Porsche Report January - March 2016

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Volume 41 Number 1 January - March 2016

P a na mera M a lla la C ha mp photo shoot M icha el O’Do nnell Ta k es us Do w n M emory Lane C lipsa l, IR OC , M a ster o f M allala and Ba thurst M o to rspo rt Reports P o r s che po p Quiz – P ut Yo ur Kno w ledg e to The Test


January - March 2016


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Volume 41 Number 1 January - March 2016

contents 5. Editorial


Porsche Power at Clipsal


P r e s i d e n t ’s R e p o r t


Michael O’Donnell - The thrill of the chase


Porsche Club SA Calendar 2015


Michael O’Donnell - Stepping up


N e w f o rc e f e d C a r r e r a & C a r re r a S


PCNSW Bathurst Regularity - 2016


Porsche 911 R


9 9 7 Te c h n i c a l w o r k s h o p


Porsche 718 Boxster and Boxster S


To p i a r y C a f é c l u b r u n


T h e P o r s c h e c re s t - A s h o r t h i s t o r y


A Splash of TLC


Dinner at the Maid Hotel / Ta p I n n h o t e l d i n n e r


Make mine a long black


Porsche pop quiz questions


Porsche pop quiz answers


Mallala Sprint - Drivers Guide


Pavement pounding Panamera




Spin cycle super sprint


B i g c a t s a n d s u p e rc a r s


IROC Porsche Racing and IROC Challenge Series (Australia)


N i s s a n G T- R M a s t e rc l a s s


Role of honour


Master of Mallala series


B u g a t t i C h i ro n - H y p e r c a r


Never to old to party

our supporters A l d o m M o t o r s p o r t B o d i e s

Page 3

N o r b a r To rq u e To o l s

Page 45

B r i d g e s t o n e S e l e c t

Page 36

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

Back cover

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

Page 36

P a c i f i c M a r i n e P a g e 8 / 2 3

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

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

Page 4

C h a r a c t e r R o o f i n g

Page 51

S h a n n o n s I n s u r a n c e

Page IFC

C o p y w o r l d P a g e 2 6

S p l a s h C a r Wa s h

Page 8

C u t l e r B r a n d s P a g e I B C

S w i s s v a x C a r C a re

Page 14

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

Ta i l o r s o f D i s t i n c t i o n

Page 6

Page 60

D u n l o p P a g e 5 7 M a r k P o o l e M o t o r s p o r t

W i l l s h i re P a g e 2

Page 45

January - March 2016


“It’s what’s on the inside that counts” porsche specIalIsts

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• Seat Belt Supply, Service & Repairs • Classic Car / Compliance Fitments • Restraint & Anchor Point Installation Seating

• Station Wagon, 4WD, Van & Bus • Recaro Seats • Heaters & Massagers • Seat & Foam Repairs 4 Deacon avenue, Richmond Sa 5033 p: 8292 2500 • e: sales@willshire.com.au 4




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January - March 2016


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editor’s report

“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au

Why is this happening now? Well I have a theory that applies to all classic cars, and this is that when we get older and more sentimental we lust after the cars of our youth. Most of us get tied up with work and raising a family in our early years and it’s not until we hit our forties and fifties that the shackles are released and we have the time, disposable income, and the inclination to purchase what we could never afford in our formative teen years. This applies particularly to us mid life crisis gents but the ladies are not immune to this phenomena either. So do the math and see if you agree, 2016 minus 30 years puts us in 1986, air cooled nirvana. Other factors to consider are that unlike a Ferrari or Lamborghini for example, a regular Porsche 911 is still within reach for many of us, even at current prices. They are also renown for their reliability and mechanical simplicity, so can be driven daily without worrying about running out of puff in the middle of Victoria Square at peak hour. They are also relatively cheap to run and if something does need replacing most parts are readily available, world wide. So in a nutshell the rest of the country have finally realised what we have known the whole time, if you want value for money classic motoring you can use every day that is properly quick, you ‘can’t go past’ a Porsche 911. Pun intended. I have noticed that the number of photographs submitted for display on our club website seems to have dropped off in recent times. Now I know you guys and gals are out there snapping pictures of the huge chicken schnitty you had for lunch and the latest antics of your children and grandchildren because they are all over your facebook pages. Therefore I am assuming you are probably also taking a few shots at our club events on your new Samsung Galaxy S Quantum Uber Solace 2000 version III phone, so why not send them on to our webmaster Doug and share the joy. He is always looking for contributions and we love to see feedback from you lot around Porsche related events this club, and others, put on each year. Heck I could even poach a few to use in the magazine and make you famous.

Now to the magazine. We have a very full and diverse collection of reports in this issue, all of which I am sure you will enjoy. For those of you who are on the fence about getting involved in any of the motorsport opportunities this club has to offer, I would encourage you to read Kym Obst’s report which will demystify the process and show you just how easy it can be to get on track. Having seen Steve Langford take top honours in a Panamera diesel at Mallala in February is surly a sign that these days a 911 is not a prerequisite for dabbling in a little motorsport. You can read all about his experiences in these pages, as well as get up close and personal through our photo shoot of this very impressive motor car, with a few words from lucky owner, Barbara Langford, thrown in for good measure. Continuing the motorsport theme, I would encourage you to read Marty Ewer’s ‘Spin Cycle Supersprint’ report. Marty has written an excellent tongue in check review of the sprint that gives a real insight into the comradery evident at these events, all done in his own special style. We also have stories from Greg Keene and Adam Trimmer from the February Master of Mallala (includes IROC) event that covers all the bases. Michael O’Donnell has written a series of superb reports about his entry into, and progress through, the motorsport ranks. If you ever wanted to get an understanding of what it feels like to race in the cut and thrust of grass roots motorsport then you must read his story. I have saved the third and final chapter ‘Bathurst’ for the next issue, so if you like what you see in this issue, you can look forward to more of it in three months from now. We have a report on one of our great new advertisers, Splash car wash and the 997 Technical Workshop held at the Willshire site. Look out for our brand new advert from Aldom Motorsport bodies and make sure you attempt my Porsche quiz to test your knowledge on all things Porsche and of course there is much, much more, so enjoy. One final thing before I let you go. Sincere thanks to all those who volunteer articles and/ or photographs for the magazine. You guys and gals are the real stars of the Porsche Report and truly make the magazine the success that it is. Keep em coming, I love it!

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

Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2016 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au


Volume 41 Number 1 January - March 2016

P a n a m e r a Ma lla la C h a m p p h o t o s h o o t Mic h a e l O ’ D o n n e ll Ta k e s u s D o w n Me m o r y L a n e C lip s a l, IR O C , Ma s t e r o f Ma lla la a n d B a t h u r s t Mo t o r s p o r t R e p o r t s P o r s c h e p o p Q u iz – P u t Yo u r K n o w le d g e t o T h e Te s t

Yours in Porsches, Phil Kellett

Photo: Bob Taylor

Hi all, Have you noticed that something long overdue has been happening in the used Porsche market over the past few years? Prices have been rising nearly as quickly as the cost of the new Royal Adelaide Hospital building, particularly for 70’s and 80’s 911’s. Put simply, if it’s old, air cooled and has a Porsche badge stuck to the front of it, it’s gone up in value substantially in recent years.

January - March 2016 7



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president’s report

club committee

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

Welcome to the autumn edition of the club’s magazine in a year that is well and truly galloping away. By the time you read this we would have commemorated Anzac Day. Personally I find the dawn service a very moving experience, and on behalf of the club I would like to take this opportunity to remember the fallen, “Lest We Forget”, and to salute our members who are returned soldiers. Social – the year has been quite busy with runs and club dinners being enjoyed by many of our members. The last Technical workshop covering the 997 was also well attended. Motorsport – We would like to strongly encourage more people to participate in the Sprints & Motorkhanas as we really need an increase in numbers going forward to keep these events viable. Through this club you have the rare opportunity to drive your Porsche in a safe, competitive environment with only minor changes to your car required. We would like to continue to be able to provide this experience to our members for many years to come, so if you want to see what your Porsche can really do, come along and find out. It really is easier than you think to get involved. Please see my article later in the magazine, discussing what you need to do in order to be able to do the SuperSprints etc. Of course

we also require flaggies to help out, and remember if you bring your mates along, they can have some hot laps as a passenger earlier in the day as well as a free lunch! The club is lucky to have a number of great advertisers in the club magazine, which subsidises the production costs. They allow us to provide the high quality magazine that you enjoy. I would encourage you all to support the businesses that support your magazine and club. When you do visit them, please let them know you saw their advertisement in the club’s magazine. I am very pleased to be able to advise that during the last month our membership base exceeded 400 members for the first time! I would like to personally welcome all our new members and if you haven’t yet come along to an event, and are not sure where to start, just pick any activity and come along and enjoy. There’s no right or wrong place to start. I hope that you will all take advantage of the many different PCSA events and I encourage all members to try something new in 2016. I look forward to seeing you at one of the many PCSA events soon. Warmest Regards Kym Obst, President PCSA


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

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

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

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

Here is some information you might find handy: New members January – March 2016

Geoff Crowe Vice President Competition Results 0418 895 660 vicepresident@pcsa.asn.au Steve Thiele Treasurer and Membership 0412 195 634 treasurer@pcsa.asn.au membership@pcsa.asn.au

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

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

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

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

Vic Moore CAMS Representative/Secretary/ Historic Registe secretary@pcsa.asn.au

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

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

Name Model Year Colour Daniel Chin 997 C2 S 2009 Grey John Goodacre 996 Turbo 2004 Blue Rob Ferguson 997 Carrera 2006 Black John Schaefer 911 3.2 1986 White Brenton Clifford 911S 1974 Sahara Beige Dylon Steel 911 1976 Red Adam Trevorrow 911 1977 Platinum Peter Kikianis 911 SC 1978 Gold Dean Ciccarello 911 SC 1978 Blue Frank Mitolo 991 GT3 Cup 2015 Grey

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

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

January - March 2016



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Porsche Club SA Calendar 2016 APRIL


Sat-Sun 2nd/3rd Mt Alma Mile Hillclimb Sunday 3rd Sprint #5 – Mallala Sunday 10th Motorkhana #2 - Mallala Sunday 10th Club Run to Tanunda Monday 25th ANZAC Day Fri-Sun 29th/1st Rennsport (Inc IROC) – Sydney M/Sport Park

Friday 15th Sunday 24th



Sunday 1st Peter Hall Memorial 6 Hour Regularity Relay Sunday 8th Mothers Day Friday 20th Club Dinner Sunday 29th Club Run

Sunday 4th Fathers Day Friday 9th Club Dinner Sat/Sun 17th/18th Lost Weekend Club Run – Victor Harbour Sunday 25th Sprint #2 – Mallala Sunday 25th Club Run Friday 30th AGM

JUNE Sunday 5th Monday 13th Sunday 19th Sunday 26th

Club Dinner Sprint #1 – Mallala

AUGUST Sunday 14th Sunday 28th

Foggy Dew Club Run Hillclimb #1 Collingrove

Hillclimb #3 – Collingrove Queens Birthday Motorkhana #3 – Mallala Sprint #6 – Mallala

January - March 2016


New Force Fed Carrera & Carrera S The 911 has been the world’s best-selling sports car for decades. Now the new generation has arrived to further extend this lead. With innovative turbo flat engines, an advanced chassis with an even greater spread between performance and comfort and a new infotainment system it is exceedingly well-equipped for this. Thanks to more than four decades of experience with turbo engines – in both motor racing and production sports cars – the new engines in the new 911 Carrera set benchmarks in terms of performance, driving pleasure and efficiency. The rearaxle steering available as an option for the Carrera models for the first time further greatly extends the range of driving dynamics. Many exterior features of the 911 Carrera have been visually refined: these range from new headlights with four-point daytime running lights to door handles without recess covers, a redesigned rear lid with vertical louvres and new rear lights – including the characteristic four-point brake lights.




