September Velocity Magazine - Issue 22-9

Note from the Editor:

We just had an unprecidented incident occur. As of the final editing of this month’s Velocity we were informed, in the 11th hour, that our Chuckwalla event in October had to be canceled because of issues with a recent track repave. So now we all get to experience withdrawal symptoms until Spring Mountain comes along later in the month. In the meantime, we hope you enjoy reading about what actually DID occur in September with the POC.

Five of our members submitted articles and photos for which they all will receive valuable service points along with an equal number of Porsche bucks...which you too may receive for doing the same. There are only three more issues remaining for ‘22 so get creative and send away!

Enjoy Don

VELOCITY Staff

Editor / Art Director

Don Matz

Contributing Writers

Eben Benabe Chet Kolley

Steve Eisler

Brett Gaviglio

John Momeyer

Contributing Photographers

Luis Vivar

Don Matz

Brett Gaviglio Chet Kolley

POC Board of Directors

John Momeyer President

Scott Craig Treasurer Nathan Johnson Secretary

Joe Wiederholt VP Motorsports

Dwain Dement Chief Driving Instructor Eben Benabe Time Trial Director

Steve Town PDS Director

Eben Benabe leading Duane Selby at Fontana

Cover Photo: Luis Vivar

Passion. Commitment. Focus. These are the core values that drive Völlig’s team. When you choose Völlig for service, you can trust that your car will be in expert hands. We work together with each customer to understand your goals and needs. Whether you are looking for a tune up for your family driver, or full track prep on your racecar, you will receive the Völlig guarantee of precision. Each team member provides unparalleled attention to detail on every aspect of your job.

Photo: Luis Vivar

Fontana

by Eben Benabe

Photo: Luis Vivar

They say in life that timing is everything. If only we had raced the weekend before our latest event at Auto Club Speedway, we would have had 88 degrees all weekend. Unfortunately, our event was Sept 3-4, with temperatures peaking at 108, in the shade!! The bright side is that it could have been hotter. For those of you who attended the event 2 years ago, you know what 117 degrees feels like!!

Fontana 9/22

With numerous racing events around the country the same weekend, we had lighter than usual Race groups. Luckily our numbers were bolstered by much larger Time Trial and PDS attendees. We are now running two Time Trial groups, point-by and open-passing. We had over 20 drivers in both classes. PDS saw 15 drivers in their group. It was great to see numerous father and daughter attendees. Jimmy Lorimer brought his daughter, Jolie, out in a GT3. Strange that he didn’t want to coach her initially, but then we saw her lap times. I think Jimmy was scared that she might beat his lap times, and he was right. She almost beat him in his Cup Car!! (just kidding) Great job Jolie...and thank you to Brian Cooner for coaching her. In Saturday’s Orange Race, Scott Craig took the win. Very impressive considering he had his car up on jacks fixing a radiator leak just an hour before the race! Ryan Moore and Bryan Van Noy followed in 2nd and 3rd. Scott repeated his race winning form on Sunday followed by John Momeyer and Ryan Moore.

The Red Race group saw Jimmy Lorimer take the win in GT1, Duane Selby was fastest in GT3, followed by Eben Benade (me), and Brett Gaviglio. This was Brett’s first race in his new car, my old car! Very impressive considering he has never even driven this car. GT4 was won by Chet Kolley. Our new member Jason Chin drove his LMP3 to win in Prototype. Welcome to the club Jason!

Sunday was almost a repeat of Saturday with Jimmy winning GT1 and Chet taking GT4. Roles were reversed in GT3 as Eben took the win with Duane in second. It was a non-stop race with numerous lead changes. All I can say is that I was happy we shortened the race by a few laps! James Buck followed in 3rd.

All-in-all, it was a great weekend. A little hot, but nothing that my kiddy pool filled with ice water couldn’t fix. Also, there was no carnage so it was a safe weekend. Great job to all drivers! Next we are heading to Chuckwalla for what will surely be another warm event. Hope to see you all there in October!

Photos: Luis Vivar

Photos: Luis Vivar

Photos: Luis Vivar

Photos: Luis Vivar

Photo: Chet Kolley

Fontana 9/22

Photos: Luis Vivar

Fontana 9/22

Photos: Luis Vivar

Photo: Chet Kolley

Last Dance?

