JANUARY 2016 ISSUE COVER ON OR COVER OFF.................................... 10 A TURBO-CHARGED COLLECTION OF TOYS .. 24 IS THIS THE END? ..................................................... 30
In this Issue PANDO JANUARY 2016 www.pcaocr.com
Features
Editor Garey Cooper gareycooper@mac.com (714) 264-0530 Production Manager
Kristen Jaoui kmjaoui@gmail.com
Advertising Director
Cooper Boggs cooper.boggs@gmail.com
10 14 24
10
Cover On or Cover Off
(714) 505-3662
Classified Ads Editor
Bob Weber
Technical Writer
Lee Rice
Contributing Writers
Greg Lush Garey Cooper Bruce Herrington Mike Knudsen Kurt Ressler Monica Asbury David Miranda Lee Rice John Ulmer
hbobw930@aol.com 714-960-4981
riceturbos@sbcglobal.net
Contributing Mike Knudsen Photographers Garey Cooper Paul Novotne Gary Labb Joe Barnet David Miranda Lee Rice Gerry Crews John Ulmer
29 30 45
Cover On or Cover Off Photo Tip of the Month A Turbo-Charged Collection of Toys The True Reason for the Season Is This the End? Where's Pando?
Upcoming Events
24 A Turbo-Charged Collection of Toys
2 4 17 42 44 44 44 48 BC
Calendar of Events January Brunch 2016 Autocross Schedule Porsche Alley Krispy Kreme BurgerBahn Porsches & Pancakes Los Angeles Dismantler Breakfast Club
Departments
30 Is This the End?
On the Cover 2015 PCA-OCR Toys for Tots Event To read about this event, go to page 24
2 3 5 7 9 18 35 40 43 47 48 BC
Reutterwerk List President's Message Contacts Editor’s Notes Book Review Auto-X Corner Rice’s Ramblings Membership Updates New Member Photos Classified Ads List of Advertisers The Goodie Store
Pando is published monthly. Deadline for materials is the 1st of the month for publication in the next month's issue. Subscriptions for PCA members of other regions are $30 per twelve issues. Pando is the official publication of Orange Coast Region, Porsche Club of America. Any statement appearing in the Pando is that of the author, and does not constitute an opinion of the Porsche Club of America, the Orange Coast Region, Inc., its Board of Directors, the Pando editors or its staff. The editorial staff reserves the right to edit all material submitted for publication. Permission is given to chartered regions of PCA to reprint articles in their newsletter if credit is given to the author and the Pandemonium. Publication office: P.O. Box 6726, Huntington Beach, CA 92615-6726. Bulk Rate class postage paid, Santa Ana, CA. Postmaster: Address change to PCA/OCR Membership, P.O. Box 6726, Huntington Beach, CA 92615-6726
January 2016 | PANDO 1
Orange Coast Region 2016 Calendar of Events JANUARY 2016 10 14 16 16 16 23
Sunday Brunch /Annual Meeting Woody’s BurgerBahn – HB Krispy Kreme Gathering PCA Zone 8 Concours PCA Zone 8 Banquet Porsches & Pancakes – Woody’s Lido
APRIL 2016 2 8 14 16 23
FEBRUARY 2016 6 11 20 20 27
5 10 19 26
Breakfast Club & Board Meeting Woody’s BurgerBahn – HB Krispy Kreme Gathering Los Angeles Dismantler Tour Porsches & Pancakes – Woody’s Lido
Breakfast Club & Board Meeting California Festival of Speed 2016 * Event dates subject to change. Woody’s BurgerBahn – HB Note: Italicized text represents events Krispy Kreme Gathering Porsches & Pancakes – Woody’s Lido outside of OCR sponsored events. Links to Zone 8 events can be found at www.Zone8.org.
MAY 2016
7 12 21 28
Breakfast Club & Board Meeting Woody’s BurgerBahn – HB Krispy Kreme Gathering Porsches & Pancakes – Woody’s Lido
MARCH 2016
JUNE 2016
OCR Board Meetings All members are welcome to OCR Board Meetings, held after the breakfast meeting at Original Mike’s.
4 Breakfast Club & Board Meeting 9 Woody’s BurgerBahn – HB Breakfast Club & Board Meeting 12 PCA-OCR 46th Annual White Gloves Woody’s BurgerBahn – HB Concours Krispy Kreme Gathering Krispy Kreme Gathering 18 Porsches & Pancakes – Woody’s Lido 19 2016 Porsche Parade- Jay Peak, Vermont 25 Porsches & Pancakes – Woody’s Lido
Reutterwerk List A Request for updated emails!
The Reutterwerk List is our communication tool to reach members with Announcements, Event Reminders and Information deemed “Important”. If you are not receiving emails from our Region or want to change, update or add additional email addresses, Please send any new email addresses or changes directly to Pete Lech to be included in the Reutterwerk e-blasts! Thank You
Contact: Pete Lech: peterlech@att.net
2 PANDO | January 2016
Greg Lush
PRESIDENT’S MESSAGE me was summer break. However, as an adult all of the months seem to fly by. My theory is that the busier that we keep ourselves, we short range and longer range activities, the days just fly by. The 2016 calendar already has some great car related dates tagged, AutoX party - late January at Walters; Festival of Speed April; Silver State Challenge (non PCA event) - May; Treffen at Squaw Valley - September-October. These are in addition to all of the other events that can be found on our website calendar at PCAOCR.com (the most reliable source of event information).
Another day at the track
Happy New Year!
It is presumptuous for me to be writing this article as 2016 is an election year for four of the board spots, including President. I would like to start this months’ message with a huge THANK YOU to all of the volunteers which make OCR such a sought after PCA region. You would be amazed at the number of folks which are dedicating their time to make OCR a place we can all go to just have a great time! The catalyst behind my volunteering at OCR (which my first volunteer position started two months after joining and has not stopped yet) has also been based on the old adage of, “you get out what you put in”. Over the last 2 3/4 years as your President, we have really shaken things
up in almost every area of the club. The board has been simply great to work with, all sharing a common motivation in making OCR a great region. Just a few days ago CL (2014-2015-??? VP) submitted the paperwork for our run at “Region of the Year”, fingers crossed and a huge thanks to CL for initiating and following through. You know something, we have been one of the best-kept secrets of PCA Regions, and you will see us throwing our name in the hat for several more recognitions in the coming months. We want every member to be proud that they belong to OCR. It is this time of year that I wonder how it is, as we get older, that the year seems to pass so quickly. As a child, the only time that seemed to pass quickly for
Speaking of events…. Did you know that you can always “be in the know” about OCR events; check out the calendar on our website (pcaocr.com); download the OCR application (Apple and Google PCAOCR) and check the calendar; read the Pando (monthly publication). We are really fortunate to have such a great team of volunteers that make all of these events possible. We encourage you to make a point this year to participate in as many as possible, and mix it up a bit. Thank you all for a fantastic last 2 3/4 years as your President, it has been my honor to serve. Greg People. Porsches. Passion.
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Contact Information OCR Executive Board
OCR Board Appointments
Zone 8 Chairs
Advertising Co-Chairs
Zone 8 Representative Tom Brown | zonerep@zone8.org Zone 8 Secretary Skip Carter | skipcarter@pobox.com Zone 8 Treasurer Linda Cobarrubia | ms993@aol.com Zone 8 Autocross Chair
Cooper Boggs | cooper.boggs@gmail.com Nicole Forrest Boggs | 993nicole@gmail.com
Art Director Denny Asbury | dennis@asburydesign.com
President Greg Lush | greglush@outlook.com
Autocross Co-Chairs Chris Barrington | genikz@yahoo.com Eric Budai | epb89@sbcglobal.net
Autocross Registration Karen Guthorn | PcaocrAutoxReg@gmail.com
Charity Director Vice President CL Jarusek | ccwguy@aol.com
Peggy Huddleston hud5family@gmail.com
Concours Chair Norm Follis | njfollis@gmail.com
DE/TT Co-Chairs Bob Scheussler | bscheussler@gmail.com Chuck Bartolon | woodslsman@verizon.net
Secretary Monica Asbury | sheamonica@gmail.com
Goodie Store Manager Monica Asbury | sheamonica@gmail.com
Historian Judy Lech | judylech@att.net
Ladies Committee Liaison Maryann Marks | mamsy1@yahoo.com Treasurer David Piper | dpiper@socal.rr.com
Pando Editor Garey Cooper | gareycooper@mac.com
714-960-4981 hbobw930@aol.com
Pando Production Manager Kristen Jaoui | kmjaoui@gmail.com
Rally Director Larry Moore | lbmc4s@cox.net
Reutterwerks List Master Pete Lech | peterlech@att.net
Social Media Chair Gary Labb | pcaocrgary@yahoo.com Member at Large Gary Labb | pcaocrgary@yahoo.com
Zone 8 Chief Driving Instructor Scott Mann | scott@renegadehybrids.com
Zone 8 Club Race Coordinator Vince Knauf | vvvince@aol.com Zone 8 Concours Co-Chair Brett Mohr | concours@zone8.org Zone 8 Concours Co-Chair Betsy Wadman | concours@zone8.org
Zone 8 Rules Coordinator Russell Shon | rules@zone8.org Zone 8 Social Media Chair Sam Avedon | samavedon@gmail.com
Zone 8 Drivers Ed / Time Trial Chair Dave Hockett | davndirc@yahoo.com
Zone 8 Webmaster Karen Garcia Raines webmaster@zone8.org
Pando Classified Ads Editor Bob Weber
Member at Large James Buck | james@capeautorepair.com
David Witteried | dwitteried@hotmail.com
Sponsorship Director Bob Scheussler | bscheussler@gmail.com
Tech Activities Director Cooper Boggs | cooper.boggs@gmail.com
Got a suggestion? Have a question? Just want to vent? This email goes straight to the board of directors: opinionspcaocr@gmail.com Let us know what’s on your mind and we’ll share it at the next board meeting. Anyone wishing to inform the club of special circumstances, illness or loss? Please let us know.
