Porsche Report Issue 4 2023

From the Editor

This year, besides being the 75th Anniversary of the Porsche brand, also marks 60 years of the 911 sports car. The significance of this achievement by Porsche cannot be overstated. To have succeeded in producing a single marque of such significance over a long period of time, to have that marque become an icon of sports cars globally, and to have achieved a continuous design development that has retained key features, is momentous. Porsche Centre Adelaide organised, as part of the global celebrations of this achievement, an event involving the coming together of 60 examples of the Porsche 911, assembling at Wigley Reserve in Glenelg before moving in convoy to Paxton Wines in the McLaren Vale for lunch. The event, along with drone and other camera images, is captured in the article PCA 60Year / 911 Event. I am sure you will find the images stunning.

To the casual observer, it could easily be asked, why the fuss over such an achievement as producing a single marque sports car over 60 continuous years? To help explain that achievement I have written an article titled ‘60 Years of the Iconic 911’. That article should be read in conjunction with another in this magazine edition, ‘Significant 911 models’, that further describes milestones in the developmental pathway of the 911 over those 60 years.

But the developmental process of the 911 is never complete and Porsche has signalled that the next steps involve both a

new internal combustion 6-cylinder engine for the 911 as well as a hybrid powerplant. Eventually the 911 will morph into a fully electrified version but possibly not until the end of the decade. In the meantime, we can continue to enjoy the iconic 911 in all its forms and, at least for some of us, take pride in owning a piece of automotive history.

Not to be forgotten, we cover further events in the Motorsport and Social calendars as well as featuring some additional photos taken by Vic Moore during his visit to Germany for the 75th Anniversary celebrations, that we were not able to include in the previous edition of the magazine. We also capture all the Porsche and Supercar action at the Adelaide Vailo 500, with some marvellous photos from our own photographer, Bob Taylor.

This edition also features coverage of the PCSA Touring Group involvement in the Adelaide Rally, as well as an article from Julian and Jill Dickeson on their participation in the event, as guests of the PCSA Tour Group and as members of the Victorian Porsche Club. Their contribution is very much appreciated.

I hope you enjoy this edition of Porsche Report and, as always, look forward to your feedback at magazine@pcsa.asn.au

Chris Baldwin Editor

“Porsche Report” is the official magazine of The Porsche Club of South Australia Inc. (ABN 36 370 887 701)

Publisher:

The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au

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Copyright: © 2022 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher.

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Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au

Vic Moore

president’s report

Dear Members

president’s report

Dear Members

It does not seem that long ago that I was talking about the start of the year, and here we are in May 2021 already.

A major event for the Porsche Club of SA held at the Bend Motorsport Park over the Easter long week-end, Good Friday and Easter Saturday was a resounding success. Although sixteen of our friends from the Porsche Club of Queensland were locked out of the event, those who were fortunate enough not to be affected by Covid19 still represented other state clubs, along with our large home state contingent.

Darien Herreen and his Motorsport team are to be congratulated for the enormous amount of time and effort that they put into the Porsche Clubs of Australia Easter event, not once but twice!!!! Why twice, the first time the event was scheduled for Easter 2020 and then of course Covid19 caused the major disruption all of us and so the event was cancelled at short notice. I also need to acknowledge the incredible support from The Bend Motorsport Park and Charise Bristow for all the background work to allow the event to be rolled over to 2021. However, that did not mean Darien’s work stopped there. It was basically start again with all the re-organisation, planning and scheduling and the final result was an event which will continue into the future each Easter. Just a note at this point that I also need to acknowledge, Darien as an employee of Qantas had to juggle many situations at work while still trying to negotiate the future of the event and he acquitted himself in exemplary style in both roles as always, thank you on behalf of all members Darien.

talents were passed on to them. On behalf of the Porsche Club we send our thoughts, love and prayers to Cheryl, Wade, Jordan and family and will always remember the infectious smile of one of ours.