Auto Club Speedway

This track holds a special place in my heart. Back when it was still known as California Speedway, it was largely responsible for me discovering the Porsche Owners Club and stirring an excitement and passion for big track Time Trials and Cup Racing. At the time, we also had infield only PDS events that further whetted the appetite for the ROVAL.

I still remember my first drive down Entry Road – yes, that’s its name – and the grandstands that seemed to go on forever! That was 13 years ago. Was I really going to be driving in there? The same place that hosted NASCAR, CART, IndyCar, and Grand-Am races? As a new driver, there was certainly something awe inspiring about that place that Roger Penske built. Of course, one of the great things about the POC back then and over the years was great instructors who helped students to become comfortable at new tracks while safely building skills, confidence, and speed.

At that time, there was a pack of us who were driving first generation Cayman S’s , also known as 987.1’s, in a class known as CSX. We’d all just gotten roll bars and race seats, and we watched Duane Selby with envy who was blazing a trail with his Cayman in the Cup Races.

Article and Photos by Chet Kolley

The ACS events were a blast because we’d typically get the best attendance in our class thanks to the proximity and the special place that was ACS. Plus our friends and family would often come to watch, and there were always plenty of social activities at the track after the race or nearby.

My first visit to a POC event at California Speedway was in 2009. It had been renamed Auto Club Speedway the previous year, but the new name hadn’t stuck yet. I had just learned about the POC, and I came out in my practically new Cayman S to see what it was all about, take some pictures, and meet some people. Well, to say I was hooked was an understatement. We had quite a few people here this year who were also at that event back in 2009: in Cup Racing, Robert Dalrymple won GTA both days, Duane Selby won R6 both days, Don Matz was 2nd in R7 both days, Walter Airth won R8 both days, John Momeyer was 8th on Saturday and 3rd on Sunday. In Time Trails, Robert Dalrymple won GTA both days, Arnulf Graf won JS both days (welcome back Arnulf!), Duane Selby won LI both days, and Walther Airth finished 2nd in HP on Saturday and won on Sunday.

Ten years ago, in 2012, I was here as well, but this time as a participant. We actually had two events at ACS that year: the Tribute to Le Mans in the Spring and a return trip in late September, just two weeks after IndyCar’s season finale at Fontana. We had a few folks there in 2012 who were here this year as well: in Cup Racing, Duane Selby finished 3rd on Saturday and 2nd on Sunday in GT3 and Chas Wirken won R4 both days. In Time Trials, I won CSX both days.

While I was in the time machine, I figured I’d go back to the beginning. 2004 seems to be the first time the Porsche Owners Club raced at California Speedway. From our records, we had four people here with us this year who participated in that inaugural event in ’04. In Cup Racing, Dwain Dement won R1 back then, Walther Airth won R8, and Robert Dalrymple started RT. In Time Trials, Walter took 3rd in HP and Don Matz took 3rd in IP.

Since our race weekend, I caught up with Walter Airth for some reflections on our 18 years at ACS. I learned that Dwain Dement, our Chief Driving Instructor, was Walter’s race instructor back in the day. He reminded me of the dreaded tower of tires at Turn 10/11 that would occasionally claim a car. Did anyone actually like those tires? He recalled that there was an infield grand stand and rest rooms by the infield bridge at one point. That reminded me of not just watching races from bridge between Turn 11 and 12, but hiking out to the exit of Turn 6 where you could find a gap in the fence above the K rail and take great pics.

I’ll miss those evening drives down Entry Road with the sun in my eyes, grabbing a Starbucks and an Egg McMuffin on the way to the track in the morning, meeting people as I walk the garages, watching races from the boxes over pit lane or on the steps of the infield bridge, hanging out with great friends, food, & drinks as the breeze picks up after the track is cold, the first time I went flat out through Turns 1 and 2, and that bittersweet feeling packing up on Sunday afternoons.

NASCAR just announced a race in February 2023, and Joe Wiederholt is trying to get us another date early next year. So was it our last dance? Let’s hope not.

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AUTO CLUB SPEEDWAY TIME TRIAL

by Steve Eisler

Do owners of other makes always ask you, “How fast will it go,” when they see your Porsche? It seems as if the uninitiated public is fixated on going fast in a straight line and has little appreciation for the ability to decelerate quickly and negotiate a turn at a speed that would certainly send their car sliding off of the road! Fortunately, we still have the Auto Club Speedway in Fontana, where we can test our cars and our wits to get a precise answer to this often-asked question.