Events Webmaster Gary Labb | pcaocrgary@yahoo.com Membership Sandy Schwartz | mr997s@gmail.com
Web Coordinator Bob Scheussler | bscheussler@gmail.com
www.pcaocr.com January 2016 | PANDO 5
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Garey Cooper
EDITOR’S NOTES are now more than half of ALL Porsche sales, by quite a bit. So, without much fanfare our Porsche has gone from a sports car manufacturer that also sells SUV’s, to an SUV manufacturer that sells sports cars.
Mrs. Cooper and I
It’s a new year, a new dawning. The old year is gone, the new year beckons. Fire up the Porsche, get out and rolling. Over the roads and through the hills, let’s get going!
Quick Reflections on the year just past
As I am writing this in late, late November, it feels just a little premature to me. But, the timing is right to talk about what 2015 was like. As in most years, there were definite ups and downs. On the side of our club, we had a very active year with strong participation in most of our activities. Autocross, Rally, Road Trip, Party, and the famous “etc”. Please make 2016 the year that you yourself get out with us for some Porsche exercise. On the corporate side of the ledger, that is Porsche AG, as part of the Volkswagen group there is a very mixed set of results in 2015. Porsche sold a lot of cars in 2015. We’ll need to wait until the numbers come in for the entire year, but statistics I can find indicate they sold at least 11% more through the first 9 months of 2015 than they did the year before in the USA. Worldwide sales increased as well. And Porsche was able to contribute significantly to the overall Volkswagen Group profit percentage far in excess of it’s percentage of sales. So, they remain a pearl in the parent companies portfolio. It is worthwhile to note that Macan and Cayenne sales
Also, very much a plus is that Porsche won the “Petit LeMans” title and ALL GT championships in 2015. Porsche also won the real LeMans, and the world sports car title in 2015. So, from just a few years ago when there were constant complaints that Porsche was not competing at the highest levels of sports car racing, we arrive at the “Annus mirabilis” where our marque of choice pretty much sweeps the field in racing at nearly every pertinent level. And, the top level sports cars of this era are very high technology devices combining several types of motive force. I believe we may be back at a time where one could truly say, “racing improves the breed”. The combination of electrical power, internal combustion, and the computer actions to control not only the dynamics of the car, but the most efficient harvesting of those power sources has much relevance to where automotive technology is headed, at least in your editor’s opinion. But, we have some clouds that will only reveal their full dark, or silver, lining with some time. The Volkswagen diesel scandal keeps growing. The Porsche leader of the past five years, Matthias Muller, has been drafted upwards to helm Volkswagen. Muller over saw the development and release of the Macan… another SUV of course and the 918. He also made sure the GT3 continued seeing the 4.0 liter version released and the more recent 991 version. So, he was a “car guy” and apparently a businessman as well. We certainly benefited from his
vision and leadership as Porsche Club Members. Mr. Muller’s replacement as CEO of Porsche is Oliver Blume, who steps up from head of production. So, Porsche went to the manufacturing technology side of the company and not the sales/ marketing/engineering side for a boss. I’ve toured the Porsche factory and as an ex-manufacturer myself, I was impressed with their processes. Does this indicate a “car guy” who will back very limited production machines such as the 4.0 liter GT3? I guess we’ll see. Also, Volkswagen group has famously said, “We have initiated a further review of ALL planned investments, anything that is not absolutely necessary will be canceled or postponed”. I emphasize the “all” with capitals because it says exactly that “all”. Does this include Porsche? The statement is not specific on that account, but it is hard to imagine it does not have at least some effect. So, 2015 a plus and a cloudy crystal ball for 2016.
A legend passes and one retires
Legendary car customizer George Barris passed away in November 2015. Many of you younger readers may not recognize the name. I advise you to “google” him. I think you should do this for two reasons. Reason one is that I think he may serve as an example of someone who lived the life he wanted and apparently enjoyed doing so. Not a bad way to pass ones years. The second reason is to connect with some Americana that will not make the university history books, but is nonetheless evocative of the time and the place he lived within. And I suppose
Editor’s Message Continued On Page 45 January 2016 | PANDO 7
8 PANDO | January 2016
Book Review Story by Bruce Herrington
PORSCHE TURBO
The inside story of Stuttgart’s turbocharged road and race cars by Randy Leffingwell, published October 23, 2015 by Motorbooks, Minneapolis, MN. PORSCHE TURBO The inside story of Stuttgart’s turbocharged road and race cars, by Randy Leffingwell, published October 23, 2015 by Motorbooks, Minneapolis, MN Randy Leffingwell is a very prolific author of books promoting Porsche sports cars. Having developed close ties to Factory insiders, current and past, his books have been extremely well illustrated and very informative. They are also large format, and very readable. This book upholds that reputation, or enhances it. It reads like it had been written by an insider chronicling developments as they occurred over the years. Motorbooks has provided many quality touches to this book, that include heavyweight glossy paper, folded-edge dust jacket to prevent tearing of the edges, and different color illustrations on the front and back end-papers. The metallic silver of the car image on the dust jacket is spectacular in it’s own right. PORSCHE TURBO is not a book about the Porsche 930, but about Porsche turbocharging from the first ‘experiments’ in 1968, and about all turbo’d Porsches from the first 917 through the 2016 Carrera and Carrera S. As such, much of the subject matter is devoted to the race cars, where turbos were first used intensively. It seems hard to believe that the effort involved in implementing that turbocharging in first, special production vehicles and now in the current base model 911s
took 40 years. After reading this book, you will understand how it happened and why it took so long. The text contains many first hand remarks, quoted from Porsche engineers and race drivers, providing intimate, insider detail about design/ engineering, development and racing activities. The discussion does get technical at times, mentioning details of model/option numbers and engine specifications, as well as production numbers. The book is copiously illustrated, including pictures, renderings and design drawings. If you have a turbocharged Porsche of any model, this book will probably teach you something new about your car. PORSCHE TURBO is a big, heavy book, that runs to 256 large format pages, despite using relatively small type for the fascinating text, so ‘mature’ readers should plan on having their glasses handy. But the very personal insights provided by the text make it well worthwhile to buy a pair of ‘readers’ if you don’t have any already. Though the story of Porsche Turbos is presented in the text, much more space is devoted to pictures than to text, and each photo has it’s own explanatory caption. There are nineteen chapters and a comprehensive index. The chapters do not tie directly to Porsche model numbers, but rather stages in the evolution of Porsche’s design and application of turbocharging, including for Porsche airplane engines. The very
detailed and personal descriptions of how Porsche designed, developed and manufactured turbocharged vehicles, provides an engrossing insight into Factory operations that should be read by every Porsche owner. PORSCHE TURBO is not just a very interesting read, but a encyclopedic reference on Porsche Turbos. Lots of data on model numbers of various car and engine versions is worked into the text. Only in discussing the variable geometry turbines first used in the 997 Turbo, does the discussion of turbochargers get technically complex. But the text explains how variable geometry offers power and torque control throughout the rev range comparable to the way combustion/emission control is effected by control of direct fuel injection. PORSCHE TURBO consists of 256, 9-3/4 x 12 inch pages, with 288 color photos. It should now be available for $60.00 from your favorite bookseller (ask for it), or from http://www. motorbooks.com.
January 2016 | PANDO 9
COVER ON OR COVER OFF
Step 1
Story and Photos by Richard Wilbur A couple of Sundays ago, I had the pleasure of realizing that the yard work was done, the pool was free of leaves dropping from my neighbor’s Liquid Amber, and even my sock drawer was organized. So, without hesitation, I went into the garage, took the cover off my car, and decided it was time to wash the Porsche. Now… keep in mind, I usually can count the specks of dust on my car in one hand, but it seemed quite ready for a bath. Slight exaggeration, but I’m in sales and, as you know, we always embellish on the actual facts. Suffice to say, the shine is always almost perfect. Of course, setting up all of the pharmaceuticals to wash the car is a ceremony in itself. So, buckle your 5-point harness… we’re going into my world.
First step
I set up the de-ionizing water filter. Because, you’ve got to keep the car from spotting while you’re washing it in the garage. “No sun shall beat down while washing a car”. I think that is a proverb somewhere. The selling feature of the de-ionizing filter says “Spotless Water”, so why do I insist on wiping the car down immediately after I blow off all the water? I don’t know, but it could be a disease. Pardon my deviation here from the proper protocol in preparing to wash the Porsche.
Second step I set up two buckets, one with fresh water and one with soapy water. Of course, you need to keep those nasty dust particles from contaminating the soapy water and scratching the paint and/or wheels.
Third step
10 PANDO | January 2016
Step 4
Third step
I fire up the Pandora and the Bose Sound Box so I can listen to some very sick blues, while in my trance of being mono y mono with “Sally”. As you might recall, Sally was featured on the cover of our monthly publication in July. At this point, my wife usually walks into the garage, stares at me for a minute, shakes her head, grabs the keys to her car and heads out, for territories unknown by the writer.