The completely new bi-turbo engine raises the emotional driving pleasure in the 911 Carrera to an even more intensive experience with 272 kW of power waiting to be unleashed. Not to be outdone, the engine in the 911 Carrera S now delivers an impressive 309 kW. In both cases this represents a power increase of 15 kW over its non turbo, higher displacement predecessors. To give some perspective, the very first blown 911, 1975’s legendary Porsche 930 with its prodigious whale-tail spoiler and equally prodigious turbo lag, achieved a mere 190kW of power and 343Nm Both engines share a displacement of three litres. The new Porsche engines are characterised by significantly increased torque with maximum torque of 450 Nm and 500 Nm respectively delivered constantly from a low 1,700 rpm up to 5,000 rpm in both cases, thus ensuring excellent driving performance. The 911 Carrera with PDK transmission now consumes just 7.4 litres of fuel per 100 kilometres (a reduction of 0.8 l per 100 km), while the 911 Carrera S with PDK consumes 7.7 l/100 km (1.0 l less per 100 km).

With the Porsche-Doppelkupplung (PDK) and Sport Chrono Package the new 911 sprints from zero to 100 km/h in 4.2 seconds – making it two tenths faster than its predecessor. The 911 Carrera S with PDK and Sport Chrono Package performs the same feat in just 3.9 seconds (also 0.2 s faster). This means that it is the first 911 in the Carrera family to undercut the magic four second mark. And the top speeds of both models have also increased further: the 911 Carrera now has a top speed of 295 km/h (an increase of six km/h), while the 911 Carrera S now even reaches 308 km/h (an increase of four km/h). In conjunction with the optional Sport Chrono Package the 911 Carrera now has a mode switch on the steering wheel for the first time, derived from the hybrid mode switch of the 918 Spyder. The mode switch consists of a rotary ring with four positions for the driving modes “Normal”, “Sport”, “Sport Plus” and “Individual”. In combination with the PDK transmission the mode switch has an additional button, the “Sport Response Button”. When this button is pressed the drivetrain is pre-conditioned

for maximum acceleration for 20 seconds, for example before overtaking manoeuvres. For this, the optimum gear is engaged and the engine management adjusted to an even more spontaneous response for a short time. With every new generation Porsche further increases the spread between everyday comfort and circuit performance. For the first time, the new PASM chassis (Porsche Active Suspension Management), which lowers the ride height by ten millimetres, is a standard feature on board all Carrera models. It further improves stability during fast cornering. New standard wheels with five slim twin spokes carry tyres with reduced rolling resistance and enhanced performance. Furthermore, on all variants the width of the rear rims has increased by 0.5 to 11.5 inches and the rear tyres of the 911 Carrera S now measure 305 instead of 295 millimetres. This latest force fed Carrera adds one more step in the evolutionary process of the 911 and does it admirably.

January - March 2016


Porsche 911 R While Porsche’s new stripped out racer for the road, the 911-R is coming to Australia, it is in small numbers, and already sold out. Its $404,707 price tag not deterring those lucky Porsche enthusiasts who placed early orders.

Ultra High Performance Tyres of size 245 millimetres at the front and 305 millimetres at the rear are responsible for contact to the road. They are mounted on forged 20-inch lightweight wheels with central lock in matt aluminium.

Its 368 kW four-litre naturally aspirated flat engine and six-speed manual sports transmission places the 911 R firmly in the tradition of its historic role model: a road-homologated racing car from 1967. Produced as part of a limited production series, the 911 R (R for Racing) performed in rallies, in the Targa Florio and in world record runs. Like its legendary predecessor, the new 911 R relies on systematic lightweight construction, maximum performance and an unfiltered driving experience: this special limitededition model of 991 units has an overall weight of 1,370 kilograms and is currently the lightest version of the 911.

With its overall weight of 1,370 kilograms, the 911 R undercuts the 911 GT3 RS by 50 kilograms. Bonnet and wings are made of carbon and the roof of magnesium. This reduces the centre of gravity for the vehicle. Rear windscreen and rear side windows consist of lightweight plastic. Additional factors are the reduced insulation in the interior and the omission of a rear bench seat. The optional air conditioning system and the radio including audio system also fell victim to the slimming cure.

From a standing start, the rear-engined car breaks through the 100 km/h barrier in 3.8 seconds. In keeping with the puristic character of the vehicle, the 911 with its lightweight design is available exclusively with a six-speed sports transmission. Short gearshift travel underlines the active driving experience. The forward thrust of the 911 R continues to a speed of 323 km/h.




In technical terms the 911 R has a lot to show under the bonnet: the drive technology comes from the GT3 RS. All the lightweight components of the body and the complete chassis originate from the 911 GT3. However, with a view to road use, the body manages without the fixed rear wing. Instead, a retractable rear spoiler, familiar from the Carrera models, and a rear underbody diffuser specific to R models provide the necessary downforce. Front and rear apron come from the 911 GT3. The centrally positioned sports

exhaust system consists of the lightweight construction material titanium. Porsche logos on the sides of the vehicle and continuous colour stripes in red or green over the entire mid-section of the vehicle show the relationship to its legendary predecessor. So there it is, the Porsche 911 R. A lightweight hero car that is sure to become a classic like those that have gone before it.

Porsche 718 Boxster & Boxster S 20 years after the first Boxster made its debut, Porsche is restructuring its midengine roadsters. The designation for the new generation of models is 718 Boxster and 718 Boxster S.

S with the same equipment completes this discipline in 4.2 seconds (0.6 seconds faster). The top speed of the Boxster is 275 km/h, and 285 km/h for the Boxster S.

The two-seat convertibles are now more powerful, yet more fuel efficient. The centrepiece of the new model series is the newly developed turbocharged fourcylinder flat engine. The 718 Boxster develops 220 kW and 380 Newton metres of torque from its 2.0 litre engine, while the 718 Boxster S attains 257 kW and 420 Newton metres from its 2.5 litres of displacement.

The Porsche turbo concept is boosting driving performance while improving fuel economy. In the Boxster, the four-cylinder flat engine with PDK has a NEDC fuel consumption figure of 6.9 l/100 km. In the Boxster S, the 2.5-litre turbo flat engine with PDK consumes just 7.3 l/100 km. The completely new chassis tuning and stronger brakes provide for passionate and sporty driving pleasure while new 19-inch wheels are standard on the 718 Boxster S with 20-inch diameter wheels available as an option.

Thus, the new 718 Boxster models sprint even faster than before. The Boxster – with PDK and the Sport Chrono Package – sprints from zero to 100 km/h in 4.7 seconds (0.8 seconds faster). The Boxster

January - March 2016


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Story: Phil Kellett

The Porsche Crest – A Short History

The Porsche crest is today one of the most recognisable automotive logos in the world, but do you know how it came about? Perhaps surprisingly the Porsche crest owes its appearance primarily to Porsche’s head office location with the company’s headquarters being situated in Stuttgart for most of its history. Interestingly the city of Stuttgart was originally founded on a stud farm (a term used for a horse breeding farm, so “stud garden” in German is Stutt Garten, or Stuttgart). There are two schools of thought regarding how the original design came about. The North American’s subscribe to the following theory. In 1951 Ferdinand

Porsche’s son Ferry met with the American Porsche distributor at the time, Max Hoffman, who suggested that Porsche needed a strong logo for the American market to build up an awareness of the brand (initially there was no symbol on Porsche cars, only the Porsche name). The story has it that on the basis of this Ferry sketched a design onto a napkin which he ultimately took back to Germany and adopted. The Germans have a different view. They believe the Porsche crest was designed by engineer Franz Xaver Reimspiess who worked with Ferdinand at the time to create a lasting company emblem. In either case a design very similar to what we see today was agreed and first came to the public’s attention on the horn button

of the 356 model in 1953, and then on the bonnet a few years later. The black horse in the centre is from Stuttgart’s coat of arms in respect of where the company was based. It was also intended to represent the company’s forward thrusting power and is very similar in design to Ferrari’s prancing horse (but that’s another story) while the antlers and red/black stripes are taken from the state crest of Wurttemberg, where Stuttgart is located. In essence the design has changed little in over sixty years suggesting that like their cars, Ferdinand and Ferry got it right first time.

January - March 2016


Story: Phil Kellett

A Splash of TLC One of our newest advertisers is Splash Car Wash based at Glen Osmond. Many of your fellow club members are already keen users of their services so I thought it was high time I caught up with the manager Tim Allison and found out what all the fuss was about. First impression was that these guys were busy, which in my book is always a sure sign of a successful business. Customer cars were plentiful and no sooner would the guys move one car through when

another would materialise to take its place. It was like when I’m doing the dishes at home, thinking I am almost done and the kids decide to do me a favour and bring all the residual plates, cups etc from their rooms to keep me going. Since I was already there I thought the least I could do was give my car the Splash treatment so I could comment based on actual experience. The guys working on my car clearly knew what they were doing and were always courteous

and careful with my little treasure. Another comforting feature of Splash is that unlike most car washes in Adelaide, Splash use fresh clean water from an onsite bore that is further treated and filtered before it gets near your pride and joy. After multiple washes, rinses and drying the Carrera came out a treat and as expected was a big improvement on what it was like when I arrived. Now these guys are no one trick pony and do way more than a simple wash and dry.

1-Pre wash and high pressure spray clean



2-Hand wash


3-High pressure rinse

4-Spring water rinse

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While-you-wait hand washing & drying Interior Detailing Polishing & Waxing Paint Correction Services Opti Coat & Gtechniq Paint Sealants Xpel, 3M & Premium Shield Paint protection films Leather Seat Cleaning, Repairs & Protection Stain & Odour Treatment Convertible Top Waterproofing Headlight Restoration Interior Steam Cleaning Preparation for Sale

Splash are particularly proud of their clear Paint Protective Film and have been wrapping and protecting cars longer than any other South Australian company. They consider it the ultimate paint protection solution and can protect vulnerable portions, or complete vehicles with a clear polyurethane film that is clear as glass and will protect your paint surface from stone chips, bugs, grime and almost anything else nature can throw at it. Exotic cars are a regular for this treatment but its protective properties are equally appropriate whether you drive a Porsche GT3 or a VW Golf. These guys are the real deal. Many of our members are already enjoying the benefits of the Splash experience, so do drop in and have your car pampered while you sit back, read the paper and enjoy a coffee in the Splash café.

