Porsche Poker Run

Saturday, June 19, 2021

PLAY YOUR CARDS RIGHT FOR BIG WINNINGS! You may win $100 or more if you play your cards right at the somewhat annual SBR POKER RUN. Navigate the back roads of Camarillo and collect your playing cards at numerous and strategic locations.

And that’s not all! The second place prize could be as much as $75 and third place $50! Imagine that. And, you will not be given a 1099 form. So splurge.

We will meet at 9:30 a.m. at the Camarillo Outlets, Promenade Section, by Panera Bread. Winners will be announced at the end of the run. Cost is only $5 per person for the activity fee plus $5 for each poker hand (limit two poker hands per car).

Try your luck and poker skills, but first you have to register with Doreen Pankow by June 12, 2021—dpankow@sbcglobal.net—and provide your name(s), e-mail address, and your navigator’s cell phone numbers. Registrants will receive more details in due course.

A STEADY PRESENCE & TRUSTED ADVOCATE IN ALL MARKET CONDITIONS

Fiduciary Financial Advisor with over 25 years of experience as a Certified Financial Planner®

Design is important – listening to you and building a relationship creates proactive personalized strategies that ensure your plan aligns with your financial goals.

Glenn A. Crawford, CFP®, AIF® is a local, independent, face to face Financial Advisor whose clients are his highest priority. Change is constant; having weathered many market cycles, he knows the importance of meeting regularly to continue to develop and maintain a comprehensive, well-engineered financial strategy.

SERVICES INCLUDE PLANNING FOR: Wealth Accumulation / Retirement / Income & Estate Tax Reduction College Funding / Risk Shifting Techniques / Debt Management You may also benefit from his access to CPA’s, Attorneys, and Mortgage Professionals.

GLENN A. CRAWFORD, CFP®, AIF®

Western International Securities 2555 Townsgate Road, Suite 300/Westlake Village, CA 91361 Office: 805-248-7187 / gcrawford@wisdirect.com / CA Ins. Lic #0777128 Member FINRA and SIPC

Bill Hallier

Exploring Murphy Auto Museum and King Gillette Ranch

Story by Steve Geldman

This drive was dedicated to our dear friend and active SBR member, Ted Lighthizer, whom we sadly lost last December.

Planning any Porsche Club event for February is always high risk; that month has the most rainfall of any in the year in Southern California. However, our positive vibes for beautiful weather on this February 20 surely paid off. In attendance were 35 gorgeous Porsches and 64 enthusiastic club members.

Months prior to the drive, past SBR President Nicolas Liakas contacted me suggesting I put together another club drive, having the destination be King Gillette Ranch. Already knowing this excellent location nestled within the Santa Monica Mountains, I took his suggestion and started the process of creating a drive. Where do we start our event? What will be the route? After a few weeks of planning, the event was set. The morning began with spring-like skies: beautiful, crisp, and clear. Although chilly in the early morning, it peaked to about 70 degrees. Wow, a perfect driving day! We met at The Murphy Auto Museum in Oxnard. Complimentary coffee was available for all guests who needed a kick-start to the morning activities.

As it turned out, many of our members had never been to the Murphy so it became a terrific decision to design a visit into our drive. To provide a COVID-safe environment and maintain social distancing, David Neel, Murphy’s executive director, gave two separate 25-minute group tours. The tour discussion not only covered many cool classic and modern cars, but also some brief history of the museum. Assisting was Fireball Tim Lawrence, who is the museum’s art director as well as a conceptual automotive artist having roots in Hollywood’s film industry. Fireball’s wife, Kathy, also was on-hand assisting in the sale of her personally fabricated automotive-influenced facemasks. Fireball Publishing had a variety of automotive coloring books available for purchase: their Porsche coloring books, not surprisingly, quickly sold out.