Fourth step
I wash the wheels first. Once completed, that soapy water gets dumped out and replenished with new soapy water before tackling the body of the car. Once the car and wheels are cleaned to my satisfaction and the car is rinsed off with the de-ionzied water, out comes the blower to get rid of the water that won’t spot. At this point, I have to turn up the
Final Step
volume on the Sound Box, to hear the blues over the noise of the blower. I’m a real fan of Coco Montoya. There I go deviating again. Anyway…
Fifth step
Ye olde microfiber towels come out of the hiding spot to wipe off the last remaining droplets of water. I say “hiding spot” because these towels are kept in a secret location to prevent any contact with any other vehicle in our garage. Sixth Step Tire dressing. Ah, the tire dressing. It brings the car to life once applied and is the icing on the cake to the last and final step.
Final step Mix a dark rum and coke (more rum than coke) due to sore shoulders from all that wiping. You have to keep the sugar
calories at bay, even though rum is made from Sugar Cane, but who should be counting calories at this point? Stand back and look at the mountain you just climbed. We’re at the summit and it’s time to enjoy the view. I think there are others in the club, like me, that not only enjoy the heck out of owning a Porsche, but also really relish the process of keeping them clean. I see you on the first Saturday of each month. You park your car, pull out your duster, or towel, and detailing liquid and make the car look perfect. I’m right there with you. So, after all is said and done, a final question… How long should one keep the car cover off before putting it back on and hiding all that work we’ve done? Wax On, Wax Off
January 2016 | PANDO 11
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January 2016 | PANDO 13
Photo tip of the Month
Exposure Settings Part I
Story and Photos by Mike Knudsen
Figure 1
The ability to set shutter speed, aperture and ISO is appearing on more and more cameras. If it’s not available on phone cameras yet, it will be soon. You can always shoot in “automatic”. But there are shots you just can’t get with it.
Manual – the 6-speed of cameras
In manual mode, you set everything – shutter speed, aperture and ISO. Just like a 6-speed – you manually operate the clutch, throttle, and gear selector. There are lots of photographers who still shoot that way. Wouldn’t think of doing anything else. Same with Porsche fans. Remember the chatter about no manual on the new GT3? Well, now even moderately priced cameras offer a manual mode. Most of you will never 14 PANDO | January 2016
Figure 2
use it, unless your kid’s inheritance is in your camera bag. But there are purists who wont have it any other way, so camera makers, like Porsche, make sure it’s available. You’ll see it represented on your camera by the letter “M”, either in a menu or on a dial. I’m not advocating you use it, but just wanted you to know.
Full Auto – Tiptronic for cameras
At the other end of the spectrum is “automatic”. Here, the camera sets everything. You just push the shutter button. It’ll get you from point “A” to point “B”, pretty much the way the camera thinks best. You’ll get acceptable pictures in most cases, because the camera will choose settings that are most likely to prevent exposure mistakes. But
remember, all the tips about framing, focus, and lighting still apply. So, you might ask, why would I want anything else? “Preferred” modes – PDK for cameras PDK lets you decide on the shift point, but handles the rest for you. In a camera, there are two preferred modes – aperture and shutter. Aperture priority lets you set the aperture, and sets everything else for you. Shutter priority does the same for shutter speed. Why should you care?
When to use shutter priority
If you’re shooting a scene with lots of activity, to avoid unwanted blur you have to have a pretty fast shutter speed.
Figure 3
Fast shutter speeds will stop any motion. See the photo in Figure 1. That right front wheel was in the air for a tiny fraction of a second, and the car was coming at me pretty fast. So, I had to shoot that at 1/1250th of a second to capture it clearly. I could never count on my camera’s auto mode to do that. Now, remember the tip about blur? Sometimes, you want the blur. In fact, sometimes you want a LOT of blur. Now look at Figure 2. That’s an example of capturing the natural blur your eye would see. Here, shooting any faster than 1/60th would lose the spinning wheel and blurred background effect. Again, that’s probably not the speed the “auto” mode would have selected. Finally, look at Figure 3.
This was shot…well I think you all know where. See how smooth the water is? I got that by holding the shutter open for 30 seconds (resting the camera on a rock), so the wave motion was smoothed. No auto mode would ever do that! Three examples of photos you might want, but won’t get on “auto”. Give it a try! The bottom line here is that selecting shutter speed is all about capturing action in the way you want. Sometimes you want to freeze everything. Sometimes not. Setting shutter speed lets you decide.
Happy Shooting! Send questions, comments, or anything you’d like covered here to Mike Knudsen at mike@ mikeknudsenphotography. com
Next month, we’ll talk about aperture priority. It’s the preferred mode for many pro photographers, and we’ll find out why.
January 2016 | PANDO 15
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January 2016 | PANDO 17
AUTOCROSS CORNER
SO YOU WANNA GO FAST? THE PATH TO ENLIGHTENMENT Story by Kurt Ressler, Photos by Mike Knudsen and Paul Novotne WARNING: This article is about driving fast, and driving fast is inherently dangerous. If you can’t live with that, don’t do it. Also, these are only my views, not the views of our club. I started this amazing journey into the world of autocross last summer, and I love it. You put a lot into it, and it gives back tenfold. That’s true love, right? Or, is it enlightenment? Joel Tudor, one of the most fluid surfers of all time, has said: “Everyone has the same set of keys. You just need to find the right key to unlock the door.” The following are the things I’ve learned during my exploration for the right key to going fast.
Get your body right, and your mind will follow
Depending on who you talk to, driving fast is anywhere from 50 to 100 percent mental. True, but focus is not really the issue. Trust me, when you are driving as fast as you can, your mind is not going to wander. You need to make sure your body is nourished so your brain can function at full capacity. In other 18 PANDO | January 2016
words, stay hydrated and eat food. I have made the mistake too many times of not drinking and eating enough, and it has cost me. Feeling a little lightheaded and driving your car as fast as you can is not a good combination, and you will not be fast. Always bring lots of water and pack a few peanut butter and jelly sandwiches.
You HAVE to dance on the knife edge ALL THE TIME Everything that follows about going fast relates back to this concept, so I’m saying it now. The knife edge is that tiny, sharp area between being in control and being out of control. Specifically, you need to drive up to the point of losing traction, and you have to do this ALL THE TIME. All of you have entered a tight, slow corner too fast and have lost traction. Your tires squeal, you feel the car move in a way that’s not normal and maybe, you even spin out. The first time this happens, it frightens you because you are experiencing the feeling of losing control. But, the next time through, you slow down a little bit so you don’t lose traction. Throughout
the day, you work on your attack of that tight, slow corner so that you find that sweet spot of driving fast but not too fast so that you lose traction, speed and/or control. As you work on your attack of that corner, you are no longer frightened. Now, you are dancing on the knife edge. Yay! Woah now, don’t start celebrating yet. The problem is you have to do this through every section of the course, and performing this dance at freeway speeds is a lot more difficult and, umm, a lot more scary. But, if you want to go fast, you work on it until you are not scared. Maybe this sounds simple but it is not. I can attest. In November, I had the top time of the day by a pretty wide margin, but I could have gone faster. I just could not dance on the knife edge through the first slalom. I kept my foot down, but I kept making the back and forth movements of my car too big. This was my way of scrubbing off speed and essentially, slowing down. I was making the knife edge in that slalom dull but in a macho way. James “Jimmy Gun” Gunn-Wilkinson was happy to point this out and speculated
that if I fixed that, as well as my attack of a particularly slow corner I was having trouble with, I could knock another half second off my time. Well, he was right. To truly dance on the knife edge in that slalom, I needed to make the back and forth movements of my car smaller and tighter and faster. But, I was scared. If you want to experience real, fearless dancing, take a ride with Jimmy Gun, Mike “Papa” Oest or Bob “Beer Socks” Endicott.
In a turn around, keep it tight, or the shortest distance between two points is a straight line
If you can cut distance, you will cut time, even if it means driving a little “slower.” The obvious examples of when to employ this strategy are at the finish and in a turn around. We almost always have at least one corner on our course that is a 180. Unfortunately, I do this and I’ve seen many of you do this as well: we race up to this corner full throttle, slam on the brakes at the last possible moment, make a U-turn while screeching our tires and leave in a hurry. The problem is we push too far out from the apex of the corner and as a result, we add distance. Beer Socks always says: “the fastest way through a 15 mph corner is 15 mph.” Think about it. If we go through the corner at 15 mph and travel 100 feet, we are going a lot slower than if we keep it tight and only travel 70 feet. Although we are going the same exact speed, we are going faster by cutting distance. Therefore, instead of racing up and slamming on the brakes at the last second, brake sooner so you can retain more control in order to stay on a tight line. The real art in this strategy of cutting distance or finding straight lines is knowing when it works and when it doesn’t. Steve “Squirrelly” Abbott is the king of finding the straight lines in a course that is all turns, and Stephen “MTV Raps” Yeoh knows how to cut distance like a chef chops onions.