The ACS is a 2.0 mile, banked, D-shaped oval superspeedway built by NASCAR in 1996. It has hosted NASCAR and IndyCar 400- and 500-mile races on the oval, and has a 16-turn road course nestled in the infield. POC events use the full banked front straight, turns 1 and 2 and part of the back straight before diving down into the infield to negotiate the 16 infield turns. The infield has 2 sections where most cars can exceed 100 mph before braking for a turn. It is a great place to get acclimated to driving at a very high rate of speed, and to get a good answer to the “how fast” question.

Temperatures were over 100 degrees on September 3 and 4, which slowed the drivers somewhat, but we had 38 cars competing in the Time Trial event. These 38 cars competed in two run groups, one with open passing, and the other with point-by-passing in designated passing zones. Saturday’s winners were: William Robinson in Boxster Spec classification – 2:00.111, Rennick Palley in GT1 - 1:47.990, Travis McElvany in GT2 – 1:49.329, Bob Gartland – GT3 – 1:48.481, and Ted Hoiberg – GT4 – 1:58.496. Also, in GT7, Gregory Gum 2:08.926; Modified 2 - Nathan Apelbaum 1:51.558; Modified 3 -Dennis Wolfe 1:59.874; Modified 4 – Brian Cooner 1:55.512; Stock 3 – Scott Poncher 1:59.852; and Arnulf Graf in Stock 5 -2:12.748.

This was my sixth POC event, and I am really beginning to embrace the LEARN, ADVANCE, EXCEL phases of the club competition. Learning to drive your Porsche on a real race track with an experienced instructor teaches not only car control, but also the concentration and emotional control that will make you a safer driver on the track and on the highway. The Performance Driving Series teaches these skills in a low-key setting with light traffic and is a great opportunity to learn the capabilities and limits of your daily driver. Every Porsche owner should take some type of driver education before they can call themselves a Porsche driver.

Drivers that want to ADVANCE their skills can participate in the Time Trial Series. As mentioned before, there are two TT groups each weekend to keep the car count low and give everyone many opportunities to get that one hot lap that will add points to your season total. There are a wide variety of cars in these events and, as you can see, a variety of times, but having 8 sessions a weekend to build your speed and refine your line usually results in improved lap times.

Part of POC’s Mission Statement is to, “produce top-tier drivers that can compete at both the Club and Professional level.” Although I will probably not do wheel-to-wheel racing, three of my compatriots who began time trails at about the same time as I did, have completed the Racers Clinics and are now experiencing the EXCEL thrills of the Cup Racing Series. The Red Cup races are for the higher-powered cars, and the Orange Cup races feature mostly Spec Boxsters. With flying starts and open passing, drivers can experience the thrills of real racing on a modest budget or move up to full factory race cars in preparation for professional racing series. POC is very good at scheduling ample track time for all three groups, and ensuring that proper safety procedures are taught in the beginning groups and reinforced throughout the program.

On Sunday we had several different TT class winners: Boxster Spec – Alan Watts 2:01.704, GT2 – Joseph Miller 1:50.360, GT4 – Steve Eisler 2:05.210, and GT5 – Dave Buckholz 2:00.446. In the Modified and Stock classes; Mathew Nichols was first in Modified 3 – 2:00.047; Eric Walsh won Modified 4 in 1:55.061; and Matt Rascoe won Modified 5 with a time of 2:03.049. Sunday winners in the Stock classes were Ed Finley in Stock 1 at 1:49.084, and Bijhan Naderi in Stock 3 with a 2:00.771.

At the end of my third session on Sunday it was so hot that my engine reached the temperature limit, and I came in a few laps before the end of the session. We put a fan in front of the radiator and decided to forego the final session. We loaded the car and as we were leaving, at 4:20, an announcement was made that the track was closing due to an approaching thunderstorm. Everyone was warned to take cover and avoid open areas. In addition to being the fastest, and often the hottest track, ACS now adds the distinction of having the most unpredictable weather. This great track has been scheduled to be torn down and converted into a 1.0-mile oval for several years. NASCAR has scheduled a race weekend for the 25th and 26th of February, 2023, so we know the track will be opened at least until then. Hopefully POC will be able to get one more race weekend before it is gone, and you will have one more chance to improve your skills at this iconic venue.