RIP Peter Ormsby and thank you for the memories.

presented to Foodbank by Lee. Over the last two years the club has raised $36,000 for Foodbank, which equates to some 72,000 meals.

The last three months of 2023 were very busy with many activities and events, which your loyal, hardworking, dedicated committee made sure were as enjoyable and successful as always. Those activities included the final Sprint at the Bend, with passenger laps and trophy presentations for the Motorsport Competition. This final motorsport event saw a packed field of competitors, with Mark Coupe doing an exceptional job all day to organise times, grid spots and groups and jointly manage with Darien the sign in for additional passengers, as well as run the presentation of the Motorsport awards. A huge thank you for your exceptional effort for the day Mark. Thanks particularly to Darien Herreen and Mark Coupe for their continued organisation and the success of the entire Motorsport program, which includes Motorkhanas, at Mallala Motorsport Park, Hillclimbs, at Collingrove and Sprints at Mallala and the Shell V-Power Motorsport Park at The Bend. Ray Pryor and Roger Paterson deserve mention for their years of background support work that always ensures the success of the Motorkhana program for our competitors. Congratulations to all our winners and runners up and to all our members and associate members who attend so many of the Club events throughout the year and allow the Club to continue to develop and improve our Motorsport program.

Very soon you will be receiving emails, asking you to respond to a series of questions and to update your club information. We, as the Porsche Club of SA Inc, are moving to a new database, Club Express, to ensure your information and details are up to date and secure. The new system will give member portal access allowing you to enter events, attend functions, contact the committee and update your details from anywhere you can find the opportunity to log in. Johnny Fricke has spent hours researching and questioning the Club Express group to ensure we are getting best platform available to support our growing club and the diverse needs of a database system.

Mid November saw approximately thirty Porsches, from the latest models to an early 356, enter the Porsche Tour group with Tour leaders and followers for two groups of vehicles, as part of the Adelaide Rally. As it was the 75th Anniversary of the Porsche Marque, Porsche Cars Germany supplied sufficient 300mm bonnet decals for each car to display. Each competitor must have a navigator and displayed ability in past Rallies or track work, and observe strict guidelines in regard to safety protocols, speed and general behaviour. Once again it was my privilege, along with my trusty navigator, Gerry Bourke, to have a team of leaders and followers who fulfilled their roles to an exemplary standard. Thank you to James Law and navigator Rory, Brad Trenwith and navigator Barrett and Doug McPherson and navigator Andrew Whymet. The response from all competitors was that the event was fantastic and a thoroughly enjoyable three days spent being able to have closed roads to test our cars and ability while governed to a strict speed limit. Credit to all who participated for their friendship and exceptional behaviour. Thank you all for making this event a great success for the Porsche Club of SA.

club committee

Vic Moore President president@pcsa.asn.au

James Law Vice President & Membership 0416 044 051 vicepresident@pcsa.asn.au

I should also make particular mention of the monies raised for Foodbank SA & NT by the Porsche Club of SA, principally through the efforts of Lee Fulton and the social committee. This year we raised $16,000, seen here with a cheque being

Our membership is expanding with the number now in excess of four hundred and growing each quarter and with such expansion, we as a committee are looking to support the diverse needs of you the club members. The social calendar is being finalised as I write this article, with three dinners, the AGM and the Black Tie Dinner and a week-end away just some of those to come. Keep an eye on the website for further updates and submit any suggestions to the committee via email of any future social event or idea that you may like included.

During late October we received sad news that one of our members had passed away. Peter or Pete Ormsby was a true gentleman, kind hearted, generous, great sense of humour and a delightful human being who I had the privilege to know and regard as a friend. Peter’s golfing talents and motorsport interests made him a unique sportsman, and both Wade and Jordan certainly have shown that dad’s

Which brings me to the next item of news for you the members to contribute to and support the team who will be producing the Porsche Partners page(s) in the Porsche Magazine. Keep an eye out for the first instalment in this issue.