James “Jimmy Gun” Gunn-Wilkinson- 2015 Cayman GT4
Roger Bush- 1970 911E Targa
Erik “The Flying Dutchman” Hagendijk- 2014 Boxster S
January 2016 | PANDO 19
Brake sooner and softer
Trust me it works. I see even the “fastest” drivers get this wrong; they only appear fast because they either have lots of horsepower or sticky tires to mask their shortcomings. They typically race up to the turn and brake at the last possible moment, they then lose momentum, the balance of the car is upset so they lose a little control, now they are out of position headed to the next turn, and instead of immediately getting back on the throttle, they are busy correcting their mistakes. I am one of these idiots. I think it’s hard to brake “sooner” because it requires a conscious effort to slow down before you think you need to. Here’s an illustration of how it works: turn 1 is a 30° right, turn 2 is a 45° left and turn 3 is a 15° right followed by a straight away. OK, let’s say you get turn 1 right and now you’re headed toward turn 2. Which turn is going to be faster turn 2 or turn 3? Turn 3, obviously, because it’s a softer turn, so you can go a lot faster before you lose traction. But, which turn is more important? The answer is turn 2. The reason is that if you overshoot turn 2, you have unwittingly transformed turn 3 from a flat out 15° turn to a half throttle 30° turn. Therefore, brake sooner so you don’t overshoot turn 2. That way when you exit turn 2, you are perfectly set up to attack turn 3 at full throttle and carry all that speed down the straight. The important point about braking sooner is that it gives you the best chance of getting through the corner at the correct angle, typically “back-siding” the apex cone. If, however, you brake at the last possible moment, you have no margin for error. Also, if you brake sooner you will be going slower at the point of braking, which means you can brake softer. If you brake late, you will be going faster at the point of braking, which means you have to brake harder. Braking harder than you have to is bad because it kills your momentum and upsets the balance of your car giving you less control. 20 PANDO | January 2016
Erik “The Flying Dutchman” Hagendijk is excellent at braking sooner and softer. The only person that I’ve ridden with that can get away with successfully braking hard and deep while maintaining control is old Beer Socks - but he was a professional racecar driver.
Slow is fast, or slow down to go faster
If you want to see and hear an excellent description of this concept, watch “Weekend of a Champion” featuring Jackie Stewart and produced by Roman Polanski. It’s on Netflix. Early in the film, Jackie and Roman are in Jackie’s hotel room having breakfast, and Roman asks Jackie about the racing line. Jackie’s description is pure gold. Learn it, live it. But, going slow is wrong. It’s about going fast, right? So I think the best word to use is smooth. You want everything to be smooth and fast, always dancing on the knife edge. What I try to do is to switch my internal movie camera to slowmo. When I was younger and used to surf all the time, I could do this. Sometimes I still can. I think that is what Jackie was really talking about. From the outside, it doesn’t look slow at all and sometimes it looks a little frantic. The key is to make your perception slow, so you have enough time to always be smooth.
Look ahead
Going back to the example about the three turns, you can only make that work by looking ahead. Christine “Sixteen” Newcomer keeps her head on a swivel and looks ahead like no other.
You want your dance partner to be fit, even if maybe you aren’t
In other words, get the stickiest, widest tires you can put on your car and get your car properly aligned. If you
can afford to have two sets of wheels and tires, do it. Try our title sponsor Walter’s Porsche; they will set you up. As for tires, Michelin Pilot Super Sport tires, for example, are awesome for commuting to work but terrible for autocross. I recommend Hoosiers, of course, Michelin Pilot Sport Cup, Bridgestone 71R and BF Goodrich Rival S. Be forewarned that none of these tires will last very long. You will be lucky to get 70 to 100 laps. Our sponsors, GMG, Cape Auto, Autowerkes and Bill Brewster all know how to give your car the best alignment for autocross. They will warn you about an “aggressive” alignment being hard on your tires. Tell them to make it as “aggressive” as possible. If you really cared about tire wear, you wouldn’t be autocrossing your car. Finally, don’t let your tires become overinflated. Get a good tire pressure gauge from our sponsor Racing Lifestyle and a portable compressor, and check tire pressures before every lap and before you drive home. You want to run the smallest amount of pressure that you can get away with before your sidewalls start to fold over. The reason is that you want the area of tire that comes into contact with the road to be as large as possible. More rubber equals more traction. Conversely, the more air your tires have, the smaller the tire patch becomes and the less traction you have. Listen, you are going to have fun no matter what, and I can guarantee that. But, the faster you become, the closer you will be to spiritual enlightenment.
SEE ALL OF MIKE’S PHOTOS https://www.flickr.com/photos/ ocrautox/albums Flickr is free, easy to access, has a terrific slide show module, and you can order any prints you might want directly from the site.
January 2016 | PANDO 21
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Eli and Santa share a good laugh
A Turbo-Charged Collection of Toys OCR’s Annual Toys for Tots Drive OCR Delivers More Toys to Marines than any other Organization Story by Monica Asbury, Photos by Joe Barnet, Gary Labb, and Paul Novotne On a bright sunny morning, Sunday, December 6, 2015, Huntington Beach Central Park Picnic Shelter was transformed into a bevy of OCR volunteers and community partners who decked the park with HBPD’s Static SWAT DisplayTeam, aka “Bear,” Mounted Police Officer Bill and partner Rowdy, Officer Wilson and K9 Officer Marco, UMSC’s Seal Beach based 5th Battalion 14th Marines who exhibited their Howitzer Cannon and Static Display, and HB’s Surf City Bounce House, and SANTA. OCR treated the members’ families to a complimentary BBQ, Bounce House and a very jolly Santa. While all partners of the OCR were settling in, Mary and 24 PANDO | January 2016
K9 Officer Marco awaits Officer Wilson’s command to catch the bad guy
OCR supports Toys for Tots Annual Drive
Josh asks HBPD what weapons they used
OCR gathers for the second K9 demo
Dave Hong began to fire up the grills for the day’s hungry attendees, and the Toys for Tots Drive was launched! Toys, toys, everywhere toys. Kids laughing and giggling in the background, while Santa listened intently to the little ones – while mom and dad strained to hear what was being shared with Santa. Toys, toys and more toys – what? Only one hour into the event and the Marines ran out of boxes? While the Marines called for ‘reinforcements,’ it didn’t prevent the OCR from unloading their Porsches with more joy – toys! At 1:00 p.m., Officer Wilson and K9 Officer Marco, executed their demonstration. Decoy in place, and at the command of Officer Wilson, Marco
OCR children enjoying the Holiday Season
January 2016 | PANDO 25
OCR toy donations
Gunnar thinking hard to prioritize his list for Santa
K9 Officer Marco doesn’t want to ‘release’ the bad guy
charged and attacked! 75 lbs. of a jaw gripping trained Belgian Malinois Police Dog, who recently ranked in the top 6 of the O.C. Toughest Dog Competition, out of approx. 100 K9 Officers, apprehended the decoy - no escaping under K9 Officer Marco’s watch. After the demo, Officer Wilson graciously fielded several questions from the crowd. At 2:00 p.m., Officers Wilson and Marco provided another jaw-dropping performance. Toys, toys and an overflowing amount of toys kept the Marines busy collecting and finding space in their trucks to take back to their Seal Beach Base. Last year, OCR donated enough toys for the Marines to fill 1.5 trucks. This year, OCR filled three (3) trucks! CONGRATULATIONS to each and every one of you who participated, donated and enjoyed the activities. 26 PANDO | January 2016
Marines standing guard at OCR’s toy collection
Key Contributors to a successful OCR Toys for Tots Drive
• • OCR children enjoy one of the day’s activities
The OCR Annual Toys for Tots Drive was a phenomenal success because of YOU! The success of the day is a beautiful example of the character and selflessness of our members.
• • •
Seal Beach and his troops. Mary and Dave Hong who effortlessly contribute their time Our very loving Santa Clause, Dick Sartor #1 elf, Denny Scott Fleener, Susan and Paul Novotne Malcolm Macondray and Judy Lech
• •
Surf City Bounce House OCR Board of Directors
And . . . YOU who made it all possible! You have not only put a smile on a child, but many children will have a much happier Holiday because you took the time to care and share.
A very special heartfelt thanks and gratitude of appreciation to: •
•
Lt. Bo Svendsbo of HBPD. Bo is an OCR Member, instrumental in securing “Bear”, SWAT Team Officers Downing and Remington, Officer Wilson and K9 Officer Marco, Mounted Police Officer Bill and Rowdy. Major Groceman of the 5th Battalion 14th Marines based in
HBPD SWAT Truck, aka “Bear”
January 2016 | PANDO 27
28 PANDO | January 2016
The True Reason for the Season It’s Always About the People
Good afternoon Monica, Although I’ve been a PCA member for more than 7-years, I’ve really only attended a handful of events because I sold my 911 several years ago when my son was born and still feel weird attending events when I’m not in a Porsche and what little free time I’ve got is focused on family time. With that background in mind, you can’t begin to understand how awesome yesterday’s event was for my family. My grandfather, Master Gunnery Sgt. A. Asis, USMC, was a career Marine who retired after 29-years of service, and as such, while men and women in my family have proudly served this nation in every branch of the military as well as law enforcement and fire personnel, the Marines have ALWAYS had a special place in our hearts. Yesterday, thanks to the work that you, the other organizers, and the club did, I was able to expose my son to an incredible event where we: (a) focused, participated and talked about the true reason for the season, (b) interacted with and thanked members of the USMC and law enforcement, (c) experienced fellowship with club members that I don’t normally interact with and (d)had a great time to boot. My son, who is quite the budding car enthusiast, was absolutely beside himself. From the way home, to last night at bed time, we’ve had several discussions about how blessed we are and how good it feels to help others who aren’t as fortunate. As a father who is very concerned about raising a man in this weird bubble of Orange County, I can’t put a price tag on that. Never mind how much fun he had climbing in the SWAT truck, talking to the HBPD officers, and learning about that howitzer from those incredible, young, but squared away Marines. I hope you’ll let the other organizers know how grateful my family is for being able to participate. It was a great afternoon. I can’t put a price tag on how proud and humbled I was to watch my son, who just turned 5, shaking hands with and telling each Marine: “Semper Fi” and “thank you for your service” and doing the same with each police officer: but telling them “thank you for keeping us safe”. My heart swells thinking about it and I know my grandfather had to be smiling down from heaven. I know the bigger picture is that the club did great work for those in need but I want you and the organizers to know that seemingly short afternoon profoundly touched my little family. We are grateful to have been a part of it. In closing, I want to reiterate my thanks but also offer wishes for a very Merry Christmas to you and yours. If you have a chance, please pass along to Gunny Cannon, LT. Svendsbo, and Officers Wilson, Downing and Remington how much that meant to our family and how truly grateful we are for what they do, their fellow officers and Marines do, and for the support of their families which makes all of that possible. We are blessed and recognize that our peace and safety isn’t free and without sacrifice. I’ve attached a photo of my son Nolan from yesterday which I think really captures the magic of that event. Christian Asis P.S. Christian takes delivery of his GT4 within the next 30 days.