January - March 2016 5-Blow dry

6-Hand dry

7-End result, lovely


Story: Barbara Langford Photos: Bob Taylor – (bobteee.webs.com)

Make Mine a Long Black




January - March 2016


It was two days before the end of the year in 2015. My husband Steve had been on the lookout for a new car for quite a while and had spent many months researching, reading, and test-driving various cars before making up his mind. He asked me to come with him to look at a car that he was considering. When I saw the magnificent red Cayman GTS in the showroom window I knew that it was something very special and I was thrilled to think that Steve might buy it. We were at the Porsche dealership in Adelaide and caught up with Dale King, the Sales Manager. Dale once sold me a second hand Mercedes CLK AMG and he greeted me like an old friend when he saw me with Steve. During our conversation about the Cayman I think I said something off the cuff to Dale like “This car doesn’t come in a 4 door model does it?” Now let’s be clear, I was definitely not thinking of buying a new car. I was only a year into driving an Audi A5 at the time and apart from the annoying fact that having two doors was sometimes a bother, I really loved my little white car. We were here to buy Steve a car. However, without missing a beat, Dale led me outside to meet my ‘next’ car. “Take it home overnight” he said. Now this man surely knew me well. I can’t tell you the first thing about the engine or the torque




or the steering system but I sure know the smell and feel of leather, the pleasure of the seat warmers, the shape hugging feel of the seats and the clever placement of cup holders. I loved the lines of the car, I loved its smooth handling and I even found myself feeling quite smug as the Panamera raced ahead of everyone at the traffic lights. Trying to find a reason not to like it, I reminded myself of my strong conviction to never buy a black car. However… when I gazed at the car in the light of the next day, it became clear that ‘black ain’t black’ at Porsche. This black beauty had blue sapphire glints that sparkled like diamonds. Needless to say, two hours before closing time on New Years Eve 2015, Dale became a very happy man! Steve bought his lovely Cayman GTS and I bought myself a beautiful new Porsche Panamera. A few months later I completed an Advanced driving course at the Porsche Driving Track at Mount Cotton in Queensland. It was here that I gained a true understanding of the amazing capabilities of the Panamera and it was here that I was pushed outside my comfort zone and finally learnt how to drive the car in a way that it deserves.

Since then I have driven in the Adelaide Classic and just recently at this years Targa Tasmania event, where my Panamera was again pushed to its limits. I love my Panamera and I simply ignore those who snigger at my coordinated black and white cushions placed ever so perfectly on my backseat ‘lounge’.

January - March 2016





0418 891 466

January - March 2016


Story: Kym Obst Photos: Bob Taylor – (bobteee.webs.com)

Mallala Sprint – Drivers Guide

brackets). In most Porsche models this can be easily attached to the passenger seat bracket. 2/ Tow hook. The one provided by Porsche, with your car is approved.

The committee has become aware that we have a number of members who would like to put their motorsport toe in the water and explore their cars full potential at a PCSA Super Sprint, but are unsure about how to go about it? Well hopefully this guide will help to demystify the process for you, and show you that it really isn’t that difficult to get your Porsche onto the Mallala race-track to live the full Porsche ownership experience. There are very few changes required to your pride and joy to be able to take it on the track. The requirements are slightly different to track days run by other organisers as PCSA chooses to run its events under the CAMS umbrella for motor sport activities. This ensures maximum safety and that operations are always at the peak level for Australian motorsport. Minor changes required to your car, are as follows: 1/ Fire extinguisher (a) Must comply with AS1841 (b) Must be of 900 gram capacity and must be securely fastened and easily accessible (PCSA recommends metal 26



3/ Dorian timer. NB, only required if you wish to be timed. You can hire one for the day, or buy, at cost from the club. Fitting one to your car can be done using a sock & tape, so no holes need be drilled. 4/ Blue triangle. A blue triangle sticker to indicate the location of your cars battery. These can either be purchased or cut by you. Other considerations…. Helmet: You will need an approved helmet i.e. it must comply with AS1698. Please note drivers of open cars must wear ‘Full Face Helmets’ that protect the face and eyes. Motorcycle helmets do not usually comply. Clothing: Drivers must present for scrutineering and wear while competing, the following items. (a) Non-synthetic ankle to wrist to neck clothing. NB, a pair of jeans & long sleeved cotton shirt are OK. (b) Suitable closed footwear. NB, thongs, sandals and high-heels are not acceptable. Drivers: PCSA Club Membership (a) All entrants in Club sporting competition must, on the day, be current

financial members of the PCSA. This can include PCSA associate members, who maybe ‘non-Porsche’ owners and members of other clubs. CAMS Licence: To be eligible to compete in Club competition events run under CAMS a member must hold a current CAMS Level 2 or 2S licence or superior. You can get a CAMS licence for the day, or a year, and an LS2 licence has no special requirements to be met. Cars: No more than two drivers may nominate in any one vehicle. Entry fee: PCSA charges an entry fee of $200. For this you get a well run, safe Sprint Meeting, protecting the investment in your Porsche. There will be a maximum of 10 cars on the track at any one time. Many other sprint meetings run at Mallala have up to 25 cars on the track at any one time. The committee decided long ago that it wanted to provide a safe environment on the track for our member’s, and their cars. What’s the format of the day? The racetrack is a very safe place to drive your Porsche at speed to experience the excellent handling and braking capabilities of your car. Timing: If you do want to get timed, it is like a game of golf…you are competing against yourself, i.e. your own times. You will find your times will come down, as you gain confidence in your driving ability and

the cars handling and braking etc. Should you wish to be timed you will be provided with a handicap that will be used until you beat that time, which will then become your new handicap. Original handicaps are set using the power to weight ratio of your car. The day is run in the following way, starting at a round 8:30am. Sign in – are you a financial club member and do you have a suitable CAMS licence? Remember you can purchase a CAMS Licence for the day, on the day if you prefer. The cost of this is $25 for the day. Scrutineering – here a list checked off. Helmet, does it comply with Australian Stds., remember a full face helmet is required for open top cars. Fire extinguisher, is it fitted and does it comply? Brake lights checked? Tow Hook fitted? Any loose items in the car or boot(s)? Seatbelt ,in good condition? Tyres, in good condition? Driver training – is available if anyone who wants it. This is great opportunity to go out as a passenger with an experienced driver and look at their lines, braking points etc.

Parade Laps – are available for a small fee ($20) and you can take a passenger with you and drive at 80%. Both you and your passenger must be wearing a helmet and suitable clothing. Driver briefing – compulsory for all drivers. Grouping – you will be put in a group of cars/drivers with similar lap times to yours or your handicap. As the day progresses, each group sorts themselves out, so that each driver can move to the best position for their lap times on the day. Practice laps – 2 X 3 laps plus 1 start/ finish lap. Timed sessions – 3 X 3 laps plus 1 start/ finish lap – these laps count towards the club championship. Untimed sessions - There can also be a group for untimed sessions if required on the day. This follows the same format as the timed groups. At the end of day, a 6-lap session for practicing lines, braking etc. may be added if time permits.

What if you don’t want to put your car on the track? You can also help out in the following ways: Formup/pitwall (two people required at each sprint meeting) Flaggies (three people required each sprint meeting) Starter (one person required for each sprint meeting) In summary, there is very little to do to your car other than the fire extinguisher and I think we should all have one in our cars anyway. Then it’s a matter of a CAMS licence (for the day or year), entry fee, bring along a helmet and wear the appropriate clothing on the day. What’s left is then to have fun and enjoy and explore your car in a safe environment. You will also enjoy the company of fellow members who enjoy the Porsche Marque. If you have any further questions, please feel free to contact, Norm Goodall, (Motorsport Director, PCSA), Geoff Crowe (VP, PCSA) or myself. Our contact details are listed under contacts on the club web site and in the club magazine. Cheers for now, and I hope to see you on the track soon. Kym

January - March 2016



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Story: Steve Langford Photos: Bob Taylor – (bobteee.webs.com)

Pavement Pounding Panamera

7th February 2016

Sunday 7th of February was one of those perfect late Summer days in Adelaide. A cool, breathless morning with the promise of a warm, sunny, blue-sky day and later moderating breezes. I had entered my wife’s beloved Panamera Diesel in the Supersprint with some trepidation and much protest from her as Barbara had only had the Panamera for just over a year. It is the last of the 185kw diesels before Porsche upgraded them to the wheel-standing 220kw version! I arrived at Mallala around .8:15am with nervous expectation and anticipating that I was late, but I found I was one of the early comers. Time to get some bearings and select a park on the grass in the paddock away from the garages , not wanting to cause affront to any of the “real” Porsche drivers. The ever-reliable Norm Goodall had been up early and driven from his Hills hideaway to set out the marshall points and be ready to help with paperwork by 8:30am. Enough “volunteers” had been rounded up for flag duty to run a Supersprint rather than Time Attack with the promise of some “hot laps” before the real action started. Paperwork done the Panamera faced the hurdle of scrutineering. The boys at the Porsche Centre had been over the car a week before and neatly installed the requisite fire-extinguisher in an elegant frame just under the front of the passenger’s seat. Barely noticeable I thought. “That comes out straight afterwards” said Barbara. Oh, and her other stipulation was that the black and white striped bordello cushions were to stay on the back seats. No problem, scrutineering were sure to demand their removal - except for our attention being diverted to the discovery of the battery position deep beneath the cargo bay floor so we could accurately place the blue triangle battery location sticker! Scrutineering done and set to go. I found I had time left to wander around and check out the wonderful array of machinery present, Porsche and otherwise. Everyone was happy to talk about our shared passion for things fossil-fuelled - and no doubt electric too in the near future. Mallala, normally fairly bleak, was very much alive and vibrant with the MG club running a ‘come and try’ motorkhana day on the skidpan, away from the track. The grass on the spectator mounds was lush and green, Mallala having generally escaped the ravages of the recent devastating fires in the area.

Practice session first and the Panamera was rightly at the back of the last (?slowest ?) Porsche group. I was happy with that. I was there to get a bit more of a feel for the big car before Barbara and I take it to Tassie for the Porsche Targa Tour in April. Another bit of fast talking on my part to convince Barbara that it will be a lovely scenic holiday in the Apple Isle. Perhaps I should have been a car salesman after all. On track was definitely a steep learning curve for me but no matter how badly I drove, the Panamera continued to valiantly recover from my deficiencies. I had thought of circulating with my white helmet, cream leather gardening gloves, air conditioning on full and Queen’s Bohemian Rhapsody at full blast but the Stig I am not. Every corner proved a challenge at various and numerous stages throughout the day, none more so than the Northern Hairpin which the Panamera would approach at 180kph. Trying to pick the right braking point here proved my nemesis time and again. My respect for the big Panamera grew throughout the day, especially for the brakes which showed no sign of fade despite being progressively relied upon more and more each session. The day went quickly and obviously efficiently as all the competition sessions were completed early allowing those who wished a bonus 6 noncompetition timed laps. The drive home offered time to contemplate and analyse mistakes (many) and how to improve (give the car to Jim Richards to shave 5 seconds off a lap). What it’s about really though is competing against yourself, enjoying whatever car you’re in and trying to maximise your potential with that car. I felt happy that the Panamera, a big, black, 2 tonne luxobarge with a low revving oil-burner up front driving fat rear wheels and masquerading as a Porsche, had indeed briefly dropped its disguise to reveal its deeply rooted DNA. A few days later nobody was more surprised than me to see the results as I finished in first place. No doubt generous handicapping helped greatly in the mystery of the final calculations. The trouble now is that I want to try another Supersprint in the Panamera to see if I can improve half a second a lap, but I think that it might take a bit more than fast talking on the home front to prise it away next time. So, if you think your Porsche is not right for the track, I would counter, if it’s a Porsche it would be in its natural habitat. Join in the fun and get the most from your pride and joy.