Bill Hallier

Gary Krueger

After the museum tours and brief pre-drive announcements, we were off at 10:45 a.m. for a casual coastal drive. Unlike most of our club drives, this one was designed to be easier on the passenger with the lack of stomach-turning twisty canyon roads. It was also shorter in length at less than 40 miles. What made this drive special was the route along the Pacific Coast Highway with stunning views of the sun glistening off the blue ocean and large breaking waves that were on display that morning. Imagine looking in your rear-view mirror, seeing over 30 colorful Porsche’s behind you in a single row, perfect formation, with an ocean background. It was a treat being the lead car and capturing that visual. We drove past Point Mugu, through the northern area of Malibu, and turned onto Malibu Canyon Road to head to our final destination, King Gillette Ranch, off Mulholland Highway.

King Gillette Ranch, a 588-acre property, is managed by the National Park Service but was originally owned by razor magnate King C. Gillette in the 1920s. The park features Gillette’s historic Spanish Colonial Revival style mansion and other structures. Some club members brought lunch and dined in the park-like atmosphere, while others walked the area and hiked the one-mile round trip to Inspiration Point for an amazing 360-degree view of the area. The film industry shoots at the ranch often. Recently, it was the mental hospital in the limited series Ratched, the prequel to the 1975 movie One Flew Over the Cuckoo’s Nest.

By 1:30 p.m., most were exiting the area realizing what a perfect event this turned out to be. More important was enjoying time spent with friends and having shared another Porsche experience.

Steve Geldman is a photographer and journalist. He’s been a member of PCA since 2016 and drives a 2016 911 GTS (manual) in Sapphire Blue Metallic.

A DRIVE ON THE WILD SIDE

SBR EXPLORES THE KERN RIVER VALLEY MARCH 20, 2021

Story by Nicolas Liakas Photos by Gary Krueger

The Kern River Valley is spectacular, especially in early spring when the flowing water that originates on the western slopes of the Sierra Nevada Mountains presents thrilling, thunderous sites and smiles, plus marvelous photographic opportunities. These are the reasons why SBR scheduled an exploration of the Kern River for March 2021. However, one key ingredient went missing: the cascading water.

Our day started in Ventura and was followed by a 40-mile drive on CA Hwy 126 to Castaic Junction where we joined I-5 northbound. About midway through the mountainous portion of the I-5, we took the exit to the Metropolitan Water District Welcome Center to regroup. With nearly 40 cars participating, it was inevitable that the convoy would become fragmented along the way. Shortly thereafter, we got drenched as a rainstorm blanketed the Grapevine portion of the highway. We made it to Exit 219A and headed east toward the mountains on a two-lane road in Central Valley agriculture country. Near Bakersfield, we regrouped again and, as planned, were joined by several members of the Golden Empire Region of PCA. From here is when the scenic and unique driving sensations were expected to get up to speed. But, where was the water?

As we approached the Kern River Canyon, the changes in the terrain were striking. We were surrounded by seemingly endless rows of citrus groves that sparkled in the sunlight. They pull you into the dark canyon. The category 3 and 4 rapids that should be raging this time of the year are intended to grab your vision and challenge you to go deeper into the gorge. You notice the signs that warn you not to enter the water by announcing the number of people who have died ignoring the dangers.

The road narrowed and felt like a slalom course.

Normally, one looks around and finds water gushing out of holes in the canyon walls, pouring down from the higher elevations with the thundering force of nature at its best. This goes on for miles until the road slowly climbs out of the canyon and becomes a more passive, but still beautiful scenic wonder, comfortably four lanes part of the way. When we reached our destination, the City of Kernville, everyone took a deep breath, exhaling and calming nerves. Picnic baskets galore appeared, while some took a walk along the banks of the river. The river here is upstream from Lake Isabella and now had plenty of rushing water. Jovial greetings and conversations were abundant.

Time to head for home. Most participants took a route that skirted Lake Isabella and eventually wound its way to CA Hwy 14 in the High Desert. From there it was back to civilization. The 320-mile exploration ended: a long day, but one spent with friends in scenic country perfect for exercising our Porsches.