Club Committee

Mark Coupe was another of the Motorsport team who made the competitors most welcome with his excellent service at the front desk and the great job in form up and of course the support for Darien. As I said the feedback and general comments from competitors, visitors and support groups has been extremely satisfying and we look forward to Easter 2022 when more of our interstate clubs will be joining us for the next chapter of Porsche Clubs of Australia at The Bend.

The final event for the year was the annual Family Christmas luncheon held at the Uraidla Oval, where this year the weather Gods were very kind to us. Thanks to so many who assisted with the preparations, however, particular mention to Helen Kowalenko for all the work and planning prior to the event to ensure all the important details are completed. One detail in particular is to make sure Father Christmas is booked and his helper has the Spyder Sleigh ready and pristine. Helen and Lee make sure the event continues the long tradition of celebrating the festive season with the Porsche family. The array of cars parked on the oval adds to the day’s celebrations, along with the generosity of you the Club members. As is tradition, Father Christmas brings gifts for our Porsche Family’s children, who in turn bring a present or donation for those less fortunate than us. Helen and I were proud to represent you our generous members who supplied toys and cash donations for the Women’s’ Shelter SA. We were able to present the Shelters representative with over one thousand dollars in cash and a similar value in toys and presents. Thank you for your generosity and thoughtfulness.

Darien Herreen Secretary & Motorsport secretary@pcsa.asn.au

Steve Thiele Treasurer 0412 195 634 treasurer@pcsa.asn.au

Historic registration, membership and the new financial year. All members who have vehicles on Historic registration are reminded that they must renew their club membership and have their logbook signed to remain legally registered and insured under the current agreement. I will email details of time and location for logbooks to be presented for endorsement in the next few weeks.

It is with great pleasure that we announce that Helen Kowalenko has been made an Honorary Member of the Porsche Club of SA Inc, in recognition of her years of service and dedication to so many aspects of the Club and the Porsche marque. As many of you know the Christmas function and the assistance given to Santa with the suitable present choice for the children has been Helen’s domain for many, many years and Santa sends his congratulations too. More recently Helen with the assistance

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

The 2024 Year sees some exciting events in Motorsport and Social activities, with the combined National Event planned for Good Friday and Easter Saturday. The other significant event will be the 50th Anniversary of the Porsche Club of SA Inc. If you are interested in assisting, have any information or feel you would like to have input, please contact any of the Committee. More information will be broadcast soon, with the possible date likely to be towards the end of the year. I look forward to seeing many of you throughout 2024 as we continue to bring you an exciting program of Social and Motorsport events. As always, if you would like to assist, have positive suggestions or just want to touch base, please contact any of your hardworking committee.

Social Secretary / Merchandise social@pcsa.asn.au

Kind regards,

Vic Moore President, PCSA Inc.

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

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

Peter Kowalenko Membership/ Historic membership@pcsa.asn.au

Mark Coupe 0423 251 881 mhccoupe@gmail.com

webmaster@pcsa.asn.au membership@pcsa.asn.au

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

Donald Halley General Committee historic@pcsa.asn.au

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

Motorkhana Championship

1st October 2023 | MALLALA

J Coote

Brad Trenwith

P Matson

D Edkins

T Panopulos

Barrett Trenwith

P Matson

D Edkins

T Panopulos

Photos by R Clements

PCSA Round 3 Motorkhana Championship Results

1st October 2023 Mallala

D Herreen

Brad Trenwith

Ray P

P Panopulis

NK

P Panopulis

75th Anniversary of Porsche STUTTGART | GERMANY

Photos by Vic Moore

Photos

Photos By: Vic Moore

PCSA AGM & 75TH ANNIVERSARY OF PORSCHE BRAND

Some belated photos of the celebration of the 75th Anniversary of Porsche and the PCSA AGM, held at The Junction Hotel on 13 October 23. The new committee, led by Vic Moore as President, was voted in and attendees enjoyed some complimentary food and drinks and the celebration of Porsche’s heritage as demonstrated by the display of a 356, Boxster Spyder and Taycan. The 75th Anniversary cake, provided by Helen Kowalenko, was ceremoniously cut by President Vic and Helen.