January - March 2016


Story: Marty Ewer Photos: Phill Kellett

Spin Cycle Super Sprint

7th February 2016

Roger Paterson closely followed by Greg Limbert and Graeme Cook

Sunday was a hot sunny day with an estimated top of 34°C. When I arrived at the track many club members were already busily getting their cars ready for the sprint. I was surprised to see Steve Langford with his new Panamera Diesel as I thought the big car would be out of place on the track, but I was proved wrong. Graeme Cook had his orange IROC 911 out and Keith Wong was preparing his 997 series 2 GT3 Cup Car. I had heard that Adam Trimmer had sold his GT3 road car and had purchased a 997 series 1 Cup Car. Adam looked very professional, even providing shade for his team. Phil Jaquillard arrived with his beautiful white 991 GT3 road car. Phil recently took me for a run in his new car and I was incredibly impressed with its power and electronics. It just kept hanging onto the road no matter how hard Phil pushed. I headed into the officials room to be greeted by Norm Goodall with a large photograph of his car up on 2 wheels behind him (The same photo seen on page 25 of our last issue: ED). I thought Norm was promoting his driving skills but apparently a club member, Ray Clements, had taken the photo and given it to him as a gift. Roger Paterson was soaking up the sympathy as he told anyone who would listen about his dreadful recent shoulder injury. Roger, whose motor sports career has seen more crashes 30



than the Greek stock market, has been uninjured on the track but to the concern of all club members has taken up the dangerous sport of push bike riding. Roger was recently involved in a very nasty cycling accident in which he broke his left clavicle and sustained a pneumothorax. Roger, using a line that sounded reminiscent of what he told various stewards over the years, said the accident was someone else’s fault and that he was the innocent victim! Far be it for me to determine who was at fault but the result was that Roger was badly injured and he required the services of one of his surgical colleagues to insert some metal work into his shoulder. Apparently Roger had not been fit enough to return to operating but he declared himself fit to drive a race car! Brett Sunstrom looked very capable behind the wheel of his 911 IROC car. Brett’s family has a long association with motor sport. His grandfather raced Speedway at Rowley Park and his father also raced Speedway. I was very impressed with the 2 teams running the Cup Cars. On the starting grid I could not help but notice that both Keith and Adam had people fanning them as they sat in their highpowered cars. Both of them had a number of people in their teams and I was reliably told that someone had seen Formula 1 motorsport engineer Ross Brawn behind a computer in

Keith’s trailer! Adam Trimmer didn’t have any F1 engineers but he had his wife, Christine, doing most of the heavy work whilst Adam gave instructions and offered her encouragement. Adam’s 6-year-old son, Riley, seemed to have a much better grasp of “IT” issues than Adam, and Riley seemed quite at home analysing Adam’s Motec data. The day had a very equestrian feel once people started venturing out onto the track because of the amount of circle work cars were doing. Former club Champion, Norm Goodall had a Barry Crocker of a day doing more spins than a roulette wheel. Norm was not alone because a number of other drivers had driving experiences that were worse than a Shakespearean tragedy. All will be revealed shortly! Keith Wong and Adam Trimmer headed out first in the quicker cars. They were followed by a Nissan GTR (which appeared to be held together with race tape) and I followed the Nissan GTR. Whilst the fast Cup Cars were in clear air I sensed I was in for a difficult time because I could barely see the track with the amount of smoke and oil pumping out of the Nissan. In fact the car was spewing so much oil that I thought it would cause the Brent crude spot price to skyrocket! Fortunately, the car returned to the pits and I could once again see where I was going. With the Nissan gone

Phil Jaquillard pulled up next to me on the starting grid. Once we got going, Keith Wong unfortunately spun on the exit of turn 5 and managed to get off the track just before I was about to plough through his driver’s door. Adam Trimmer looked very much at home even thought it was only his second outing in his Cup Car and this was even more impressive because he was on an old set of slicks (yes I know everyone says they have used their slicks 10 times and that the only thing left is the carcass). Adam’s driving was bright and entertaining but unfortunately he had clutch problems and had to retire the car after the first sprint. Graeme Cook was having problems with his 911 IROC car and I heard him addressing his car using some very colourful language. Graeme had a mixed day including one very slow lap and a couple of dnf’s. He commented that he was used to losing the car on corner exit but was not used to losing it approaching the corner as he was with this car. Peter Mayer was another driver who was having difficulties. He explained to me that he was preparing for a tarmac rally and therefore was running harder compound tyres on the front. Unfortunately, this created bad under steer and Peter had difficulty keeping his beautiful 997 GT3 RS on the bitumen. His times suffered accordingly.

the spectators on the mound as he entertained them with a 720° spin. In case you have not noticed, Norm does not like to spin, and when he was once again heading in the right direction he was so frustrated that he put his boot into it at turn 2 and completed another 270° spin! Damien Anderson, in his WRX had a couple of huge moments at turn 5. Early in the day he ran out of brakes and decided to use his hand brake. Using the hand brake at turn 5 is not recommended and not surprisingly it did not end happily for Damien. Not to be deterred, Damien tried another unorthodox way of negotiating the Northern hairpin and on this occasion he did a 360° spin in the dirt and raised such a cloud of dust that his vehicle could barely be seen. One club member inspected his car when it returned to the pits and commented “it’s got so much dirt in it, it looks like a chook house.” I don’t think Damien will make F1 but based on what I saw, he has a very bright future in earth moving! It is difficult to know why so many club members spun on the day but one person suggested that some drivers had their air conditioning going and the air conditioning was dropping water on the track. This is a possible explanation although I cannot understand why you would have the air conditioning going on the race track when you want every bit of power going to the wheels.

than Graeme all day, and given that he was still having some difficulties controlling his orange 911. None-the-less, I thoroughly enjoyed watching Graeme’s entertaining way of negotiating the track although I was pleased to get by without exchanging any paint. As the day came to an end drivers put their cars on trailers ready for the journey home, or at least most drivers put their cars on themselves but I noticed Roger Paterson sought assistance from the officials, Bob Temby and Robbie. Roger’s car is not the easiest to get on the trailer and there is quite a bit of physical work needed to ratchet the car onto the trailer. Roger had Bob on the ratchet doing the heavy lifting whilst Roger gave the instructions. Bob pointed out that Roger was not fit enough to do this task himself due to shoulder surgery 2 weeks earlier. I know the officials always do a great job but I thought this was going above and beyond the call of duty. Well done Bob and Robbie. The results revealed some excellent performances. Congratulations to Steve Langford who won the day emphatically and entirely justifiably in his Panamera diesel. Brett Sunstrom came second in his 911 IROC race car and Anthony Sullivan finished third in his Boxster, driving with metronomic consistency. Roger Paterson deserves a special mention for coming fourth only 2 weeks after shoulder surgery. All of the first 4 drivers achieved PB’s and therefore they all got bonus points. Well done! Thank you to the club officials for arranging another fabulous club sprint and on behalf of club members I warmly thank the officials and flag marshals who gave up their valuable time so we could enjoy another wonderful day at the track. Your efforts were much appreciated by all.

Other drivers continued with the equestrian feel to the day. Emanuel Palyaris, in his 1973 911 RS did a very tidy 360° spin on the bitumen at the southern hairpin. Ross Richards wanted to join in the fun and I am reliably told he headed off the track to mow the grass with his 911 at turn 2 and he repeated this at turn 8. Matt Curyer turned his 964 around at the Northern hairpin. Norm Goodall experienced a compression lockup at turn 7. Powering through turn 1 Norm appeared to be waving to

As the day progressed Roger Patterson developed a loose rear shock absorber. He spent a considerable amount of time under the car at lunchtime trying to tighten the offending shock absorber without luck. In typical Roger fashion he decided to soldier on despite his injured shoulder and parts dropping off his 911 RS and what is more he circulated very quickly. The day finished with a 6 lapper. Graeme Cook saw fit to go out in front of me, which presented some challenges given that I had been quicker

Adam Trimmer. You would be happy too if you had a new car to play with

Adam Trimmer’s new car with Brett Sunstrom and Graeme Cook looking on

Darien and son prepping the car with Ray Bessell’s Cayman S looking on

Can’t miss Peter Mayer’s GT3 RS

Anthony Sullivan took out a fine 3rd place in his BoxsterCayman S looking on

Dave Allen’s 991 Carrera S

Emanual Palyaris with his lovely 1973 911 RS

Keith Wong’s GT3 Cup

Mark Coupe enjoying the moment

January - March 2016


Marty Ewer’s 997 GT3

Matt & Daryl Curyer shared driving duties in the 964 32



Sprint #4 - 7th February 2016 Place Num Driver 34 Steve Langford 1 72 Brett Sunstrom 2 10 Anthony Sullivan 3 51 Roger Paterson 4 3 Marty Ewar 5 95 Greg Limbert 6 50 Tony Keynes 7 96 Mark Coupe 8 84 Steve Thiele 9 32 Phil Jaquillard 10 15 Kieth Wong 11 7 Matt Curyer 12 66 Scott McGuiness 13 9 Darien Herreen 14 74 Dave Allen 15 77 Ray Pryor 16 91 Emanuel Palyaris 17 57 Daryl Curyer 18 19 Ross Richards 19 70 Norm Goodall 20 71 Ray Bessell 21 45 Peter Mayer 22 62 Adam Trimmer 23 99 Graeme Cook 24

Car Panamera diesel 911 IROC Boxster S 74 911 RS 997 GT3 997 GT3 Boxster S 928 997 GT3 991 GT3 GT3 Cup 964 991 GT3 911 SC 991 Carrera S Spyder 911 RS 964 996 911 SC Cayman S 997 GT3 RS 997 GT3 Cup 911 IROC

OTHER MARQUES 42 Matt Knighton WRX 39 Eric Lampard WRX Jacobus Van de 18 Mere HSV 52 Grant Parkyn M3 43 Tania Langcake WRX 11 David Harris WRX 12 John Shaefer WRX 40 Matt Longhirst GTR 92 Damien Anderson WRX

Lap1 Lap2 Lap3 1.2696 1.2744 1.2846 1.1753 1.1707 1.1670 1.2445 1.2466 1.2380 1.1810 1.1755 1.1764 1.1630 1.1647 1.1766 1.1840 1.1827 1.1839 1.2149 1.2304 1.2298 1.2486 1.2559 1.2445 1.1851 1.1851 1.1925 1.1712 1.1657 1.1657 1.1167 1.1183 1.1183 1.2397 1.2420 1.2431 1.1872 1.1823 1.1963 1.2398 1.2327 1.2314 1.2012 1.2003 1.1993 1.2509 1.2468 1.2501 1.1990 1.2460 1.2003 1.2406 1.2348 1.2256 1.2218 1.2358 1.4972 1.2315 1.3561 1.2351 1.2605 1.2582 1.2718 1.2218 1.2157 1.1995 1.1361 1.1322 1.1325 1.1787 1.1909 1.2048 RED=New Handicap

Lap4 1.2742 1.1716 1.2438 1.1944 1.1662 1.1965 1.2193 1.2515 1.1889 1.1681 1.1195 1.2342 1.1807 1.2212 1.1953 1.2584 1.2041 1.2240 1.2325 1.2342 1.2891 1.2148 dnf 1.2248

Lap5 1.2735 1.1707 1.2385 1.1767 1.1622 1.1886 1.2217 1.2553 1.1900 1.1688 1.1141 1.2313 1.1793 1.2212 1.2049 1.2566 1.2034 1.2457 1.2243 1.2437 1.2937 1.2089 1.3512

Lap6 1.2723 1.1682 1.2467 1.1715 1.1624 1.1806 1.2215 1.2518 1.1916 1.1641 1.1197 1.2303 1.1751 1.2347 1.2063 1.2536 1.2850 1.2281 1.2220 1.2361 1.2734 1.2088 dnf

Lap7 1.2868 1.1684 1.2377 1.1806 1.1600 1.1924 1.2114 1.2527 1.1908 1.1681 1.1222 1.2329 1.1811 1.2390 1.1987 1.2523 1.2010 1.2331 1.2212 1.3813 1.2754 1.2049

Lap8 1.2830 1.1671 1.2517 1.1779 1.1663 1.1970 1.2183 1.2548 1.1880 1.1688 1.1133 1.2372 1.1811 1.2413 1.2035 1.2495 1.1985 1.2331 1.2223 1.2349 1.2793 1.2238

Lap9 Points Bonus Total 1.2817 100 5 105 1.1762 97 92 5 1.2470 90 85 5 83 1.1777 78 5 71 1.1599 71 1.1986 66 66 60 1.2285 60 1.2477 55 55 1.1962 50 50 45 1.1641 45 41 1.1144 41 37 1.2272 37 1.1816 33 33 1.2360 30 30 1.2090 26 26 1.2484 23 23 1.1914 20 20 1.3800 17 17 1.2301 14 14 1.2374 12 12 9 1.2956 9 1.2121 7 7 0 0 1.1802 1.1875 dnf 5 0 5

1.2324 1.2342 1.2275 1.2368 1.2236 1.2296 dnf 1.2615 1.2435 1.2469 1.2363 1.2581 1.2398 1.2335

1.2307 1.2327 1.2551 1.2453

1.2490 1.2519 1.2925 1.2895 1.2216 dns dns

1.2414 1.2451 1.2503 1.2573 1.2833 1.2888 1.2874 1.3069 1.3076 1.3008 2.0658 dnf 1.3326 #DIV/0! #DIV/0!