Nick Liakas is past editor of Der Auspuff. He’s been a member of PCA since 1994 and drives a 2020 992 C4S in Gentian Blue Metallic.

For more information, call Dustin Troyan at 818.584.3240 and visit www.lavaggio.net

Paint Protection Film & Window Tint

INTRODUCING THE WORLD’S BEST SELF-HEALING PAINT PROTECTION!

• Paint Protection Film - Clear Bras • Prevents Rock Chips & Scratches • Unbeatable Warranty • Window Tint Available in Standard & Ceramic • Lifetime Warranty

805.402.8298

ghostshieldfilm.com 1168 Tourmaline Drive Newbury Park, CA 91320 10 YEARS EXPERIENCE

Story and photos by Randall Fishwick

Like many PCA members, I fell in love with the Porsche marque as a teenager. This was the mid1970s for me, so it was the air-cooled 911s and, eventually, the incredible 930 Turbos that caught my eye. I decided to summarize the evolution of these cars with photos I’ve taken over the years, as well as some charts I’ve put together. To keep it focused, I’ve covered the “standard” air-cooled model 911 coupes from 1965 through 2005— apologies for not having turbos in this group.

The initial sketches that led to the 911 were by Ferdinand Alexander “Butzi” Porsche in 1959. From the beginning, this design was meant to be the successor to the original Porsche 356 that had been designed by Butzi’s father, Ferdinand “Ferry” Porsche. Actual production began in September 1964, with the first 911s reaching U.S. shores in February 1965.

Going over the numbers, what’s apparent is how gradual and consistent the changes were to the air-cooled 911s. The wheelbase increased in length from 87 to 89.4 inches in 1969 to reduce “nervous” handling at the limit. Wheel openings were flared and widened over the years to accommodate larger wheels and tires. Engine size, horsepower, and torque increased regularly, as did top speed and liveliness. Overall dimensions and appearance remained largely similar until the 993 arrived in 1994.

Visually, there were three easily identifiable changes following the development of the original 911. • From 1964 to 1973 there were numerous improvements and increases in engine size. Then Porsche added impact bumpers in 1974 to meet U.S. safety requirements. Reactions were mixed, but Porsche did a much better job of this than most sports car manufacturers at the time. • After hundreds of updates to the running gear and interior, the air-cooled 911 received its first significant restyle of its body shell with the all-wheel drive 1989 Carrera 4, often referred to as the 964 C4. This was accompanied by an increase in engine size from 3.2 to 3.6 liters and much improved suspension. The rear-wheel-drive 964 C2 followed in 1990. • 1994 saw the final and most significant redesign of the air-cooled 911 with the model 993. It was claimed that this new model had virtually no parts in common with the outgoing 964. In addition to its beautiful new body shell, it received a more powerful engine and a redesigned multilink suspension.

I’ve had the privilege of owning a few 911s, including a 1978 SC Targa and a 1990 964 C2. Both were fun to drive, yet both very different in power and ride. Used air-cooled 911 prices have increased considerably over the years, but under current economic conditions this might be a good time to pick up one of these older classics!

Power and Top Speed by Year

Size by Year

Photos, previous page. Top: 1973 911 at Luftgekühlt 6 Bottom: 1964 911 at the Petersen Automotive Museum Photos, this page (top to bottom). ~1980 911 SC Coupe ~1987 Carrera C4 Coupe The author’s previous 1990 911 C2 ~1996 993 Coupe

Randy Fishwick is SBR’s webmaster. He’s been a member of PCA since 2003 and drives a 2002 Boxster in Orient Red Metallic.

IMPORTANT DATES FOR FRENCH LICK February 10, 2021 — Hotel registration opened April 7, 2021 at 12:00 p.m. EDT — Event registration opened www.porscheparade.org

LE MANS: A Golden Birthday for a Golden Film

Story by Matt Stone

Can it be? Steve McQueen’s motorsport magnum opus turns 50 this year!