Don Matz

GETTING BAD IDEAS

by Brett Gaviglio

After a decade of racing an air-cooled 80s G body car, I decided out of frustration to move to the next generation of P cars. Why leave the artful drifts, the wondrous sounds that only a Flat 6 air-cooled makes at 7200 rpm? Why leave a car developed by GAS, AASE, Vision, Prato with the most talented mechanics in the world leaving their mark by improving upon Porsches time-tested formula for visceral fun? This little matte black and gold 80s car was developed to win in the greatest class in the club: V3/R5 which gave points to every improvement in index of performance and accounted for those improvements in added weight. My old air-cooled 911 #428 had won the V3/R5 class with Sean Howard at the wheel a decade ago. I bought and ran it as a winning V3/R5 car until a “special” Spec Class was created for all 3.2 liter Carrera G body cars. This new class was basically all AASE supported cars and was dubbed Spec Carrera Racing or “SCR”. The most fun you can have with your clothes on is racing a spec air-cooled 911 with equal cars. Holy smokes! In 2015 was able to win SCR in the #428 car and headed for a repeat in 2016.

In September 2015 Dwain let me test drive this crazy 600 HP turbo 996 Cup Car at AutoClub Speedway and it was the most brutal thing I’d ever had a chance to wheel. Wanted that turbo, dreamed of its “Hand of God” power and time travel warp speed, however, we were on a mission with the air-cooled “Vader” #428 and all of its light weight simplicity. By 2015/2016 the GT classes, based solely on power to weight, were introduced. This turbo that Dwain had allowed me to test at AutoClub was basically unlimited power to weight or GT1 in club speak. That means get your wallet out boy, you gonna burn parts and tires like a sultan.

“Ideas are like rabbits. You get a couple and learn how to handle them, and pretty soon you have a dozen.” ~ John Steinbeck

In GT classes the peak power (or torque) of the car are set to make all the cars even using a power to weight formula, everything else is open: aero, power unit, tire size…anything! Want to race a Boxster in GT2? Just add enough power and make it hit the 7.01 lbs. per HP and magic! Well, I figured out that I could double header my air-cooled in GT4 (11.01 lbs. per HP), a Red Race Class, and SCR, an Orange Race Class. So, let’s count five possible races a weekend: with one car. Stupid is as stupid does. This made for hectic race weekends and in 2016 I pulled it off several times. Went for the win in 2016 GT4 and got that. So now the car had championships in V3, SCR, GT4… what if that same car could also win a GT3 championship? The idea took shape and AASE built a work-of-art 3.4 liter higher compression motor got some more out of it. There was no time to take out any necessary weight reductions before my inaugural GT3 race. Buttonwillow CCW, March 2018. Green falls, racing to Sunset. And then…I totaled the car in the first turn of my first GT3 race. Yeah, yeah great idea to try to win the first race in the first turn. Don’t do that!

Injured, broke, divorced. The wrecked car sat for years until my pal David Jansen took me back out to Buttonwillow and the scene of the crime, and let me drive his G body air-cooled race car. “Varmint” is a GT2 classed car at 400 HP and 2,250 lbs. of fun. Having not driven a race car for years it came back quickly…but his car was next level quick. The touch of tire to track and the sound of the engine was enough motivation to get Vader going again.

Rebirth and More Ideas

AASE rebuilt the motor, Dwain Vision straightened the body welding it to a frame, and we went back to GT4 running for a partial 2021 season. Then we moved on to race GT3 in earnest again in 2022. We developed the hell out of the car: added an undertray, diffuser, Michelin slick tires same size GT2 cars run, better aero, coil overs, removed weight where possible, and landed at the magic off track weight of 2,380 lbs. with 277 HP. The car

went the fastest that I’ve ever raced at Tribute to LeMans in May 2022. Boy that car is fast in the corners – stuck!

After many years in the club, I began to notice that Porsche and continuous technology developments have left the air-cooled car behind. I could still go out and beat several drivers at tight tracks with a 700-800 lb. lighter car utilizing its very high mid corner speed and efficient tire use, but as soon as the track straightened out our lowestpower/lightest-weight formula just lacked the speed. We couldn’t go faster than 134 MPH and these guys in modern cars were hitting 150 MPH on the straights. The lightweight car was perfect for long run endurance races, but not for a sprint. Sprint races in this now semi-pro level of racing – GT3 – with factory-built Cup Cars, high development in drivers, and driver aids such as PDK, racing ABS, and torque vectoring made the visceral air-cooled feel like a dinosaur.

A very cool dinosaur! But still a dinosaur. I was torn. Having made it into the final form, it just wasn’t going to win anything in this last class. We had tapped it out for improvements at this power level.