1.2485 1.2603 1.2907 1.2752 1.2334

1.2491 1.2512 1.2808 1.2881 1.2392

1.2618 1.2613 1.2752 1.2917 1.2211

1.2568 1.2606 1.2916 1.2900 1.2314

1.2507 1.2507 1.2584 dnf 1.3027 1 1.3553 1.3031 1.2414 1.2071

The ever present Ross Richards

Tony Keynes Boxster S

Norm Goodall with a strong Martini

Phil Jaquilard’s 991 GT3

Ray Pryor, just happy to be here

Scott McGuiness 991 GT3

Steve Langford took out a surprising but worthy win in the mighty Panamera diesel

Steve Thiele’s GT3

WRX, 4WD, dust storm. Tick

January - March 2016


Story: Greg Keene Photos: Greg Keene & Bob Taylor – (bobteee.webs.com)

IROC Porsche Racing and IROC Challenge Series (Australia) 20th February 2016

In October 1973, twelve of the top drivers in the world were invited to compete in IROC, the International Race of Champions. A series of four races in which all variables (cars, modification and fine tuning) had been equalized so what remained was the courage and skill of 12 great champions representing racing over four major branches; Formula One, USAC, NASCAR, and SCCA. The car selected by race organizers Roger Penske, Les Richter and Mike Phelps was the 1974 Porsche Carrera RSR 3-litre racecar. Fifteen identical Porsche Carrera RSR 3-litre race cars were ordered from the Porsche




Factory in Germany. There, IROC personnel identically prepped the cars for shipment to California where all maintenance and final tuning was done by IROC Porsche mechanics. The IROC cars above were driven by legendary drivers Mark Donohue and Peter Revson. While the IROC Series continued on for many years with other makes, the “IROC 3.0 RS Porsche” became one of the most iconic and replicated of all the racing Porsches. The IROC Challenge Series (Australia) is the brainchild of Rowan Harman (Motoring Events Management) and is modelled on that successful one make US series. It offers

competitors the opportunity to compete in a structured race series in cars that mirror the IROC 911 3.0 RS in appearance, coupled with Sporting and Technical Regulations that have been developed with affordability, reliability and parity as prime targets (ARP). The IROC Specification Porsche is not a new Category of automobile on the Australian motor sport scene. All IROC Specification Porsches’ must comply with CAMS’ 2nd Category Group 2B - Marque Sports Cars, coupled with IROC Regulations allowing the IROC Specification Porsche to remain eligible for a variety of racing disciplines, not just the IROC Challenge Series.

The IROC Specification is to allow widely available and affordable components, many of them “off the shelf”, to be incorporated into a 911 race car that, visually, will replicate the iconic Porsche racecar of the 1970’s, the IROC 3.0RS. The IROC Specification Porsche provides for a race car and Race Series that has stable regulations and cost containment. The car pictured above was built by Stuart Martin at Buik Motor Works for Greg Keene and Amanda Sparks to race in IROC. So far there have been 3 race meetings in 2015 (Mallala, Winton and Phillip Island) with

Sven Burchartz taking out the Championship. In 2016 we have had only 1 race so far (Mallala) with Greg Keene winning the weekend. The next event will be at Rennsport (Sydney Motorsport Park) late April. Competitors with IROC Porsches include Sven Burchartz and Rowan Little (Vic), Graeme Cook, Rob Black, Greg Keene, Rory O’Neill. A number of other competitors have raced with “Invitational” cars which do not fully meet the specs. At Rennsport we expect 2 new competitors from Queensland and possibly several others.

The Australian IROC Challenge Series is a fantastic opportunity to race older Porsches in a friendly low cost setting. This year we are running 2 State rounds at Mallala, Rennsport, one round in combination with Touring Car Masters V8 Supercar round at Queensland Raceway and a Sports Car Masters round at Winton. Come and Join us!

Graham Cook

Greg Keene

Rowan Little

Rory O’Neil

Sven Burchartz

January - March 2016


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

Master of Mallala

20th February 2016

Adam Trimmer closely followed by Keith Wong

The first round of 4 in the Master of Mallala race series was held on a typically hot February day and attracted over 100 cars in various categories with many Porsche Club members competing. Our sports car category was run with sports sedans and the IROC series making the grid very interesting indeed. There were Porsche Cups, IROC spec Porsches, 993RSR and 2 TCM spec cars mixing it with a couple of highly modified Mazda RX-7’s and a VG Valliant in the 15 car field. The day consisted of qualifying and 4 races, including one night race which began after 9:00pm. Unfortunately the IROC spec cars didn’t contend the night race due to the fact that they don’t run headlights. Apart from myself and Emanuel, making our racing debuts, the field was full of talent and experience. Michael O’Donnell, fresh off a year competing in the Australian GT championship, showed that he’d really developed his skills in his 997 Cup car, taking out pole position and all 4 race wins for the day. Keith Wong and Jason Palmer had a mixed day. Both suffering issues with their cars. Keith set his qualifying time on very low fuel, clearly looking to run the car as light as possible. Once he’d set his time he 36



just pulled on to the grass along the back straight for some reason… Keith went on to take out 2nd in race 1 but in race 2 he suffered an annoying coolant leak which was remedied with the expert help of his crew, Peter Brunnthaler, and he was back out for the remaining races. Jason qualified his beautiful 993 RSR ahead of the IROC crew & battling it out with a pair of seriously fast Mazda Rx-7s. At one point I noticed that one of the Mazda’s had managed to pull alongside my 997 Cup car just before the kink, which was testament to just how quick they were! Jason showed a clean pair of heels to all of the IROC cars in all races. Unfortunately in the night race he broke a ball joint and retired the car just 10 meters before the finishing line. Looking back though, he was quite lucky that it let go in a relatively slow part of the track, keeping damage to a minimum. A big thanks to Jason by the way for provided me with some valuable tips throughout the day. Don Costello qualified among the slowest times in the field, but managed to carve his way up through the field in all races. Well done. Emanuel Palyaris qualified well, right amongst the more powerful IROC cars. Clearly enjoying his first race experience

he managed to post times in the 1:18’s for the first time. Great effort. Both Emanuel and I relished the opportunity to go door handle to door handle with some of the best and most experienced racing drivers in the club. We enjoyed a damage free weekend and are looking forward to the next round. I found the standing starts and the first lap the most difficult things to master. The standing start is a fine balance between too much wheel spin and stalling. Wheel spin was by far the preferred mistake off the line. I eventually improved launching the car but am a long way from the speed at which Michael O’Donnell was consistently achieving. I found his first lap speed on cold tyres amazing. Obviously a skill that he’d honed in Australian GT. I’d especially like to thank Michael and Keith for sharing their experiences through competing in national championship races. The next round of the championship is a 2 day event on the 21st& 22nd of May. It’s a great day out for spectators to enjoy a vast array of racing cars, but in particular, Porsches! Hope to see you there.

Taking Pole and all 4 races, this is the view everybody had of Michael O’Donnell’s car

Adam with his game face on

Amanda Sparks

Don Costello

Emanuel Palyaris

Michael giving his brakes a workout in the night race

Jason Palmer

January - March 2016


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Never to old to party Old Porsches never die, they just get re-born, as can be seen by Jeffrey David and Grant Geelan’s entry in last years Scouts SA Rally. Jeffrey is from NSW and has been running his trusty 911 in the historic rally championship for some years now, and why not.

The 911 has a long history of success in all forms of motorsport, including rallying, and many classic 911s continue to hold their own in rally events around the world.

January - March 2016


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

Porsche Power at Clipsal

3rd - 6th March 2016

Dylan O’Keeffe getting some serious air

Fraser Ross showing a little of what lies beneath




Greg leads Amanda into turn one

Rory doing battle with the mighty GTHO

Well the Clipsal 500 juggernaut has come and gone again for another year. The koalas can catch up with their lost sleep, the cyclists and runners can re-claim the parklands and the Adelaide City Council can pull everything down so they can start putting it all back up again early in the new year. Other than the main event itself, it was pleasing to see Porsches represented in three categories of racing over the weekend. We had the familiar faces of Amanda Sparks, Greg Keene and Rory O’Neil putting in a sterling effort in the Touring Car Masters Championship. Keith Wong was the sole South Australian representing Porsche in the Australian GT Championship, but he did have the company of Andrew McPherson from NSW to keep him honest. Of course in the Carrera Cup Championship we had 911’s as far as the eye could see, with our own Mike Almond claiming the top spot in race three to take out his first race win in the championship to date. Well done Mike, may there be many more. All the action was captured beautifully by Bob Taylor who has provided these photos for us all to enjoy. So enjoy!

Mike Almond. Victory is sweet Keith Wong representing SA in the Aust GT Championship

Mike Almond at work in the Carrera Cup car

January - March 2016


Story: Michael O’Donnell Photos: Michael O’Donnell & Bob Taylor

Michael O’Donnell - The Thrill of The Chase

Welcome upgrade from the venerable supercharged Commodore

Porsche Club to Porsche GT3 Cup Challenge Throughout university I had a model of a black Porsche 928 and a genuine Porsche keyring that were my motivation to study hard. Yet in 2009 I was driving a green 3.8 litre V6 Holden Commodore. It had no power outlet for my ipod, so I modified it. I then started thinking of what else I might modify. Soon I had the wheels off and engine stripped to the block more times than I can remember. I started to test it out at Mallala, and soon found I wanted more. I looked at who was running events at Mallala and saw the Porsche Club Supersprints, so I joined up. The PCSA members were very welcoming, despite my obvious handicap of not having a Porsche. My first Supersprint was a little daunting but a lot of fun. Initially the green car didn’t fare very well against the impressive array of hot Porsches. However after every sprint I further modified it. Many club members will remember the distinctive whine of the supercharger and the steadily improving lap times. By 2013 the little V6 auto was putting out over 335kw. The car was managing lap times of 1.17 but could not catch Marty Ewer and Roger Paterson in their beautiful Porsche 997 GT3’s. It was really inspiring watching those two gracefully lap Mallala at a pace that few cars could match. I came to realise that I would never really be satisfied with the green car. It was time to get a properly engineered race car. In late 2013 Fraser Ross was looking to upgrade his Carrera Cup car, so I bought his 997.1 that he had raced in the Cup Challenge that year. It was fun trailering the car back from Melbourne, but when I first started it, it scared the hell out of me. I hadn’t driven a manual for years, let alone a Carrera Cup car, but a few trusty PCSA Supersprints helped settle me into the car. 42