January 2016 | PANDO 29
IS THIS
THE END? Story and Photos by David Miranda
My story starts out with me and my Boxster being part of the Sierras to Sands Tour hosted by Keith and Lourinda Clark this past October. It was a wonderful trip that officially started in Modesto and ended two days later in Death Valley National Park. While Sunday morning was the end of the Tour and everyone split and went their separate ways home, I decided to do a little more sightseeing since this was my first time in Death Valley and I was enjoying it. I continued to drive around, stopping at various points to snap some pictures. I went east of Furnace Creek Inn for a bit, then later stopped at the Furnace Creek Ranch area, the Harmony Borax Works area, Mesquite Flat Sand Dunes, Stovepipe Wells, and then finally started making my way towards the Western end of the Park to eventually head home on Hwy 395. Well, little did I know that something was in store for me before I would ever reach the park boundary. At about 1:00 p.m. I was driving around 60 mph down Hwy 190 in the heat of 30 PANDO | January 2016
Not a good sign when I could see death just beyond my car doors.
Hwy 190, where my “adventure” begins.
Back wheel tire blown out and rim bent.
the day, and I do mean the HEAT of the day. I saw from my left, a coyote suddenly dart out from the brush and onto the highway. Human instinct made me swerve towards my right and onto what I thought would be a narrow shoulder of rough gravel. WRONG! As soon as my tires touched that “rough gravel”, I heard noises come from beneath my Porsche that sounded like all hell had broken loose. I was only off the road for an instant, but that was all it took. In another instant, I was back on tarmac forgetting momentarily about the coyote and worrying more about the loud thumping that was now emanating from my car. So, I slowly pulled over to examine my poor baby. My worst nightmare was realized, and my mouth dropped open to the burning ground, as I saw the consequence of my coyote-saving maneuver. My poor dusty, dirty, and now crippled baby had both right tires blown out along with both wheel rims’ literally split and bent open. I couldn’t believe it! Now what do I do? And, to make matters worse, I was in the middle of the desert in
105 degree heat and with no cell signal whatsoever. I just stood there. OH MY GOD, I’M GONNA DIE OUT HERE! I got back into my car and sat there pondering my situation. OH MY GOD, I’M GONNA DIE OUT HERE is all I could think of. I immediately checked my supply of bottled water I had in my small cooler. My supply was okay. So, now what? From an early age my Dad taught me that if I ever got a flat tire to “stop and change it. Do not continue to drive on the flat or I might damage the wheel rim,” he would say. Well, needless to say, my Porsche does not come with a spare tire much less two, and my rims are already bent, torn, and completely damaged so what do I have to lose by trying to drive on? If I didn’t try, then I would surely die out here! So I turned off my A/C, as I didn’t want to overheat my engine, rolled down both windows (so that I could be one with the 105 degree heat) and started my baby on a very slow crawl, or, rather very slow limp, at about 7-10 mph. After a couple miles my very slow 7-10 mph limp got even slower as my tire’s rubber started
Close up of my front rim
shredding around the rim. With the wheels bent and rubber shredding, my car’s limp became bigger and my tires got louder. It felt like I was on the old kiddie car ride my Mom and Dad would put me on at Knott’s Berry Farm when I was about 4 or 5 years old back in the 1960’s, the kind of “ride” that would cost a quarter and the small car would just tilt back and forth and from side to side for a couple minutes. I just knew my situation was getting worse out here. I could feel and see death all around me. All I needed now is for the Grim Reaper to appear from the shimmering heat waves that sometimes appeared from the desert floor. OH MY GOD, I’M GONNA DIE OUT HERE! I traveled for quite a while down that long and desolate highway all the while thinking about my fellow Tour members traveling back home in the comfort of their air-conditioned Porsches without a care in the world, and here I was still in Death Valley, in the middle of a 105 degree desert (did I already mention that?) slowly limping my dusty, dirty and VERY crippled Porsche. Every once in a while a vehicle would pass from either direction but of course they would not stop. OH MY GOD, I’M GONNA DIE OUT HERE! As I very slowly limped down that highway I came across a few other coyotes here and there that would just stare at me. Who knows what they thought? Probably wondering how long this human would last out here in
I felt like my car looked this bad by the time I got to the gas station at Panamint Springs.
their country. I could almost see them drooling with hunger, as each one stared at me waiting for my demise. All I needed now was to see buzzards circling above me. I could hear the News story now: Porsche Member’s remains found in the middle of the desert next to what appeared to have been a nice Porsche at one time. OH MY GOD, I’M GONNA DIE OUT HERE! How did the Forty-Niners survive when they crossed Death Valley on their way to the Gold Fields? Oh, that’s right, they didn’t survive crossing this desert. THEY DIED! After traveling for about 7 miles at the very fast speed of about 5 mph now, I finally saw a building in the far distance. Now if I could only get to that building and hopefully find someone, anyone, that might be able to give me a lift before these coyotes, buzzards, Grim Reaper, and who knows what else might get to me first. Turns out it was a gas station that I “ventured” upon. WHOOPEE! It happened to be Panamint Springs Resort. Yes, “resort”. At least that’s what they call it. There were a few “locals” sitting in their chairs leaning against the building. They stared at me as I ever so slowly drove off the road and around the gas pump island where I could park in the shade of the island canopy. I did not have to imagine how
bad I and my Porsche looked by now. I could see it in their expressions. I’m sure my car looked worse than a Model A would’ve looked like crossing the desert 80 years ago. As I got down from my car one of the locals yelled out “Looks like you got yourself some trouble there.” Really? So I made light of it and said, “This is what I get for trying to avoid Wile E. Coyote. Just call my car the Road Runner”. About this gas station, it has two old non-credit card accepting pumps. The building itself is the gas station/VERY small convenience store/campground reservation counter/motel reservation counter/sympathy counter to stranded motorists like myself. This “counter” with all its titles is run by one person. THEY ALSO HAVE NO CELL SERVICE but, they do have a satellite phone at $2.50 a minute! So I call AAA and of course you’re always on hold when you call AAA, so that initial call cost me $22.50 CASH, as they don’t accept MasterCard. The AAA rep says her system can’t locate Panamint Springs and asks where exactly am I? I describe more or less where I’m and that I’m still inside Death Valley. I told her a couple of locals said AAA has towing contractors in Ridgecrest, about 70 miles away. The AAA rep tells me they have no contractors in Ridgecrest, but she would send a tow truck from Pahrump, January 2016 | PANDO 31
The gas station at Panamint Springs Resort, where I waited 7-1/2 hours for my tow truck.
Nevada. “PAHRUMP? Are you kidding me? That’s over a hundred miles from here!” I answered. I was already heated up from crawling through the desert floor all afternoon and now this call was getting me even more heated. She says the tow truck will take between 2 to 2-1/2 hours. What could I say? It’s now 2:30 pm. I drove (I use that word loosely) for an hour and a half after my coyote encounter to get here (wherever here is). At least there are people here. After my call to AAA, I buy a Coke and go outside where I’m told by one of the locals to pull up a chair and sit a spell. They ask what happened and I tell them my story about my off-road adventure and its consequences. They said some desert rocks might appear like just rocks but most of them are razor sharp. And besides, I shouldn’t be off-roading in my kind of Porsche. Really? They say it’s a good thing I didn’t hit the coyote head on because, more than likely, with the shape of my Porsche’s nose, my car would’ve hit the coyote and it would’ve come over and gone right thru my windshield probably causing two casualties, me and it. They couldn’t believe my tow truck was coming from Pahrump instead of Ridgecrest. They laughed when I said its arrival was estimated to be 2 to 2-1/2 hours. They said I would be there all night and then told me I should just stay there till the morning. HUH? They’re telling me to stay? Why? Who are these people? At 5:30 pm, three hours after my first call, I call AAA again to see what’s happened with my tow truck. The rep tells me my tow truck should arrive in 2 to 2-1/2 hours. WHAT? AGAIN WITH 32 PANDO | January 2016
THE 2 TO 2-1/2 HOURS? That’s all she could tell me. I go back outside and the locals tell me I can eat at the restaurant next door which I hadn’t seen from the gas station. It’s a small restaurant/bar. Another “local” joins me for dinner and tells me they have a population of 17 there at the “Resort” and they all live there behind and around the motel. Really! He also tells me I should stay overnight. Hmm, again with the overnight invitation. I get leery. I’ve seen movies like this where the stranded motorist is never heard from again and the locals claim they never saw him. Remember the movie “Psycho”? Then some other local walks up and tells me that the tow truck company called the gas station and said that the driver who was coming for me broke down in the middle of Death Valley. WHAT? Can my luck get any worse? I later walk back to the gas station where I find another stranded motorist whose broken down van is somewhere down the highway and he’s needing help also. He already had used the satellite phone to call for a tow truck. Good luck buddy, because I’ve got the first truck that drives up. That’s if one ever comes. At 8:30 pm I call AAA again. Guess what? Again I’m told 2 to 2-1/2 hours. Now I’m really upset and ask for a supervisor. He finds out that the driver who broke down had to hitch hike to Stovepipe Wells just to get cell signal so he could phone his supervisor for help, but my tow truck was now on its way. My tow truck finally arrived at 10 pm. He towed me to Ridgecrest. Along the way he tells me it’s a good thing I didn’t hit the coyote because with the shape of
my car’s front end that coyote might’ve come up and gone thru the windshield. “He would’ve not only gotten killed but he would’ve probably killed you too”. It seems like all these people know what could happen if a coyote would get hit by a sports car. Then the driver tells me that AAA has towing contractors in Ridgecrest and he couldn’t figure out why they dispatched him from Pahrump. Oh my God, I waited 7-1/2 hours for a tow when now I definitely find out that AAA does have towing out of Ridgecrest which is only about an hour away. All these hassles because of a coyote and then bad service from AAA! I have my car insurance thru AAA so the next morning I call them. That rep also told me they have contractors in Ridgecrest. She immediately had a tow truck come for me before our call had even ended. I was towed from Ridgecrest all the way home and then to Class Auto Body in Long Beach. That was on October 12. My car was finally done on November 27. Final tally for the repairs to my Boxster: $12,536.62! All because of a coyote and razor sharp rocks! Oh, and as it turns out, it wasn’t just my wheels and tires that got busted up. They had to replace suspension components along with the entire front bumper nose cap because of a large hole underneath that was obviously made by a bigger rock I most likely had hit. All this because of a coyote! “Road Runner, the Coyote’s after you. Road Runner, if he catches you you’re through!” Beep, Beep!
