, but it was more cost effective to buy Dwain’s.
AW: That’s a lesson we all learn after making the mistake of building our own cars. AZ: So true.
AW: Are there any parallels between what you do for a living and your experience on the track? Are there any principles you can apply to both? Does one inform the other?
CM: I don’t think they’re translatable at all. I think it’s my sports experience over the years that translates the most. It’s the mental game. The mental preparation. It applies to any sport I do. Aspasia didn’t grow up playing sports. If you go into a race weekend and you’ve prepared as well as you could; working on a simulator, getting your car set up properly, maintaining it properly…. If you don’t do well, it just wasn’t your weekend. It didn’t work out. If I don’t prepare and don’t do well, I get disappointed in myself for not preparing properly.
AW: What other sport have you been involved in?
CM: I played amateur league baseball until I was 45. My body finally said, “no” and that was the end of that. I find racing a lot easier on my body. I’ve played racquet sports my whole life. I’ve played
football in high school, baseball in high school. Table tennis, pickle ball. Any of the mental preparation in any of those sports translates into car racing.
AW: Aspasia, what about you?
AZ: I didn’t play any organized sports growing up. I always had my horse, though. My horse was my sport.
AW: What about your work?
AZ: Related to car racing? Tenacity is the only thing I can think of. I’m definitely tenacious out there.
CM: I think everyone in the club would say that (laughs).
AZ: Traditionally, in work, I’ve been in a very male-dominated culture, and it can be rather aggressive. I learned to not be intimidated, just stay in it, figure it out. I bring that to the track. I’m tenacious. And horses are erratic, so I guess the erratic nature of the car, or the conditions on the track don’t bother me. My incidents are taken in stride and processed. What did I do wrong? I hope not to make that mistake again. I want to be fearless and not intimidated.
AW: So, you’re tenaciously exuberant.
AZ: Thank you!
AW: What do you prefer, horsepower or horsepower?
AZ: I like them both. Horses and Porsches. I love the speed, and I love the camaraderie at the track. I love knowing who is on my right, my left, and who’s behind me. I love the mental processing that happens, what I know about those people and what moves they’re going to try to make. Are they going to back out? Are they going to go for it? Can I intimidate them? Can I trust them? Will they be erratic on the track? My horse can be erratic and has a mind of his own so I really like them both.
AW: For both of you; what do you think is your biggest challenge when it comes to the track?
CM: For me it’s consistency. Not following the driver in front of me. Driving my own way around the track, apexing corners, being methodical…
AZ: I see my race car driving like my horseback riding. Kind of like a dance. How you come up on a turn is the same as how you come up on a jump. If you’re six inches to the left or right, it can change your whole trajectory. Not only for that turn, but for the next turn and the one after that. I’m always trying to dance better on the track. Trying to make it more fluid, more smooth. I see other drivers like Kevin Roush and they are so smooth.
AW: What have you learned about yourselves, or each other, by participating in the sport?
CM: I get a lot of joy out of watching Aspasia compete. When she comes in to impound and she’s happy having driven a great race. Talking with her fellow drivers. It kind of stinks that we’re in the same run group because it would be fun to watch her from the stands. If my car breaks, I enjoy watching her.
AZ: I feel the same way. Being on the radio with him even if my car is down. I love doing the sport with him. I love going to the track and seeing all our friends, too. And to support Chris. I know how much work he’s put into it. My husband loves to compete. That’s something I get to see on a regular basis.
CM: We also have radios tuned to the same frequency so we can talk to each other during races.
AZ: Even if someone is spotting our race, I love it. It’s not a distraction at all. I run my race. I find out what’s going on in Chris’ race. It’s awesome. I’m like, “Yeah! You got someone!” It’s so fun. We’re so lucky that we do this together. We’ve discussed where we go from here. How much racing we should do. It’s so cool that we get to cheer each other on and support each other. I know a lot of other people wish they could do that too. I feel lucky.
CM: I’ve heard a lot of guys in the club say they wish their wives would do this. I say it’s a great thing. It just costs double (laughs).
AZ: Some of the ladies are at home enjoying their shoes, purses…
CM: I guarantee you it’s less expensive.
AZ: We’re a costly couple. So many couples go off and do their own things. It’s so nice that Chris and I can be competitive with each other. Neither one of us holds back.
I’m not going to give up a corner if it’s my corner. We’ve talked about it. I feel very connected to Chris when we’re on the track.
AW: Speaking of corners, do you have a favorite corner or track?
AZ: Buttonwillow.
CM: Charleston Peak at Spring Mountain.
AZ: Yes. I love Spring Mountain too.
AW: What’s your favorite part of a race weekend?
AZ: It’s the camaraderie for me. I like how we’re all genuinely happy for each other at impound. I never see a lot of sour faces.