In April 2014 GT3 Cup Challenge Australia had a round scheduled for Mallala, so I got my Provisional race licence and entered. With a loan trailer and encouragement courtesy of Kier Wilson, I arrived at Mallala and unpacked alone, to some quizzical looks from the well equipped pro race teams. To my dismay, my home track advantage was not enough. The competition was very fast, fierce and unforgiving. One car rolled and was nearly destroyed on the Friday, and that was only in practice. I wondered, practice for what? It was nothing like a club Supersprint. That Saturday I did my first race ever. It was a 1 hour, 40 lap endurance event, run at night to make it more challenging. I survived but cannot say I enjoyed it. The Sunday morning race was marred by a multiple car crash around turn 3 that unfolded in front of me like a demolition derby. I managed to get through undamaged and finish mid-field. In the Sunday afternoon race I placed respectably in the middle of the pack. I had no plans after this but Mark Buik encouraged me to do more. I entered the GT3 Cup Challenge round at Winton in mid 2014, this time with adequate support from Buik Motorworks. I really enjoyed the camaraderie with the Buik team and the other drivers –Sam Shahin, John Karytinos and John McCorkindale. We had a particularly wet and muddy practice day. I lost count how many times I spun off and had to be towed out, but I did learn the routine. It starts with a short curse then rapid prayers to the Kitty-Litter God. If you have never heard of that god before, then race in the wet and you will surely find him. Winton Race 1 was another evening endurance race, with added rain to make it more challenging. I managed a top 10 finish, largely through attrition as others slid off the track in

the wet. I would have done better except for being overtaken illegally on a safety car restart. That made me cross and I started the Sunday morning race with the wrong attitude. I had a fantastic start but went too wide into some slippery stuff off the race line. It left no margin for error so when the cars ahead slowed up because of crashes ahead of them, I slid into the rear of Scott Taylor. The pair of us, together with some other cars that were having their own bingles, flew off the track and skidded across the infield. I got back on the track and took off again, but my radiators were smashed and it was the end of the race for me. The Buik guys did a fantastic job to get the car back on track for race 3. I started from the back of the grid, and being out of any chance of a podium for the weekend was not in the same mindset. When I found myself passing Greg Taylor with two wheels on the grass at 200, I decided to back off rather than risk more damage, but later in the race I managed to get past him cleanly. I learned a valuable lesson that day about risk management. The 2014 season closed with the Phillip Island round. The Island is a challenging track but I settled in, qualified well and did reasonably in the races despite blowing a clutch. In the final race I was fighting for 3rd place but was not able to get past a car that was very good at blocking. With 2 laps to go he blocked to the inside of turn 3 so I tried a pass around the outside. It worked but put me in the marbles. The car came unstuck and spun. I finished that race last, but was pleased that I had progressed from “surviving” to “competing”. It pointed toward bigger things in 2015.

Dirty day at Winton

Early days in the 997.1 Carrera Cup car

The V6 Automatic 335kw Commodore, that started it all

January - March 2016


Story: Michael O’Donnell Photos: Michael O’Donnell

Michael O’Donnell - Steps up

Michael O’Donnell

2015 Australian GT Season In 2015 I was fortunate to get the opportunity to drive my 2009 Porsche 997.1 Cup car in the Clipsal 500. I had to do a full season entry in Australian GT to get in. The logistics of 6 national and international rounds was overwhelming, but Ross Almond, Copyworld Racing Team and Buik Motorworks managed to find some space for me. My first run on the Clipsal track was daunting. The other cars were far more powerful and driven by experienced national/international level drivers. I lost count of the number of near misses of cars and concrete, but somehow set the fastest practice time in Challenge division. Qualifying was ruined by crashes and red flags, but I did quite well in the first race. In race two I hit some debris left on the track by Kevin Weeks’ GT40. With a spectacular burst of steam my radiator was punctured and I had to watch the rest of the race from the pits. Sunday Morning’s race was marred by a massive crash through Senna Chicane – the “3 million dollar shunt” as it later became known. Round 2 was the Phillip Island 101 for which Michael Almond had agreed to co-drive. Michael had been a great help up to this time and is a great trainer. We were both looking forward to the team effort but an ankle injury put him out. Mark Buik rang Jon McCorkindale who arrived from NSW so fast we reckoned he qualified on the way. In the race Jon drove brilliantly to have us in first place in division after 1.5 hours. We pitted for a driver change and fuel. Back on track I found my harness belts had let go. Fortunately we were under safety car conditions 44



and I was able to steer with my knee while using both hands to re-buckle my belts. Before I was ready the green flag fell and I quickly found myself in a pack of cars thundering down the straight at 270kph. I had no time to settle in to the job and worse, I hadn’t kept the tyres warm, which resulted in a lock up and flat spot of the front right. While I tried to nurse the tyre over the next hour or so it still progressively got worse and worse. The car was shaking so badly down the straight that it blurred my vision and it had terrible understeer, it was really struggling to turn left, which is a big problem on an anticlockwise circuit. Lap times were slow, but as darkness set in the finish was tantalisingly close, and we were in second place. With sheer relief we made the time-certain finish time – but no chequered flag? In my helmet radio I was dismayed to hear they decided to extend the race by 15 minutes. German GT ace Chris Mies, who had won the Nurburgring outright the week before was having a huge battle with Garth Tander and a pack of others in the top division. It was no picnic being in a car with a tyre about to come off, in the dark, with guys like that on the track. We survived to narrowly take out second place in division. I doubt the front right tyre would have made another lap. It was down to the steel belts in three places – almost the whole circumference. Frightening to think I was pushing 270kph down the straight with the tyre in that condition, lap after lap. Round 3 was the Townsville 400, which is like a mini Clipsal. In my division I came first in race 1, despite the heat and my coolsuit system disconnecting during the race. The in car footage showed me again driving with my knee while I used both hands to reconnect it

down the main straight at 200kph. Practice makes perfect I suppose! In the second race I was in the lead of my division when I overtook a higher division Lamborghini that I probably shouldn’t have - I was not directly racing him. A few corners later the Lambo hit my rear left and turned me around at the beginning of the main straight. The Townsville crowd loved it, but the tangle would cost me the round win. Round 4 was at Sydney Motorsport Park. During a practice day the week before, I took turn 7 a bit fast and spun at 160kmh. The car went off the track, across a grassy strip, more track, through the kitty litter and thudded into the tyre wall. I recovered to get back to the pits, where I was relieved to find that the damage was largely cosmetic. After a quick clean up, I was able to get another 2 sessions in before the end of the day. The following weekend my luck improved with a win in both races, including in the wet race 2. Sadly my garage mate, fellow SA driver Kevin Weeks, ended the round in hospital with his beautiful GT-40 destroyed. It left me as the only SA driver remaining in Australian GT. The Sandown 500 was next. During Q2 an AMG overtook me on the straight, and then with the

benefit of ABS brakes pulled up slightly quicker than I could. I was forced to go onto the painted kerb which resulted in a right side lockup and spin between the AMG and the Armco railing. I managed to miss each by centimetres and came to rest deep in the kitty litter off turn 1. Fortunately the car was undamaged and we were able to start Race 1 undeterred. About half way through I was dive-bombed by an Audi into turn 4. The hit was not very hard but it turned me around. Over the kerb my car became completely airborne, flying backwards toward the steel rail. Miraculously it landed and stopped a metre short of the Armco. I restarted the car and took off with a loss of only about 20 seconds to finish second in division. It made

spectacular TV highlights. The next race I was in second place in division with 5 laps to go when my gearbox gave up. Despite a DNF we still had a narrow points lead. Going into the final round any of the first 3 cars were well placed take out the season win. Highlands Motorsport Park in New Zealand is the most beautiful countryside and track I have seen. Australian GT shipped the cars over to NZ. Craig and Drew from Buiks were great support. We needed a win and a good finish to take out the season. Race 1 went brilliantly with good pace, aggression and control. We were in the lead with 10 laps to go when a blue flag from the Marshalls made it compulsory for

me to let some higher division cars through. One of them – another Audi - lost control as I was letting him by. The hit took both of us out. The DNF ended the season for us in third place instead of first, which was disappointing. Nonetheless it was a solid performance and my little Porsche 997.1 had survived a brutal year, intact. Many thanks to Buik Motorworks, the Almond family, Copyworld Racing and my sponsors, especially SHOAL Group and Bask Resort Gili Meno. Perhaps as a consolation, in NZ I was invited to co-drive for the winning Safe-T-Stop/Wall Racing team in the 2016 Bathurst 12 hour International. More about that another time...

Fortunately Michael avoided becoming part of this traffic jam at Clipsal Rd 1

Rd 5 at Sandown had its ups and downs

January - March 2016


Final round at the Highlands circuit NZ

Townsville hosted Rd 3 of the championship

Rd 2 at beautiful Phillip Island 46



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Story: Phil Kellett Photos: Ray Clements

PCNSW Bathurst Regularity 2016

: 25th – 27th March 2016

Chris Stanard’s one off 1993 RHD 964 RSR

Adam Trimmer



Darien Herreen


Mark Coupe

A small group of keen PCSA enthusiasts trekked over to the historic Mount Panorama circuit in March to join our NSW comrades for their annual Bathurst regularity event. Those keen competitors included, Darien Herreen, Adam Trimmer, Mark Coupe, Tim O’Daly, Amelia Eime and Graham Cook. There was one car though that really had people talking more than most, and that was Chris Stannard’s 1993 Porsche 964 RSR. This car is unique (1 of 1) as it is the only RSR ever produced by the Porsche factory in RHD. It is also the very same car that won the 1994 Australian Porsche cup championship for Geoff Morgan. A very special car indeed and credit to Chris for bringing this very valuable piece of Porsche history out for all to enjoy. As far as the event was concerned, Friday started out a little damp but the rest of the weekend served up perfect driving conditions. Other than Mark, who scrapped a wall but was able to continue, our crew had a blast in an event that I am sure many of us would love to experience. Maybe next year.