January 2016 | PANDO 33
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fig1. 2016 911 Carrera 3.0L tt
fig 2. 9A2 3.0L Engine with tt
fig 3. 2017 911 TurboS. fast on road
In the News
As of December 02, 2015, federal regulators have set new targets for automotive fuel blends. These targets of increased ethanol content in blended fuels go above what many car manufactures have said older models, and even the new 2016 models, can handle without incurring potential engine or fuel system damage. Read more about this at https:// goo.gl/V0KJB7. Also, SAE International is advocating a worldwide automotive fuel standard in order for engineers to meet the increased fuel efficiency standards with new
compression ratios up to 15:1 so as to meet the 55 mpg goals.
and not the higher performance level cars that Porsche has traditionally identified as “Turbo’s”.
Having countries with different standards, let alone state appointed “regulators” that can order whatever fuel regulations they think is needed, may just becoming to an end!
However for the faithful the 2016 model year “TurboS” is still a 3.8 liter, 580 HP monster!
engines (& cars) by raising their
2016 Carrera
The newest generation of the 911, called internally by its design designation the 991.2 will now have a 3 liter double turbocharged motor. The “turbo” label will not be seen on these new “Carrera” 911s as it is not a “Turbo.” At least, not in the sense as we knew it from 1975. That is these newest generation 911’s are the new “normal”
The big news is the 991.2’s new engine, the 9A2, has two turbochargers that are designed in the engine basic platform and they are being used to retain the performance levels of the older, N/A (Normally/ Aspirated) 3.4 & 3.6L Carrera, but now with a much smaller 3.0 liter engines. Although these engines are smaller, it is realized, once again, that the older, big engine Carrera simply will not be able to meet the tighter fuel mileage and emission requirements mandated for the future. The turbocharger(s), with 40 years of January 2016 | PANDO 35
refinements, will be used for almost all normal driving uses and not just in situations where full power is needed. Further, I predict the new Carrera’s turbo operation will be (almost) completely undetectable, hardly any different than last year’s 3.6 Carrera. And that IS the point of Porsche’s refinement. Another point is that turbochargers are now more just a part of a car’s engine like a water pump or alternator. (See SAE Automotive Engineering November 2015/Technology Report, (online) on: twitter @SAE AutoMag with brief and detailed good information). With turbochargers, better computers, and automated driving, it seems everything is automated in almost every method of driving today. Still, there are some technologies that have yet to be developed enough for general automotive use. Someday, these developing technologies will change cars forever.
We’re Waiting! PLASTIC ENGINE:
One idea that I know that has been worked on for at least 50 year is a plastic engine! This is one I really love. Back in the 1980s a story was out about an experimental Formula-1, V-6 racing engine weighting about 280 pounds and had such high efficiency it needed no radiator for its water-cooling. The “Plastic Engine” used metal only for cams, valves, valve springs, and crankshaft. Everything else was pretty much “composite material.” This technology this has not emerged in the market- at least, not yet. (see FORMULA [magazine] Feb. 1979-pg 34-54).
A COMBUSTION SENSOR: We presently have many sensors giving information on engine’s temperatures, pressures, (oil, fuel, air, and hydraulics), breathing ability (M.A.P.), throttle 36 PANDO | January 2016
angles, rpm speed, etc, etc. O2 sensing is the most critical sensing which measures excessive oxygen in the exhaust system. It has done wonders for combustion engine reliability and efficiency. However Os sensing is measuring the result of combustion, NOT the actual combustion itself. Decades ago, Ford announced they were developing a combustion sensor to measure heat and pressure during the actual combustion cycle, inside the combustion chamber. This measurement would allow a “sensor” to sense the actual compression pressure, ignition event, flame front during each cylinder’s spark-ignition-burn cycle, and exhaust’s evacuation efficiency. This kind of data would enable the engine’s computer (e.c.u.) to precisely fire almost perfect combustion in each cylinder, on every cylinder’s power cycle. This would give nearly any engine the ability to burn practically any kind of combustible fuel and have almost 0 emissions. Power and fuel efficiency would dramatically increase. This technology remains off the market, at least for now.
SOLENOID VALVES:
Every engine made since 1890 is a compromise design because of the need to open and close “doors” (valves) to let air & fuel in the engine to and exhaust it all out! CAMS push open the intake and exhaust valves (“doors”), and springs push the valves closed. The valves are timed to open and close to a very critical and precise timed opening and closing dimension. This, thereby determines the “Valve Timing” and the operating characteristics of every 4-cycle engine today. What’s the big deal, anyways? An old Cadillac would whisper by so quietly you couldn’t tell if it was actually running. That old Cadillac was mild and powerful. It was heavy and ate fuel at an alarming rate, but if you could afford a Caddy -who cared… Its character was almost stealth. It was quiet, yet
powerful, and not to mention fast. Then take for example an AA/FD (”Double-A / Fuel Dragster”). These cars are drag racing’s meanest engines! These engines made their presence known with such a racket and 6 foot long, white, nitro-methane burning flames, you could not get near one without a gas mask and major hearing protection. But why the difference in how these two extreme examples of automobil run? Primarily it is the CAM. The Cadillac needed lots of down low power to pull its massive weight and to be quiet, smooth, powerful and stately. It had to be fit for gentlemen and their ladies, and yet have power to haul tailfast. That meant it needed to be big: 450+ cubic inches, and have a quiet nature to allow it to be able to be driven easily and smoothly. The ‘Caddy’ engine did not need to rev high or get good fuel mileage. After all, its a Caddy! The need for speed for our dragster is an entirely different matter. Back in the 1950s-60s, junkyard big V-8 engines sold for a few hundred bucks. We wanted them because they had large capacity and were heavy duty. Then to get more power we needed to be able to rev the engine much higher, like to 9,000 rpm. The more revs in a minute =the more horsepower pr minute. So, to make a big V-8 like a Cadillac engine rev, and make more power, we changed a lot of things but primarily we changed the cam. The cam change allowed the engine to ‘inhale’ a lot more air at higher rpm and also to expel a lot more hot exhaust. Then everything else had to be changed to make all of it work together. That meant reworking the engine block and heads for more power. We needed to flow a lot more air than a stock engine -as much as twice the air as a normal
engine and then flow hot exhaust gases out of the engine. We had to improve the crankshaft, rods, pistons, valves, oil pump, and gear drives. Almost everything was upgraded. We reworked or replaced parts for extremely heavy duty, drag racing parts. Now the once mild, stately V-8 engine was retuned and designed and strictly meant to run it’s best at 7,000 to 9,000 rpm, getting air pushed into it around huge valves from a large superchargerwhich was from a diesel bus! This was now a new engine, an “AA/FD” engine! Its character was rough -especially at idle, where it spat, crackled, and snapped its white-hot exhaust out at idle. However, once under way that teeth jarring, body shaking, roughness smoothed out and its sound was now not only LOUD, but had a rather delightful high pitch timbre as the rpm soared up to redline. It also had a peculiar feeling of pressure. You actually felt this as the dragster took off and left the starting line, and you felt that pressure anywhere within sight of those things-and the sound carried on for miles and miles! That was its character. A character of raw “Double A- Fuel Dragster” power! The camshaft dictated the main difference and everything else accompanied that. Porsche’s Varo-Cam is somewhat like having that big Cadillac V-8 and the AA/FD Dragster engine, all in one as Vario-Cam has two distinct cam characteristics. Vario (short for vareiable) means it is also self-adjusting while you drive or “on-the-fly.” The Vario-Cam’s two characters are like “Clark Kent” –a mild mannered cam for low speed around town and taking ‘Mom’ to the hairdresser, and handling traffic -politely. Then the other character is the “Superman.” Or ZZ Top on a wild night! One might call it the “Flaming Wild Beast’ cam character, which is selected automatically by computer and your right foot, but only when the computer determines it is ready for it. But as great
as this is, it only gives you two, basic adjustable characteristics. A long time ago, Porsche experimented with something entirely different with a “solenoid valve system”. It was one of their own designs used on a 928 back in the early 1980s, but nothing much has been heard of it since? With a solenoid valve system there is NO CAM! No cam to dictate how the engine must be built around that cam’s character. And there would be no more compromised engine designs, which are always in conflict with power demands, fuel efficiency, noise, etc, etc. It has been envisioned that with solenoid opened and closed valves, the engine can be much smaller in dimension, weight, and internal capacity. It would not even need a throttle. It would have great mileage and almost nonexisting emissions. It could have power somewhat like a dragster or for a flat out run, like a 917, on the Mulsanne straight at LeMans. Then, it can be slipperysilent-smooth -even smoother than that ‘ole Cadillac. But we don’t have that –not yet. But when these technologies do develop, I think they will be more exciting than the 1975 911 Turbo 911… and that isn’t going to be easy to surpass!