Bigger Dumber Ideas: Willow Springs May 2022

Frustrated, pissed, and confused after a fun race in GT3 in the air-cooled, Dave Jansen and I walked past the Blue Turbo GT1 by Camp Vision as we sipped our sodas after lunch. It was the car that I drove in 2015 and had dreamed about. TUUUURBOOOO!!! Owner Eben Benade and current GT3 champion said to me: “Hey Brett, why don’t you take it for a drive? That car looks good on you!” I am NOT a GT1 racer. GT3 is my thing right now and I’m only focused on that. Jansen gets a gleam in his eye and says to me: “Hey, let’s talk to Dwain at Vision and see if they can turn this car down in power level.” I’m like, huh? Dave says: “You know, down class it for GT3? Gape mouthed I reply: “You can do that?” Standing in front of the turbo Dwain explains in his matter-of-fact way: “You know we can do that: turn it down and make it GT3. You know, it’s better to be doing something different.”

At the end of the weekend, I make an offer for the car. Then I dig into the GCR. As I read them, the rules clearly state that you can do this if the motor fits in the power level of its original manufacture. What the hell, I ask. The Board and Comp Committee take a couple weeks to respond and they give tentative approval, followed by a final written approval a week later. Holy crap! It’s happening. Here we go big Blue Turbo! Vision de-tunes the car, drawing on Dwain’s considerable experience and imagination of a low-pressure turbo being able to create essentially the same power and torque and a fixed tune emerges on the dyno. No more power issues.

Oddly, it was the incoming water-cooled technology that killed V3/R5 in the first place and left space for more open GT classing rules to exist. Club members running the points for index of performance could not keep up with Porsche and its development. GT Classes were necessary and THAT opened power to weight classing which led to a technology race of epic proportion. Porsche is all about pushing boundaries, finding that next second, and maintaining a standard of excellence which leaves all others in the dust. Porsche did this with Turbos, the first 6-cylinder, and then the mighty 8, 10, 12, and 16-cylinder motors. But the car most like what we might use was the 935 Turbo: an Andial built monster driven by many of the most storied racers in history. They were built by Dwain Dement and the Andial Crew in Costa Mesa and won races everywhere. Dwain knows turbos. He planted the turbo idea in my head way back in 2015.

The New Car

2003 996 factory 911 Cup Car. 3.6 motor, ball bearing turbos, intercoolers, Motec, Holinger paddle shifter, big brakes, racing ABS, traction control, and 359 HP, and 3,072 lbs. off track weight. At Karen Robinson’s very nice garden party for her daughter’s graduation, Eben’s wife Norma smacks him and says: “Why the hell didn’t you think of that? Isn’t that going to be better than your GT3 car?” Eben just shrugs.

Photo: Luis Vivar

Race 1. AutoClub Speedway. Saturday. It’s about 150 degrees outside and hot enough to cook an egg on your helmet. I have NO TIME in the car—like 9 or 10 laps. Qualified P4 out of 13 GT3 cars behind Duane Selby, Eben Benade and Ana Predescu. Green drops and that honey badger turbo eats some hot Fontucky air and spits it into the intercooler as we jet up to the front row next to Eben and Selby who have identical horsepower, but less torque. Great, I’m thinking, I have no time in this thing and here we are: two wide, headed for three wide at 140+…real smart Brett. Way to test the car before getting to this moment. Remember what happened at Buttonwillow? I decide going into T3 that Turbo and I can play nice and follow them through the top of T3. The Turbo hangs right there with the top cars as I learn to wheel it, paddles and all; it feels to me like I’m in a Formula 1 car. The paddles and the motec screen look just like something we all watch on TV. As we settle in for some laps I start pushing harder and find my air-cooled muscle memory, with it’s way too aggressive throttle inputs, is not a fit for this new beast. We spin in T6: throttle-on too fast. Lesson learned. Sit there, two feet in after my spin and watch James Buck and Greg Gilson pass by. Back on track, I chase them down and get by after some harrowing two wide moments in turns 1 and 2. But the turbo just loves to exit corners and we start heading for the guys up front, but never get there. Easing more on the throttle and ready to catch the big power-on turbo slides out of corners. Coming up the front straight I see 149.8 mph flash on the dash coming to T1…yup this thing is faster than aircooled all right. In a flash the race is done, and we get 3rd. Team Vison locks out the podium. Technology wins races. Welcome to the new water-cooled high-tech world of newer, only 20-year-old Porsches. Dwain comes and poses for a picture with the three of us, all in very different cars but all with crazy high tech. Duane Selby wins in a 4-liter Cayman with PDK, a giant diffuser, and racing ABS. Eben gets 2nd with a 991.1 911 with a DFI motor, PDK, torque vectoring, and advanced aero. I get 3rd in a 20-year-old turbo 996 with a flappy paddle gearbox. The idea of this power to weight thing does work after all and the cars really are equal.