The film Le Mans was released in theaters on June 23, 1971. Certainly a heyday on the world stage of motorsport, most particularly big game sports car and endurance racing. Ferrari, Jaguar, Maserati, Mercedes, and others dominated the 1950s. Ford and Ferrari famously duked it out during the 1960s. By the end of that decade, Ford’s fabulous GT40 had pretty much run its course, Ferrari minted a new line of big gunners called the 512, and Porsche emerged from the ranks of GT level machines with a new 12-cylinder monster called the 917.

“Even as he was filming Bullitt in 1968, my dad already had visions of an epic racing film in his head, a super realistic immersive visual experience,” recalls now 60-year-old Chad McQueen, Steve’s only son. True enough, about the same time as James Garner was in production of Grand Prix, McQueen and director John Sturges were in development on a film to be called Day of the Champion, also about Formula 1. GP was slightly ahead of Champion’s production schedule and would have certainly come to market first. McQueen’s producers didn’t want to be hitting theaters behind it with a film too similar in nature and concept, so the project was scrubbed.

It was inevitable that McQueen would revisit the racing film concept when the time was right, and 1969/70 was; McQueen was at the height of his star powers, and had by then become a formidable sports car racer. Instead of another focus on the open wheelers, McQueen cast the considerable attention of his Solar Productions Company toward international endurance racing.

His intent went beyond starring in the film—not satisfied to merely talk the talk, he intended to walk the walk by racing at Le Mans, teamed with incomparable F1 champion Jackie Stewart. Steve McQueen was thoughtful and philosophical about it: “Well, I don’t know if I’m good enough. I want to see if I’m quick enough to practice for Le Mans, and if the drivers will accept me, I’d like to run in the [1970] race.”

It was decided, for a variety of reasons, that McQueen not compete in the 1970 race, and, ultimately, Stewart didn’t either. John Sturges was on to direct Le Mans and would begin by filming the actual Le Mans race, with story fill-in shots to be captured at the Le Mans circuit after the race. As a bit of a compromise for not getting to race at Le Mans, McQueen would instead work as one of the high-speed action and stunt drivers for all of the post-race action footage needed—often at over 200 mph.

Photos by the author and courtesy of the Brumos Collection, Porsche Werekfoto, and the McQueen Family Collection

For this, Sturges, McQueen, and Solar assembled a formidable roster of racecars, several of which competed in the 1970 race, and professional racers to drive for the camera. McQueen would star as factory Porsche 917 pilot, American Michael Delaney. Delaney came to the story with outstanding talent and more than a little personal and racing baggage.

Critically important was to authentically and dramatically capture the sound, feel, speed, and sensation of the racing action. To facilitate this, the camera crews used a variety of camera and sound equipment, and innovated the specialist rigs, mounts, and equipment needed to get the cameras and mics up close and personal with the cars, drivers, and the competition.

Three camera-carrying cars were employed: among them were McQueen’s own ex-Sebring 908 Spyder, which, equipped with three different cameras, actually ran the ’70 race. Its bodywork was configured to shield the cameras, fore and aft. No matter, the tidy 908, ably driven by Herbert Linge and Jonathan Williams, kept up with the action, stayed clear of trouble, and finished an amazing 9th overall.

Among the trio of Porsche 917s that Solar Productions had under its command for post-race filming, one of them served as a high-speed camera car, fitted with an innovative articulated camera rig that could be swung from side to side, allowing the cinematographers to capture high-speed action with the fastest of the cars. Today, this sort of rigging is common for action filming but unheard of for 1970. A reconfigured GT40 was also used by the Solar crew to chase down and photograph the panoply of Porsches, Ferraris, Corvettes, Matras, and others that appeared in the post-race action sequences.