Tim O’Daly Amelia Eime

Graham Cook

January - March 2016


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

997 Technical Workshop

13th February 2016

Lovely 997 examples supplied on the day

Turnout was good, interest was high 50



Adrian Streather holds up covers for his soon to be release book on the Porsche 997

Daryl Bowler who generously donated his workshop for the day

On a fine Saturday afternoon in February a group of 40 plus Porsche enthusiasts congregated at the Willshire workshop for Adrian Streather’s latest technical workshop on the model 997 Porsche 911. Several things helped make this a special event for those present. Firstly the venue. We were very fortunate to have Daryl Bowler offer to hold the event at his spacious Willshire premises, which not only allowed us to easily fit over 40 people into the venue but also five magnificent 911’s representing the theme of the afternoon. Additionally Daryl provided a light lunch, a brief review of the comprehensive services offered by Willshire, a tour of the site and a few goodies to take away. Daryl and his team are clearly very experienced in the services they offer, which is evident in the quality of the materials, tools and workmanship on display around the workshop. If you need anything done to the interior of your vehicle, any vehicle, I couldn’t recommend any business higher. Secondly we had the full availability of a world renowned Porsche expert (and club member) Adrian Streather, to give us the low down on all things 997. When it comes to Porsche, and 911’s in particular, Adrian has a huge amount of knowledge locked up in his head, and in his books, that he is happy to share with fellow Porsche enthusiasts. Like the technical workshops that went before it, this one was full of interesting content, advice and facts that captured the attention of all those present. For example, did you know the 997 comes without two things that many of us may consider essential, a spare tyre and a dipstick for the engine oil. But on the plus side has one of the most reliable Porsche engines made to date. The third thing that impressed me was the quality of the cars provided as backdrops to the presentation. As you can see in the photographs they all look magnificent and really highlight how Porsche got it totally right with the styling of this car. A big thank you to Jim Pierson, Paul Heaft, Peter Mayer, Jim Kouts and Chris Baldwin for making their cars available on the day. Adrian will be releasing his latest book in the very near future, and it will cover all things 997. Based on the high regard held for his previous offerings this book will be a must for all 997 owners so make sure you get yourself a copy. Thanks again to all, including Peter Young and David Wiffen, who did a great deal of the behind the scenes work in pulling such a great event together. GT3 up close and personal

Facilities were perfect for the event

January - March 2016


Story: James Law Photos: James Law & James McCracken

Topiary Café Club Run 28th February 2016

Our Porsche club calendar kicked off this year with an early morning breakfast run beginning at the Tower Hotel and ending at the Topiary Cafe in Tea Tree Gully for breakfast. The weather was gorgeous and we had a great attendance, with 36 people happy to witness the sunrise and all keen for a drive. After a brief run description and reminder to look out for our 2 wheeled friends, we set off. It didn’t take long before we came across our first group of cyclists but thanks to a healthy dose of mutual respect on both sides, everyone made it passed with no dramas and we all headed up Norton Summit Rd and into the hills. Our drive took us along Marble Hill Road, though Montacute, down the Corkscrew




Road, Gorge Road and eventually back down lower North East Road to our breakfast destination for 9am. At the Topiary Café we all regrouped and headed inside for breakfast. Topiary had a lovely spread for us out on the front veranda and a good selection of different meals and drinks. By the time our meals arrived we had all swapped stories, with drive directions being a popular topic. Could it be my directions were a little off ? Never-

the less everybody made it to the venue safely, and in time for breakfast. That’s a success in my book. So come join us for the next run and share in the adventure. It’s a fun outing with a good meal at the end of it. What could be better?

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Story: James Law

Dinner at the Maid Hotel 29th January 2016

Our first 2016 Porsche club dinner was held at the Maid Hotel Stepney and despite an afternoon of wet and wild weather we had a great turnout of twenty eight members on the night. We all met up early for some pre-dinner drinks and chatted about what we had been up to over the Xmas and New Year’s break before sitting down to dinner. As always, the Maid Hotel looked after us well and organised a dining area to ourselves, which worked well. The only downside was having two TV’s close enough to see the Australian T20 cricket team crumble to India again. Great food and conversation was had by all. Looking forward to our next Club event.

Story: James Law

Tap Inn Hotel Dinner 11th March 2016

We had around twenty enthusiastic members in attendance at our Tap Inn Hotel dinner event on what was a rather warm and humid evening. The Tap Inn was a great venue with a quirky dining area and surroundings but this unfortunately resulted in us being spread across several tables. It was not an ideal situation but everyone soon found a table and settled in OK. We all met at the bar for a catch up and a couple of pre dinner drinks before dinner, which by all accounts was spot on. A few of us found a nice cool spot beneath a fan where we chatted about upcoming events and listened to Mark Haig’s amusing racing stories. At the end of the night I bumped into Ray Pryor who was looking for Joy, the options were the slippery dip or the pokies, I hope it was the latter but with joy you never know. All too soon it was time to leave and everybody headed off home after a very pleasant night out.




Story: Phil Kellett

Porsche Pop Quiz - Questions

Now we all like to believe we have a pretty good knowledge of all things Porsche, but do we? To test your true Porsche worthiness I have done a little research and come up with a selection of lesser known Porsche facts, some of which I am sure will seriously test your general knowledge. So have a look at the twenty questions below, see how many you know the answers to and then turn the page to see if you are on the money. If anybody gets all these questions right (without cheating) you are a true Porsche tragic and need to get out more. For the rest of you, I hope you learn something new. Enjoy! 1: What is the original link between Porsche founder, Ferdinand Porsche and hybrid vehicles? 2: What revolutionary grand prix cars did Ferdinand Porsche design prior to WW2 and why were they so successful? 3:Where was the very first VW Beetle assembled? 4: Name the manufacturer Ferdinand Porsche designed a world land speed record car for in the late 30’s. 5: What was the 360 Cisitalia and what was so special about it? 6: Where was the engine situated in the very first road going sports car made by Porsche? 7: Where were 356 production model cars initially built and what was so special about them? 8: Porsche built ten special 356’s a full year after production had officially stopped. Who were they for? 9: What was the originally intended name for the car we now know as the 911? 10: Name the legendary 1970’s race car that could in some respects obliterate modern race cars. 11: What year was the first Porsche Design chronograph watch developed and what was its most significant feature? 12: Globally, roughly how many races, in total, have Porsche race cars won? 13: What Porsche designed vehicle was produced from 1934 to 1963, and hint, it wasn’t a car? 14: Why were the first twenty five 917 race cars called “secretary cars”? 15: What was “Porsche designs” contribution to the Airbus A300 airplane? 16: Name the Porsche car credited with being the most technologically significant supercar of its generation. 17: What Porsche model was the first car in the USA to be fitted with a passenger side airbag as standard? 18: What is the link between Porsche and Harley Davidson? 19: How can Porsche assist at your next BBQ? 20: At which iconic circuit has Porsche held the ultimate lap record for over 30 years.

January - March 2016


Porsche Pop Quiz - Answers 1: What is the original link between Porsche founder, Ferdinand Porsche and hybrid cars? In 1899 Dr Ferdinand Porsche, then a young engineer at Jacob Lohner & Co, built the first hybrid car. The LohnerPorsche petrol-electric car used a petrol engine rotating at a constant speed to drive a dynamo, which charged a bank of accumulators. These in turn fed current to electric motors contained within the hubs of the front wheels which propelled the car. A total of three hundred Lohner Porsches were ultimately produced. Electrifying! If that wasn’t enough, this car was also the first to feature brakes on all four wheels.

2: What revolutionary grand prix cars did Ferdinand Porsche design prior to WW2 and why were they so successful? The Auto Union P (for Porsche). In 1933 Ferdinand Porsche was given the assignment by Auto Union to develop a sixteen cylinder racing car. In 1934, its first season, the new car not only set three world records but also won three international Grand Prix races as well as several hillclimb events. Ultimately it went on to become one of the most successful cars of the pre-war era. Its success was largely credited with the excellent driver line-up and the placement of the engine behind the driver, a concept well and truly the norm in open wheel racing today but revolutionary in its day.

3: Where was the very first VW Beetle assembled? The first cars were assembled in the garage of Ferdinand Porsche’s Feuerbach villa.

4: Name the manufacturer Ferdinand Porsche designed a world land speed record car for in the late 30’s. It was for Mercedes Benz and was called the Mercedes Benz type 80. It was six wheel drive and powered by a massive 44.5 litre Daimler Benz inverted V12, an increased displacement derivative of the aircraft engine used to power the Messerschmitt bf 109 fighter plane. In 1939 it had a projected top speed of over 750 kph but unfortunately with WW2 pending the project was ultimately cancelled, so unfortunately it never did get to complete a speed record run and show what it was truly capable of.

5: What was the 360 Cisitalia and what was so special about it? Cisitalia was an Italian sports and racing car brand. In the late 1940’s Ferdinand Porsche was commissioned to design and construct a full Grand Prix car for Cisitalia which led to the innovative but complex Cisitalia 360. With a mid engined layout and four wheel drive the Type 360 ultimately proved too expensive for Dusio to support and with the resultant owner’s lack of funding and a change to the rules it was sadly never raced.




6: Where was the engine situated in the very first road going sports car made by Porsche? Everyone thinks of the Porsche 356 as a rear-engined car, and most were, but the first prototype, 356/1, had the engine behind the driver but in front of the rear axle for better balance. It also won its very first race, a hillclimb event in Innsbruck.

7: Where were 356 production model cars initially built and what was so special about them? Production started in 1948 in an old sawmill in Gmünd, Austria, where approximately 50 cars were built. These cars were different to the later versions manufactured in 1950 at the Zuffenhausen, German factory in that they were made with aluminium bodies rather than steel as used in the later models.

8: Porsche built ten special 356’s a full year after production had officially stopped. Who were they for? The Dutch Police force.

9: What was the originally intended name for the car we now know as the 911? The Porsche 901. Unfortunately for Porsche the French car maker Peugeot objected to Porsche using any three digit number where the middle number was 0, asserting ownership of the naming rights in key markets, and having already sold many models with that scheme. In response Porsche replaced the “0” with a “1” and a legend was born.

10: Name the legendary 1970’s race car that could in some respects obliterate modern race cars. The all conquering Porsche 917 which depending on the series it was running in could produce over 820 kilowatts (1,100 hp) and could potentially run to 380 km/h plus. Powered by a flat 12 engine this is the car that gave Porsche its first overall wins at the 24 Hours of Le Mans in 1970 and 1971.

11: What year was the first Porsche Design chronograph watch developed and what was its most significant feature? The year was 1972 and its defining feature was that it was black. It may be hard to believe but before 1972 there were no black watches, so when Porsche Design introduced a chronograph in a black steel case with black bracelet it was a sensation. It was called simply, the Chronograph.

January - March 2016


bookkeepers, office people and secretaries. As a result, the first twenty five 917s are still referred to as “Secretary Cars.” The construction was so haphazard, that the team went back and reassembled all but two.

12: Globally, roughly how many races in total have Porsche race cars won? An amazing 24,000 and climbing. This includes over fifty class wins at the 24 Hours of Le Mans. Porsche has also won events as diverse as Formula 1 races, the Dakar Rally and the Nürburgring 24 hour race, all contributing to this unmatched total.

13: What Porsche designed vehicle was produced from 1934 to 1963, and hint, it wasn’t a car? Porsche designed tractors. They even made a gasolinepowered tractor specifically for coffee farmers so diesel fumes wouldn’t impact the flavour.

14: Why were the first twenty five 917 race cars called “secretary cars”? Pretty much anyone with a pulse helped assemble them at the last second so there would be enough examples to satisfy FIA inspectors, thereby making the car legal to race. This included apprentices, messenger boys, 58



15: What was “Porsche designs” contribution to the Airbus A300 airplane? Porsche design did the cockpit. Among the many advances were digital screens for the pilots instead of analogue readouts.

16: Name the Porsche car credited with being the most technologically significant supercar of its generation. The Porsche 959 of course. We featured it recently for this very reason. What made the 959 so special upon its introduction was the range of technological firsts for a factory-produced road car. Advanced materials included extensive use of carbon-Kevlar and aluminium to form the main tub and surrounding body panels. An adjustable suspension with rear hydraulics, an active four-wheel drive system, tire pressure sensors and hollow-spoke magnesium wheels were all advanced technologies that were years ahead of their time.

17: What Porsche model was the first car in the USA to be fitted with a passenger side airbag as standard? The Porsche 944 was first at a time when most manufacturers were still charging extra just to have a drivers side airbag. These days you wouldn’t want to leave home without it.

Congratulatons Norm and O 2010-2011

18: What is the link between Porsche and Harley Davidson? The Harley V-Rod features an advanced, 60 degree, double overhead cam engine that was developed specially for Harley’s racing division…by Porsche. The Harley-Davidson VRSC, or “V-Rod,” was a new type of Harley built to compete with ever-faster bikes from Japan and Europe. When it was introduced in 2001 it became the first Harley to use a water-cooled overhead cam engine co-designed by Porsche.