930 Turbo Tuning (Up Grading)
Since the early days of the 930 Turbo the factory upgraded the power and driving response with larger displacement engines and engines with higher compression, improved turbochargers, twin turbochargers, intercoolers, then larger intercoolers, larger oil pumps, larger oil spray jets for piston cooling, larger valves, more aggressive cam shafts, and water transfer-cooling, etc etc.
Last month, I showed some easy bolton upgrades for the 930 turbo that were primarily for improving the “breathing” and gas flow in and out of the 930 turbo engine. Whether the type of engine was otherwise to remain stock or ‘tuned’ for more power, those upgrades are a necessary first. A turbocharged engine need the best cooling it can get and the whole idea of supercharging, or specifically turbocharging, is to cram a lot more air and fuel into the same engine. That equals a heck of a lot more power and a heck of a lot more heat. Too much heat kills engines-quickly! All these upgrades were evolutionary from the 1975 3.0 liter turbo engine. A typical 930turbo with normal service intervals and maintaining its condition should consider a “valve job” around 60,00 – 75,000 miles. REASON: In spite of good maintaining and operating, there are several problems that every 911 and 930 turbo has and they are as follows: 1. Valve guides are copper-alloy and transfer heat from the hot exhaust valve to the valve guide, and onto the aluminum cylinder head, where heat is removed by airflow. The 911/930 valve guide cools the valves excellently, but the copper alloy guides do wear, and the wear gradually creates a larger clearance between the valve and the valve guide. This ‘gap’ fills with oil -which becomes an insulator and this causes the valve to not transfer heat and to overheat, and then wear the guide even more rapidly. 2. I have seen engines destroyed because a guide wore to a point where the valve broke apart, then instantly smashed into the cylinder head and piston, bent the connecting rod, and finally damaged the crankshaft. UGLY.
January 2016 | PANDO 37
Fig 4. Fresh overhauled cylinder heads 3.0L turbo fig 5. new 98 mm JE Pistons – Mahle Cylinders.
fig 5. new 3.2 Cyls & pistons
So, when a normal valve job is done at around the 30-60,000 mile mark, some things to consider are also improving the cooling and reliability and maybe some performance as well.
are far superior. They have given me reliability with over 600 HP engines. These give good torque feel and remain set at torqued settings so long as you have Time Serts.
is perfectly flat. This is mostly to remove accumulated ‘crud’ from the old gaskets or where someone used glues to stop oil leaking cam cover gaskets -that never worked anyway.
Normally all cylinder heads are done as a set of 6. First, one has to meticulously disassemble, clean, and bead blast the aluminum cylinder heads. New valve guides are installed, and then grind the valve seats are ground, after this checking valve stems and seats for wear and if ok, then we must grind and lap the valve seats to their respective best fit.
*TIME SERTS ® Magnesium crankcase engines MUST have their case thru-bolt threads replaced with TIME SERT self threaded inserts. These with ARP or Raceware pretty much insure as leak free of an engine as can be made. “Crankcase truing” A magnesium engine with miles on it or has had a head stud loosen up, break or pulled it will have some warping on the crankcase.
At a machine shop, the housing are trued flat, and I suggest now using the newer green gaskets or the green with silicone gaskets. The after-market red silicone gaskets work well, but remember you need to have a clean, flat surface for any of them to work well in the first place.
All springs and spring retainers are checked for condition such as cracked or broken retainer and the valve spring’s tension. The mating surface of all heads are surfaced for perfect seating on the cylinders. We continue by looking over the engine for obvious things like oil leaks and heat damaged wiring, hoses oil lines etc. All removed seals, o-rings, and gaskets will be replaced with the latest and newest available as those are updated all the time. DILAVAR STUDS: All 1976 930 and later, and 1978 911 engines have issues with the Dilavar head stud failures! Dilavar is the Porsche OEM designation head stud configuration/material. *RACEWARER® or ARP® Studs, Forged Washers, and their 12 point nuts 38 PANDO | January 2016
Almost any magnesium engine should have its crankcase checked at a well know Porsche machine shop, like Aase or Ollies, and insure that the crankcase is “true.” This truing is measuring and refinishing the crankshaft bore holes and critical cylinder mating surfaces for perfect straightness and checking the alignment of the cylinder bases being parallel and all exactly the same heights. With all the case thru-bolts installed and torqued to specification, the measurements are taken and machined is done to correct any abnormalities and/ ort he block is machined for oversized bearings. *CAM HOUSINGS: I remove all the studs (unless you have a 993-which uses socket screws instead of studs) and have the mating surface trued to make sure it
Next month more 930 engine upgrading & electrical issues 911-930- 964-993.
Rice’s Ramblings: Ask a Mechanic We welcome questions, inquiries, comments and ideas to help you enjoy your Porsche to the fullest... What is on your mind? If you have a question about your Porsche, please send in your question to Lee at riceturbos@sbcglobal.net or 714-539-1042 (reasonable hours, please).
Wishing all a
happy new year &
&
PAMELA HORTON
a Wonderful
2016
AMANDA HORTON
SOUTH ORANG E COU N TY REA L ESTATE EXPERTS
PAMELA HORTON & AMANDA HORTON Contact Pamela & Amanda for Your Real Estate Needs
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January 2016 | PANDO 39
OCR Membership Updates Anniversaries 54 Years
Michael Nelson & John Nelson
44 Years
Frank Luer & Kimberly Luer
34 Years
Lyle Dawn & Cynthia McGranahan
29 Years
William & Pam Garrett
13 Years
Daniel Rocha & Carol Rocha Brent Spirlin Foti & Andrea Defterios
12 Years
Michael & Gloria Sullivan George Weigand Gerry & Katy Crews
11 Years
Ron & Kay Cook
Jim & Patricia Harris Howard & Susana Kramer Craig & Janice Moreland Rustyn & Mary Osier Yen-Ping & Ke-Jen Shan Chuck & Alexandra Bartolon
20 Years
10 Years
22 Years
Robert & Eileen Young
22 Years
Cooper Boggs & Nicole Forrest Boggs
19 Years
Michael & Pamela Lawrence Glen & Kathy Nelson
18 Years
Bill & Leigh Sentenac John M. Lotz
17 Years
Jim & Ann Mahoney Athena Paras & Michael Naber
16 Years
Michael Shaw Glen & Mindy Christensen
15 Years
Jeff & Beverly Chodos
14 Years
Brian & Betsy Dougherty William Grenner & Cindy Schott Rod & Patricia Taylor Farhad Ansari & Darrin Ansari
40 PANDO | January 2016
Richard & Janet Eckelman Mark & Anna-Lisa Lonier Attila Szilagyi & David Strand Christopher & Samantha Barrington
9 Years
Peter & David Kline Jeff & Cheryl Osborn Stu & Ruth Ann Stark Eric & Arlene Andresen
8 Years
Larry & Sue Burns Rob & Sharon Greene Bruce & Gilda Witkin Angelo M. Cirinelli
7 Years
Arthur R. Knowlson Eric & Jennie Monroe Ben & Nina Aleccia
6 Years
Bryan & Angela Bennett Lulu Bent & Morgan Mednick Barbara D’Allessandro Scott & Janice Gregory
Ryan & Beth Henderson Mike Kazmierczak & Stephen McCarthy Bo & Christy Linton Phil & Kathy VanWey Jan Weir & Chris Weir
New Members Gary Bushman Yorba Linda/2007 Cayman Hallie Scott Anaheim/2012 Cayenne S David Bryant San Clemente/1992 911 Turbo Ryan Solomon San Clemente/2016 Cayman GT4 Johnny McCracken Cypress/2012 Cayman Jerry Dunton San Juan Capistrano/2016 Boxster Spyder John Fiorenza San Clemente/2005 Boxster S Terry Reichenberg Irvine/1968 911S Luca Rigolin Aliso Viejo/1987 911 Carrera Targa Dirk Venzlaff Laguna Niguel/2008 911 Turbo Heinz Butner Huntington Beach/2013 Boxster S Ted Quilligan Huntington Beach/1974 911 Steven Smith Irvine/1989 911 Carrera 4 January 2016 | PANDO 40
Justin Frame Newport Beach/2011 911 Carrera GTS Cabriolet Kathy Crifasi San Clemente/2009 Cayman
Transfers
Mark Loarie Huntington Beach/2006 Cayman S Eric Thompson New Hope/2013 911 Carrera Stephen Shea Colton/1995 911 Carrera
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41 PANDO | January 2016
January 2016 | PANDO 41
42 PANDO | January 2016
New Member Photos Each month the Club meets at Original Mike’s Restaurant in Santa Ana for breakfast and to view each other’s cars. The new members attending the December 2015 breakfast are pictured below with their Porsches. Location details for the Breakfast Club appear on the back cover of this magazine. We thank Original Mike’s for their support.