70 YEARS of Porsche Clubs Worldwide.

This website link is

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70 Years

by John Momeyer

This year Porsche is celebrating 70 years of Porsche Clubs Worldwide. As for the POC, I wanted to share a few things I learned along the way. Porsche Club number 001 Porsche Club Westfalen e.V. was recognized on May 26, 1952. The Porsche Owners Club or POC is Club number 009 and was recognized on June 27, 1955. Our brethren Porsche Club of America is number 010 and was recognized on September 13, 1955. The last club recognized in 2022 was number 357 Porsche Club North Macedonia. In our own archives, I found that the POC’s original Articles of Incorporation as a nonprofit Social Club are dated May 16, 1955. A few highlights from the document state the purpose of the club is:

• To establish, maintain and operate an organization for the mutual benefit of all registered owners of Porsche automobiles.

• To conduct competitive automotive events of all kinds and nature whatsoever for all members...

• To disseminate information of all kinds concerning automotive vehicles, their design, construction, operation, performance, maintenance and uses, both sporting and utilitarian.

• To provide a congenial society where all owners of Porsche automobiles can associate and fraternize with others of similar interests and aims.

of Enduring Passion

I am glad to see that after all these years the POC is still living up to the ideals that the original founders of the club envisioned.

For our last three events of the season, I have received several of the 70-year celebration stickers and flags from Porsche. Please add #enduringpassion and #myporscheclub to your Instagram pics throughout the events and let’s show the entire worldwide Porsche club community who club number 009 is!

THE FIRST PORSCHE CLUB

On 26th of May 1952, Günter Heidemann, Hans F. Debner, Gustav Pardun, Alfred Göddert, Rolf Vormstein, Emil Handtke and Karl Wertz found the Westfälischer Porsche Club Hohensyburg, which goes on to become the Porsche Club Westfalen e.V., in the presence of publicity manager and legendary racing driver Baron Huschke von Hanstein. The spirit and purpose of the Club – as can be read in the Club’s founding articles – is “...to bring together all Porsche drivers in a spirit of friendship and camaraderie ...”

After Hohensyburg, more Porsche Clubs quickly spring up throughout West Germany. The Porsche Club Wiesbaden is founded in 1952. 25th of September 1952 sees the creation of the Porsche Stamm Berlin, followed by the associations of the Porsche Club Köln e.V., the Württembergischer Porsche Club e.V. and the Porsche Club Niedersachsen e.V.

Porsche Tid-bit

The 911 GT2 RS is what happens when you combine a lightweight sports car with a 3.8-liter flat-six that cranks out 700 horsepower and 553 lb-ft of torque. That monstrous power is sent to the rear wheels through a seven-speed dual-clutch automatic transmission. Along with a set of sticky Michelin Pilot Sport Cup 2 tires, the prodigious powertrain helped the 911 GT2 RS basically teleport from zero to 60 mph in 2.6 seconds and disintegrate a quarter-mile drag strip in 10.3 seconds at 140 mph (top end is 211 mph).

See

Car

2022 Race Schedule

Jan 8-9 Streets of Willow Springs

Jan 22 POC Awards Banquet

Feb 5-6 Willo w Springs Int’l Raceway

Mar 12-13 Buttonwillo w Raceway

Apr 16-17 Spring Mountain

May 13-15 Willo w Springs Int’l Raceway

Jun 4-5 Streets of Willow Springs

Jun 10-12 Utah Motorsports Campus

July 16-17 Sonoma

August No Event Scheduled

Sep 3-4 Auto Club Speedway

Oct 1-2 Chuckwalla

Oct 28-30 Spring Mountain

No vember No Event Scheduled

Dec 3-4 Willo w Springs Int’l Raceway

A genuine adventure commited to the betterment of the Race Car Drivers safety. Since 1970 Stand 21 has continuously delivered advanced technical innovations and safety improvements in products that are exceptionally efficient and comfortable.