20: At which iconic circuit has Porsche held the ultimate lap record for over 30 years. The magnificent Nurburgring in a 956 Driven by Stefan Bellof in 1983. This car still holds the all-time record for the fastest vehicle ever to lap the famed Nürburgring Nordschleife, completing the 20.832 km circuit in 6:11.13 during qualifying for the 1000km Sports Car race. To put that into perspective, the 956 in 1983 lapped the circuit over 45 seconds faster than the Porsche 918 Spyder did it in 2013 despite its better tyres, driver aids and technology. Impressive.

19: How can Porsche assist at your next BBQ? You could use a Porsche designed BBQ of course.

January - March 2016


Overloaded!! – Enough said…..




Big Cats & Supercars Here’s an idea to spice up our next Porsche Club show and shine event. Seems to be very popular in UAE these days and what could be the harm? Meow!

January - March 2016


Nissan GT-R Drifting Masterclass Now I know this is a Porsche magazine but sometimes you just have to give credit where credit is due, and so it is with Nissan’s recent attempt to break the Guinness world record for drifting. They set out to break the old record of 217 kph and not only broke it, but smashed it. The location was at the United Arab Emirate’s Fujairah International Airport and the result, an amazing 304.96 kph while holding a 30 degree drift. The heavily modified GT-R Nismo was driven by Japanese drift champion Masata Kawabata. The car was altered so its full 1,030 kw of power made its way to the rear tyres only. What a rush that must have been.




ROLL Past Presidents

1974/75 D. Christison 1975/76 D. Christison 1976/77 D. Christison 1977/78 P. Dennis 1978/79 B. Clements1 1979/80 B. Clements 1980/81 T. Klaveniek 1981/82 T. Lynas 1982/83 T. Lynas 1983/84 T. Lynas 1984/85 T. Lynas Past Presidents 1985/86 J. Nicholls 1974/75 D. Christison 1986/87 B. Lynas 1975/76 D. Christison 1987/88 P. Rosenzweig 1976/77 D. Christison 1988/89 T. John 1977/78 P. Dennis 1989/90 T. John 1978/79 B. Clements1 1990/91 T. John 1979/80 B. Clements 1991/92 T. John 1980/81 T. Klaveniek 1992/93 T. John 1981/82 T. Lynas 1993/94 D. Eckert 1982/83 T. Lynas 1994/95 D. Eckert 1983/84 T. Lynas 1995/96 P. Dixon 1984/85 T. Lynas 1996/97 P. Dixon 1985/86 J. Nicholls 1997/98 P. Dixon 1986/87 B. Lynas 1998/99 P. Dixon 1987/88 P. Rosenzweig 1988/89 T. John 1999/00 P. Kowalenko 1989/90 T. John 2000/01 P. Kowalenko 1990/91 T. John 2001/02 P. Brunnthaler 1991/92 T. John 2002/03 P. Brunnthaler 1992/93 T. John 2003/04 M. Rooke 1993/94 D. Eckert 2004/05 J. Palmer 1994/95 D. Eckert 2005/06 J. Palmer 1995/96 P. Dixon 2006/07 S. Elshaw 1996/97 P. Dixon 2007/08 S. Elshaw 1997/98 P. Dixon 2008/09 A. Sparks 1998/99 P. Dixon 2009/10 A. Sparks 1999/00 P. Kowalenko 2010/11 N. Goodall 2000/01 P. Kowalenko 2011/12 N. Goodall 2001/02 P. Brunnthaler 2012/13 N. Goodall 2002/03 P. Brunnthaler 2003/04 M. Rooke 2013/14 K. Obst 2004/05 J. Palmer 2014/15 K. Obst 2005/06 J. Palmer 2015/16 K. Obst



Hillclimb Champion

Lady Competitor of the Year

2004/05 J. Palmer 2005/06 J. Palmer 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2008/09 G. Keene 2009/10 A. Plate 2010/11 N. Goodall & O. Sheahan 2011/12 R. Paterson 2012/13 R. Harrison 2013/14 R. Paterson 2014/15 A. Trimmer

PCSA Roll of Honour

2006/07 2007/08

Motorkhana2008/09 Champion

S. Elshaw S. Elshaw A. Sparks A.Sparks N.Goodall N.Goodall

2004/05 M. Ewer 2009/10 2005/06 M. Ewer 2010/11 2006/07 D. Gilbert 2011/12 2007/08 P. Kowalenko Motorkhana Champion 2008/09 R. Paterson 2004/05 M. Ewer 2009/10 D. Gilbert 2005/06 M. Ewer 2010/11 M. Almond 2006/07 D. Gilbert 2011/12 R. Paterson 2007/08 P. Kowalenko 2012/13 R. Paterson 2008/09 R. Paterson 2013/14 R Paterson 2009/10 D.Gilbert 2014/15 D. Herreen 2010/11 2011/12

M. Almond R. Paterson

Hillclimb Champion

Sprint Champion 2004/05

J. Palmer

2004/05 J. Palmer 2005/06 J. Palmer 2005/06 M. Rooke 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2006/07 J. Palmer 2008/09 2007/08 P. Jaquillard G. Keene 2009/10 2008/09 O. Sheahan A. Plate 2010/11 N. Goodall & O. Sheahan 2009/10 A. Eime 2011/12 R. Paterson 2010/11 N. Goodall 2011/12 M. Ewer Sprint Champion 2012/13 R. Reynolds 2013/14 A. Trimmer 2004/05 J. Palmer 2014/15 D. Herreen 2005/06 M. Rooke 2006/07

J. Palmer

P. Jaquillard Club 2007/08 Driving Champion

2008/09 O. Sheahan 1985/86 T. Lynas 2009/10 A. Eime 1986/87 T. Lynas 2010/11 N. Goodall 1987/88 D. Wallis 2011/12 M. Ewer 1988/89 T. John 1989/90 R. Catford Club Driving Champion 1990/91 T. Gentile 1985/86 T. Lynas 1991/92 T. John 1986/87 T. Lynas 1992/93 R. Catford 1987/88 D. Wallis 1993/94 T. Matthews 1988/89 T. John 1994/95 R. Paterson 1989/90 R. Catford 1995/96 R. Geue 1990/91 T. Gentile 1996/97 P. Dixon 1991/92 T. John 1997/98 D. Gilbert 1992/93 R. Catford 1998/99 M. Ewer 1993/94 T. Matthews 1999/00 M. Ewer 1994/95 R. Paterson 1995/96 R. Geue 2000/01 M. Ewer 1996/97 P. Dixon 2001/02 D. Gilbert 1997/98 D. Gilbert 2002/03 M. Ewer 1998/99 M. Ewer 2003/04 M. Ewer 1999/00 M. Ewer 2004/05 J. Palmer 2000/01 M. Ewer 2005/06 M. Ewer 2001/02 D. Gilbert 2006/07 M. Ewer 2002/03 M. Ewer 2007/08 A. Sparks 2003/04 M. Ewer 2008/09 G. Keene 2004/05 J. Palmer 2009/10 R. Paterson M. Ewer 2005/06 2010/11 N. Goodall 2006/07 M. Ewer 2011/12 R. Paterson A. Sparks 2007/08 2012/13 R. Reynolds G. Keene 2008/09 2009/10 R.Paterson 2014/15 D. Herreen 2010/11 2011/12

1990/91 S. Gentile 1991/92 P. Klaveniek 1992/93 J. Nicholls 1993/94 L. Scammell 1994/95 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks 1998 to 2004 Not awarded 2004/05 M. Ruediger 2005/06 M. Ruediger 2006/07 A. Sparks 2007/08 A. Sparks of the Year Lady Competitor 2008/09 A. Eime 1990/91 S. Gentile 2009/10 A. Eime 1991/92 P. Klaveniek 2010/11 A. Eime 1992/93 J. Nicholls 2011-2015 NotL.awarded 1993/94 Scammell 1994/95 L. Scammell 1995/96 Scammell Club PersonL. of the Year 1996/97 A. Sparks 1987/88 T. Nicholls 1998 to 2004 Not awarded 1988/89 K. Herbst 2004/05 M. Ruediger 1989/90 T. John 2005/06 M. Ruediger 1990/91 T. John 2006/07 A. Sparks 1991/92 D. Wallbridge 2007/08 A. Sparks 1992/93 L. McDonnell 2008/09 A. Eime 1993/94 L. Scammell 2009/10 A. Eime 1994/95 L. Scammell 2010/11 A. Eime

1995/96 P. Dixon 1996/97 B. Smith 1997/98 P. Kowalenko Club Person of the Year 1998/99 H. Kowalenko 1999/00 D. Callow 1987/88 T. Nicholls 2000/01 J-A. Brunnthaler 1988/89 K. Herbst 2001/02 M. Rooke 1989/90 T. John 2002/03 K. Somerville 1990/91 T. John 2003/04 C. Johnston 1991/92 D. Wallbridge 2004/05 G. Cook 1992/93 L. McDonnell 1993/94 L. Scammell 2005/06 N. Goodall 1994/95 L. Scammell 2006/07 R. Ruediger 1995/96 P. Dixon 2007/08 J. Sheahan 1996/97 B. Smith 2008/09 R. Weekes 1997/98 P. Kowalenko A. Seaman 1998/99 H. Kowalenko H. Kowalenko 1999/00 D. Callow B. Gare 2000/01 J-A. Brunnthaler R. Pryor 2001/02 M. Rooke 2010/11 K. Obst 2002/03 K. Somerville 2011/12 R. Pryor 2003/04 C. Johnston 2012/13 J. Pierson 2004/05 G. Cook 2013/14 J. O’Connor 2005/06 N. Goodall 2014/15 D. Wiffen 2006/07 R. Ruediger 2007/08 2008/09

2010/11 2011/12

J. Sheahan R. Weekes A. Seaman H. Kowalenko B. Gare K. Obst R. Pryor

N. Goodall R. Paterson

Honorary Life Members

Peter kowalenko

Trevor John

Kaz Herbst

Wayne Obst

Stuart Elshaw

David Gilbert

Norm Goodall

January - March 2016


Bugatti Chiron – Hyper car

The 21st century has brought us many fantastic supercars, but when it comes to performance, there’s one to rule them all and that’s the Bugatti Veyron. It was discontinued in 2015 after 450 units were built over 10 years, during which time it reigned as the fastest street-legal production car in the world. The Veyron Super Sport achieved an incredible 430.9 km/h in 2010, a Guinness World Record that has survived to this day. This will soon change however as Bugatti has just unveiled a brand-new hypercar to replace the Veyron, the Bugatti Chiron, and it promises to be better in every way.




Just 500 of the Veyron successors will be built at Bugatti’s Molsheim factory in France, with about a third of them already spoken for at an eye watering European price of €2.4 million ($A3.66 million). But no need to get your cheque books out as it will not be built in right-hand drive, so like the sole Bugatti Veyron brought into Australia by a Melbourne enthusiast, it cannot be registered here. With 1103kW of power (effectively the power of 11 Toyota Corollas) and 1600Nm of torque from its quad-turbo 8.0 litre W16 engine, the Chiron is claimed to be able

to hit 100km/h in less than 2.5 seconds, and 200km/h in 6.4 seconds, despite weighing in at just under two tonnes. Top speed has been electronically limited to 420km/h which should be ample for most situations, don’t you think? The tyres keeping this thing grounded are 285/30 ZR20 front and 355/25 ZR21 rear monsters, custom made by Michelin, and with the tyres on the outgoing Veyron costing around $5,000 each, I’m sure the Chiron’s won’t be cheap to replace. But if it’s cheap you want, then I guess a Chiron is not for you, but in another life I would have one in a heartbeat.

January - March 2016






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