It’s a bit of a miracle that the film was ever completed, given that the production was over budget and behind schedule. Filming began with a pretty thin script, so scenes were being written and rewritten every day, on the fly. McQueen and director Sturges were constantly at odds, so much so that one day Sturges called a halt and quit. He was replaced by Lee Katzin. Amid the background noise was that McQueen’s marriage to first wife, singer/dancer/Broadway star Neile Adams, was disintegrating. Le Mans was successfully completed and released primarily due to Steve McQueen’s sheer force-of-nature will and commitment to the project.

10-year-old Chad McQueen gives his father, in Michael Delaney racing suit costume, a lift around the Le Mans course during filming in 1970 Grown-up Chad McQueen at the wheel of his father’s restored Ferrari 250GT Lusso

Of huge significance is the roster of then current pros who served as action and stunt drivers in the production: They include 1970 race winner Richard Attwood, Jurgen Barth, Derek Bell, Paul Blancpain, Vic Elford, Masten Gregory, Jacky Ickx, Jean-Pierre Jaouille, Gerard Larrousse, Herbert Ling, Herbert Muller, Mike Parks, David Piper, Brian Redman, Jo Siffert, Rolf Stommelen, and Jonathan Williams, to name most.

Chad McQueen (see photos below) remembers every minute of his summer in France with his family on the Le Mans set, surrounded by so many great cars and legendary drivers. “My dad put me on his lap in the 917, and he of course shifted and worked the pedals, but I had my hands on the steering wheel, with his hands just “ghosting” mine. I was guiding the car, but he was right there ready to step in if needed. We ultimately hit 100 mph, and I’ll never forget the sound, smell, sight and feeling of that moment, driving a Porsche 917 with my dad. “

Five-times Le Mans winner Sir Derek Bell summarizes the film succinctly: “Le Mans is a bit like a bottle of really good French wine—it may have been a bit tart when first vinted, but has grown and aged memorably with time, thus great to enjoy over and over again.”

Matt Stone is the author of three books about Steve McQueen as Hollywood racer and motorhead: McQueen’s Machines, the cars and bikes he owned, raced, or put into films, McQueen’s Motorcycles, ditto but only of the twowheeled variety, and Bullitt: The Cars and People Behind Steve Mc Queen, which is self-explanatory. Matt has been a member of PCA since 2003.

DON’T RISK THAT TICKET!

(At least not for a front license plate)

You’ve probably noticed that many Porsche owners do not affix a front license plate to their cars. The most obvious reason is to not damage the front bumper cover by drilling holes in it to mount the hardware. Appearance is another factor. But California Vehicle Code Section 5200 requires the display of a front license plate when operating a vehicle on public roadways or when parked on a public street or public parking lot. A violation of the code may result in a citation that requires proof of correction and a fine.

Aftermarket vendors have provided other ways to attach a front license plate, including a device that mounts on the side of the bumper and screws into the tow hook receptacle. But there is another, less expensive and easier solution known as “License Plate Wrap.”

The California DMV has formed a public/ private partnership to provide car enthusiasts with an authorized alternative to mounting a front license plate. It is a pilot program that allows the purchase of a vinyl replica plate that can be attached directly to the front bumper cover without the use of hardware and without damage. They are available as a replacement for eight different white license plates—including veterans and disabled—and the black legacy plates. Ordering is easily accomplished online, and the $77.73 charge includes tax and shipping and can be made by check, PayPal, money order, or cashier’s check. Three to four weeks are required to produce and ship the flexible, full size, peel and stick vinyl plate with full instructions and a letter of authorization issued by DMV. The mounting instructions are straight forward, but I opted to call on the professionals at “Auto Obsessionz,” who also applied my clear frontal paint protection, to ensure perfect placement.

The program requires the vehicle owner to keep the actual front plate and the DMV authorization letter in the vehicle. If the program ends, an owner of the plate is grandfathered in.

There are other private vendors offering a similar product at comparable prices. They may or may not pass muster with law enforcement. License Plate Wrap is the only authorized and sanctioned vinyl plate available on the market today in California.

For more information or to order your plate go to LicensePlateWrap.com. The peace of mind it will bring is well worth your time and expense.

—David Stone