911 Design is a full-service repair and restoration facility located east of Los Angeles in the city of Montclair.

In addition to offering standard service, repair and restoration for all Porsche® models, we are known for and specialize in custom fabrication, design and performance upgrades.

All of our services are vertically integrated which means we keep all repair, fabrication and auto-body in-house.

Now you can order your favorite POC garments and other specialty items “Online” simply by clicking on any one of the above photos!

SIMRACING

GT3 RSR

1st Travis Brown

4th Matt Hollander

2nd Tom Layton 5th Corey Latvala

3rd Michael W. Johnson 6th Doug Boccignone

1st Michael W. Johnson 4th Matt Hollander

2nd Corey Latvala 5th BJ Fulton

3rd Jacob Abrams 6th Andrew Beckner

1st Tom Layton 4th Michael W. Johnson

2nd Corey Latvala 5th Michael Oest

3rd Travis Brown 6th Matthew Sipek

1st Tom Layton 4th Michael W. Johnson

2nd Travis Brown 5th Paul Newton

3rd Michael Oest 6th Jad Duncan

1st Travis Brown 4th Doug Boccignone

2nd Michael W. Johnson 5th Corey Latvala

3rd Jacob Abrams 6th Sam Mayorga

1st Tom Layton 4th Michael Bolten

2nd Michael Oest 5th Matthew Sipek

3rd Jacob Abrams 6th Paul Newton

1st Tom Layton 4th Michael Bolten

2nd Michael W. Johnson 5th Corey Latvala

3rd Michael Oest 6th Travis Brown

1st Tom Layton 4th Michael W. Johnson

2nd Corey Latvala 5th Sam Mayorga

3rd Travis Brown 6th Matthew Sipek

1st Tom Layton 4th BJ Fulton

2nd Michael W. Johnson 5th Corey Latvala

3rd Travis Brown 6th Matthew Sipek

1st Corey Latvala 4th Sam Mayorga

2nd Michael W. Johnson 5th Andrew Beckner

3rd BJ Fulton 6th Matthew Sipek

1st Tom Layton 4th Michael W. Johnson

2nd Travis Brown 5th Michael Oest

3rd Corey Latvala 6th Michael Bolton

1st Travis Brown 4th Nick Facciolo

2nd Tom Layton 5th Michael Bolten 3rd Corey Latvala 6th Paul Newton

1st Tom Layton 4th BJ Fulton

2nd Travis Brown 5th Jad Duncan

3rd Michael Bolten 6th Doug Boccignone

GT3 RSR

1st Tom Layton

4th Corey Latvala

2nd Michael Bolten 5th Sagar Dhawan 3rd Jad Duncan 6th Mark Rondeau

1st Tom Layton 4th Michael W. Johnson 2nd Corey Latvala 5th Mark Rondeau 3rd Travis Brown 6th Jad Duncan

1st Tom Layton 4th Michael Oest 2nd Corey Latvala 5th Mark Rondeau 3rd Michael Bolten 6th Sam Mayorga

1st Corey Latvala 4th Doug Boccignone 2nd Sam Mayorga 5th Jacob Abrams 3rd Michael Bolten 6th Charles Dick2

1st Tom Layton 4th Michael Bolten 2nd Corey Latvala 5th Matt Hollander 3rd Jacob Abrams 6th BJ Fulton

1st 4th 2nd 5th 3rd 6th

1st 4th 2nd 5th 3rd 6th

1st 4th 2nd 5th 3rd 6th 1st 4th 2nd 5th 3rd 6th 1st 4th 2nd 5th 3rd 6th

1st 4th 2nd 5th 3rd 6th

Auto Club

Long Beach

SIMRACING

All club members with track experience or online sim racing experience are invited to participate – however, you will need an iRacing Membership and a simulator.

UPCOMING

Spring Mountain October 29-30

Let’s head back to Pahrump for another go-of-it. This go-round, however, we’ll be racing on the new Charleston Peak track! A Double Points event open to TT and Cup Racers along with our 2nd Race Clinic of the year.

Register Today

Willow Springs December 3-4

Our season finale. Your final chance of the year to get your “Speed On.” Don’t miss out on this chance to hit the track one more time before the year ends

Registration Open Soon

And, don’t miss the Official POC Facebook Page with photos, videos and comments from our members.

Be sure to check out the POC website for our 2020 schedule of events and to stay current on PDS, Time Trial and Cup Racing standings.

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