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3
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4 New Member Photos 1. Karen & Rich Blanco, Red 1984 Carrera 2. Jerry Dunton, Silver 2016 Spyder 3. Jacquie & Bruce Glaser, Black 2008 4S Targa 4. Andy Thonet, Yellow 1970 914-6 5.Joe Barnet, White 1997 993
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January 2016 | PANDO 43
44 PANDO | January 2016
Editor’s Message Continued From Page 7 to add that the stuff he created was just plain fun. The retiring legend is Jeff Gordon. We don’t talk about NASCAR much in sports car circles. Those big “Murican” stock cars are crude, loud, and go in circles… mostly. So, we raise our pinkie fingers while we sip lattes and NASCAR goes on being… NASCAR. But if you look into the career of Gordon, you can gain quite a respect for his driving talent and the success of what NASCAR has been. With the exception perhaps of Formula 1, no other race series has come remotely close to the fandom that NASCAR enjoys. And Gordon is part of the reason for this. Besides, he was a California boy. Again, check it out to see a life lived (so far) and an icon.
Well Thanks. Gang!
I must remark on our recent contributions from members just like you, and you, and you. We have been fortunate to have had some great contributions for articles or stories that I hope you’ve enjoyed as much as I have in 2015. I
mentioned this last month and of course our own “Naked Policeman” (go ahead and ask him) also invited contributions and people have responded. Keep them coming please. On that note, some business to take care of. You received an email from Monica Asbury detailing the new Pando submission deadline. To give us more time to work on each issue, we ask that you submit your article package (article, photos, photo captions) to both Garey Cooper (gareycooper@mac.com) and Kristen Jaoui (kmjaoui@gmail.com) by the 1st of each month by 11:59pm. In your email, please include your article, any photos (3-5 at the highest resolution you have available), and captions for the photos. Our new deadline for articles will begin in January for the February 2016 issue.
Walking the Walk
We continue to shop and talk Porsche and are narrowing on 911’s. I think a “rag top” or Cabriolet is the favorite pick and I think that by the time I write
our February column the deal will have been done. So, stay tuned. By the way, I think the shopping and looking and talking part is if anything more fun than the actual buying part. What do you think?
Stay in Touch
I have remarked in the past that we get our membership and demographics of membership information from the national club site. So please go to the national PCA (Porsche Club of America) site to make sure your personal information is correct. I am told we also use “Reutterwerks” as our email central for mailings. I will try to have one of our club guru’s give us some explanation so that you can all stay in touch.
Farewell and Welcome
Okay, goodbye 2015! Hello 2016! I hope that your Christmas was merry and warm and that your News Year Eve was memorable. Let’s all get out there in 2016 and “live the life”!!!!
Where’s Pando? PCA-OCR member John Ulmer carried Pando in his backpack to Germany while on vacation with his wife and family this past August, and displays it here while in front of the Porsche Museum at the Porsche Zuffenhausen factory complex in Stuttgart. Thanks, John, for taking us along!
Where will Pando go next?
Please email Kristen Jaoui at kmjaoui@gmail.com with your “Where’s Pando?” submissions. January 2016 | PANDO 45
46 PANDO | January 2016
Classified Ads
FOR SALE: LATE MODEL 911-964993-986-996-997-991
Would you like to advertise your car in the Pando? Please contact Bob Weber 714-960-4981 hbobw930@aol.com
FOR SALE: 930- 911 TURBO ’76 930 Turbo Carrera Coupe, Silver/ Black lthr, 90K mi. Sunroof, new tires, all maintenance current. Stock condition. PCA member owned. $217,500.00. Tom 951/567-3608; rehtiag@aol.com. SBR (2). ’88 911 Turbo Coupe, Black/ Champagne lthr, 137.6K mi. Current owner for last 20 yrs. COA. $120,000.00. Albert 480/717-9401; ajmccabe@aol. com. AR (2). ‘89 911 Turbo Cabriolet, Grand Prix White/ Grey lthr, 110K mi. All service records. G50 5 spd. $110,000.00. Jay 323/466-3526; jay@melcoproperties. com. LAR (2). ‘89 911 Turbo Coupe, Grand Prix White/ Black lthr, 79.2K mi. 1 of 639 built for North America. 5 spd G50/50 gearbox. Recent engine out service/ reseal. $149,990.00. Pictures at www. autokennel.com. Paul 714/335-4911; paul@autokennel.com. OCR (2).
’96 993 Carrera Coupe, Black/ Flamenco Red lthr, 11.5K mi. 6 spd aluminum shifter, AM/FM Radio w/CD Player, LSD with ABD, 17” Cup Design whls, rim caps w/Porsche crest, OEM Motor Sound Package, Factory Hi-Fi Sound Package w/10 speakers and a delete rear model designation. Original paint, lthr interior, window sticker. Porsche COA, all books, tools, gloves, air pump. David Mohlman 305/5829723; www.DJMInvestments.net. MR (1).
‘97 993 Cabriolet, Turquoise Blue / Black lthr / Black top & boot, 9.5K mi. 6-spd, heated 4-way Power Sport Seats, Hi-Fi Sound System w/Factory in-dash CD, 18” Turbo-Look whls w/ colored crests , cruise control, Litronic headlights. Original paint, extremely clean underside showing original cosmolene and engine belly-pan. Complete books, tools, plastic cover, keys, air pump, top boot, etc. Porsche COA. Recent service. David Mohlman 305/582-9723; www.DJMInvestments. net. MR (1). 2004 996 GT3 Black/Black lthr. 6 spd, major service by Walters 10/15 ($3,000+) including all fluids, belts etc., PPI completed 10/15. Carbon ceramic rotors, Xenon headlights, aluminum gauges, red seatbelts & matching red GT3 graphics. Car & engine just professionally detailed. Car in excellent condition. Zero (yes Zero) range 2 or higher over-revs. $82,500.00 Pictures at www.corner-exit.com. Title in hand. Steve 949/521-1667; Steve@ FMCLoanPros.com. OCR (2).
2004 996 Carrera 4S Cabriolet, Midnight Blue Metallic (L39C)/ Graphite Grey lthr, 46.9K mi. 6 spd manual, highly optioned. $36,990. Pictures at www.autokennel.com. Paul 714/335-4911; paul@autokennel.com. OCR (2). 2006 997 Carrera 4S Coupe, Black/ Sand Beige lthr, 6.7K mi. 2-SoCal/ Orange County owners. Sport Chrono Plus Package, Sport Exhaust system, 6-Spd manual, TechArt Package. Original paint. $58,990. Pictures at www.autokennel.com. Paul 714/3354911; paul@autokennel.com. OCR (2). 2008 997 GT3 Coupe, Black/Black lthr w/Alcantara, 40.8K mi. 6-Spd manual, / Sport Chrono Package, Carbon Fiber Factory GT3 race seats. Mostly 1-SoCal owner. PCA member owned. $83,990. Pictures at www. autokennel.com. Paul 714/335-4911; paul@autokennel.com. OCR (2). 2012 911 Carrera (991) Coupe, Aqua Blue/Luxor Beige lthr, 18.5K mi. One owner, PCA member owned. 3.4L 350HP motor w/PDK trans. Bose stereo, folding mirrors, 14 way pwr seats. Warranty good until Oct 2016. New brakes, rotors, tires. One Porsche technician has performed all services. All service records available. Weekend & special occasion driver. Garaged, hand washed, only hi octane gas used. Julian 714/335-5004; juliandwhite@ me.com More pix at .https://www. flickr.com/gp/96078361@N06/E3B3sv. OCR (1).
January 2016 | PANDO 47
FOR SALE: EARLY 911--1960s
‘66 911S Coupe, Red. 73K mi. Chassis number: 307 129S. There were only 412 Porsche 911Ss built in 1966, with the uprated 160 horsepower engine and this is one of them. Kardex comes with car. This 911S has been upgraded to resemble the first competition oriented 911, the “R” model and has been thoroughly race prepared with roll bar, race seats and general attention to detail. $210,000.00. John 727/384- 1179; 727/743-6186; john@johnstarkeycars. com. FCR (1).
FOR SALE: 911--1970s
’74 911 Carrera Targa, Bright Yellow/Black leatherette, 75K mi. Excellent orginal condition. Sport Seats, Blaupunkt radio, 15” Fuchs, complete tool kit. Porsche COA. $79,000.00 Art 415/260-5567; sfmantis@aol.com. GGR (1).
FOR SALE: 911--1980s
‘87 911 Carrera Coupe, Guards Red (L80K)/Black lthr. 128.4K mi. SoCal/ Orange County car from new. Numbers matching. $41,990. Pictures at www. autokennel.com. Paul 714/335-4911; paul@autokennel.com. OCR (2).
48 PANDO | January 2016
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Fairway Mortgage Capital---------------------------- 33 Global Motorsports Group--------------------------- 46 Haus of Performance---------------------------------- 41 Hergesheimer----------------------------------------- IBC Hopalong Auto----------------------------------------- 44 Integrity Motorcar------------------------------------- 34 Kargo Sled------------------------------------------------ 8 Law Offices of Joe Nedza---------------------------- 13 M. Scott Huddleston----------------------------------- 12 Pamela Horton, Surterre Properties----------------- 39 Pelican Parts-------------------------------------------- 42 Racing Lifestyles---------------------------------------- 3 Spectrum Collision------------------------------------ 16 Sundial Window Tinting------------------------------ 42 Ultimate Shield----------------------------------------- 13 Walter’s Porsche----------------------------------- 22-23
Would you like to advertise in the Pando? For Rates and Availability, Call Cooper Boggs at (714)505-3662 or email Nicole Forrest Boggs at 993nicole@gmail.com
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