CM: I call it the 51-49 opposition. 51% the people, 49% the racing. If your car goes down, there’s still lots of fun to be had.
AW: Do you have a favorite feature of your car?
CM: The dash on my new Spec Boxster.
AZ: It’s beautiful.
CM: Vali built it. It looks like a Boxster Cup Car. It’s all white. The interior is white. It came out fantastic. The best feature is the cooling system. I put the Chillout system in.
AW: That’s cool.
CM: It’s very cool actually (laughs).
AZ: My wing. It’s a pretty beefy wing.
AW: Anything you’d like to add?
CM: I really like the leadership team. We’ll miss Joe (Wiederholt). He’s going to be sorely missed. Eben (Benade) taking over brings a different dynamic. He’s great, too.
AZ: Also, the livestream last weekend was so fun.
CM: My mom and dad watched. My dad knows all the players. They always followed on RaceHero. They came out to Buttonwillow and were ecstatic that we have the livestream now. It’s going to be fantastic for the club.
AZ: I liked that the announcers were talking about our driver development system and that viewers can become racers with the right training.
AW: I watched. It was exciting to see. I wish I could have been there.
AZ: We missed you.
AW: Thanks. And thanks so much for agreeing to do this. I’m looking forward to seeing you at Laguna.
AZ: It was fun!
CM: Thanks for asking us. See ya at the track!
Double-teaming at Laguna Seca!
At the IMSA Michelin Pilot Challenge in May, we raced our cars with two teams:
Cameron Racing’s Mustang GT4 driven by champions Greg Liefooghe and Sean Quinlan.
And RVA Graphics/Speed Syndicate’s Audi RS3 LMS with Luke Rumburg and our longtime driver and supporter Nick Galante at the wheel, celebrating Nick’s 100th race.
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Everything you need to know
Porsche Going for 20th Win at Le Mans
5/20/2025
This year’s edition of the French endurance classic is rapidly approaching, so here’s everything you
need to know
about the 24 Hours of Le Mans.
It’s almost time for endurance racing’s biggest event: The 24 Hours of Le Mans. Held annually for over 100 years, the classic event attracts over 300,000 people to the French city for one of motorsport’s most iconic races.
The race takes place on June 14 and 15 this year, with practice and qualifying taking place across June 11 and 12.
know about Porsche at Le Mans
Porsche has taken part since 1951, scoring its maiden class podium that year, before its first overall podium in 1958. The manufacturer took pole for the first time 10 years later, before its first victory in 1970. Its 19 wins make Porsche the most successful manufacturer around the Circuit de la Sarthe, and the team is gunning for its 20th victory in 2025.
Three Porsche Penske Motorsport Porsche 963s will take part in this year’s race, as well as one Porsche 963 fielded by Proton Competition.
Read more about the 963 here
In LMGT3, Manthey Racing will run three Porsche 911 GT3 Rs. Check out more details about the car here
IMSA WeatherTech SportsCar Championship reigning champion Felipe Nasr and his full-time teammate Nick Tandy are joined by Formula E world champion Pascal Wehrlein in the third Porsche Penske Motorsport entry.
SIMRACING SIMRACING
2025 Season Results
Jan 13 Daytona
Jan 27 Watkins Glen
Feb 10 Road Atlanta
Feb 24 IMOLA
Mar 10 Sonoma
Mar 24 Sebring
April 7 MOSPORT
April 21 Road America
May 5 Suzuka
May 19 Big Willow
June 2 Catalunya
June 16 Montreal
June 30 Redbull Ring
1st Michael Johnson 1st Sam Mayorga
2nd Mark Rondeau 2nd Frederico del toro
3rd Michael Bolton 3rd Larr y Haasa
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2nd BJ Fulton 2nd Michael Bolten
3rd Mark Rondeau 3rd BJ Fulton
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3rd BJ Fulton 3rd Adam Abrahms
1st Andrew Chinnici 1st Matt Hollander
2nd BJ Fulton 2nd Bob Russell 3rd Mark Rondeau 3rd Kristopher Marciniak
1st Andrew Chinnici 1st Matt Hollander
2nd Dylan Scott 2nd Frederico del toro
3rd Jad Duncan 3rd Kristopher Marciniak
1st Andrew Chinnici 1st Frederico del toro
2nd BJ Fulton 2nd Kristopher Marciniak
3rd Mark Rondeau 3rd Larr y Haase
1st Dylan Scott 1st Kristopher Marciniak
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3rd Jeffer y Shulem 3rd John Momeyer
1st Dylan Scott 1st Frederico del toro
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1st BJ Fulton 1st Frederico del toro
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st Dylan Scott 1st Matt Hollander
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3rd Jad Duncan 3rd Rob Russell 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.
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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!