P Kowalenko, P Kellett, R Pryor, D Herreen.

Photos by H Kowalenko and Chris Baldwin

Photo: 75th Anniversary cake.

Photo: H Kowalenko.

Porsche says 911 Hybrid will be out in 2025 and “Should Not Get Too Heavy”

Article By: Adrian Padeanu (by kind permission)

Photos courtesy of: motor1.com (by kind permission)

Article Date: 23 October 2023

Porsche has been talking about the 911’s inevitable electrification for years but the hybrid sports car is still not out yet. In fact, Zuffenhausen’s venerable performance machine will not get an electric motor before the end of this year, or in 2024 for that matter. The first versions with a facelift – known by enthusiasts as the 992.2 – are expected to arrive at some point next year. All of these initial models will rely solely on a combustion engine.

Its electrified powertrain will be more about performance rather than efficiency.

Motor Trend sat down and had a chat with Frank Moser, Vice President Model Lines 911 and 718, about what the future has in store for the former, which is turning 60 this year. He announced Porsche is working on the 992.2 for which it’s developing a “hybrid, a performance hybrid.” He went on to say it’ll be released “about the middle of the decade.”

Not entirely satisfied with the vague timeline, MT asked him when the first hybrid would be launched: “Maybe two years.” It indirectly means none of the initial 992.2 versions will be hybrids, which suggests the electrified model(s) will be based on a highperforming member of the vast 911 line-up. Regardless of which

shape it’ll take, Michael Steiner, Porsche board member for development told MT the hybrid sports car “should not get too heavy.”

Seen in the adjacent spy shots is a prototype of the 992.2 but with a couple of twists. For starters, there’s a yellow round sticker in the top-left corner of the rear glass denoting its electrified nature, further implied by the decision to go with the “EV” letters on the license plate. Reports state it’ll be a hybrid you won’t plug in, which makes sense since PHEVs have bigger batteries that add weight and complexity, thus creating packaging issues.

Back in March, Autocar reported the GT2 RS (of which a test mule is possibly pictured below) will adopt a hybrid setup to create the quickest and most powerful 911 ever. It’s supposedly going to be based on the Turbo S with a flat-six 3.8-liter engine and a mild-hybrid setup adapted from the 963 LMDh endurance racer. Rumor has it the combined output will exceed 700 hp while torque will receive a significant increase over the already immense 590 pound-feet (800 Newton-meters) of the Turbo S.

Since we mentioned the weight penalty earlier, Autocar has it on good authority it won’t exceed 220 pounds. As a refresher, the Turbo S in coupe flavor tips the scales at 3,636 pounds.

Porsche has said on numerous occasions that a purely electric 911 won’t happen this decade, so a 911 EV is not coming during the 992 generation. The 911 is going to be the brand’s last car to offer a combustion engine, which hopefully might get a new lease on life thanks to Porsche’s investments in synthetic fuels.

Porsche Centre Adelaide Event

60 Years of the Porsche 911

2 DECEMBER 2023

Porsche owners in South Australia had their chance to join in global celebrations of 60 years of the Porsche 911 marque when Porsche Centre Adelaide convened a special event on Saturday 2 December 2023.

Photos courtesy of Porsche Centre Adelaide

The day started with a gathering of 60 invited Porsche 911 owners and their cars at Wrigley Reserve, Glenelg, before driving in convoy to Paxton Wines in the McLaren Vale for lunch. Whilst it was always going to be difficult keeping 60 odd Porsche 911s together for the trip out of the city to McLaren Vale on a Saturday morning, nevertheless, it was a momentous site seeing so many examples of the 911 marque making their way south from Glenelg. It was equally impressive seeing the assembly of cars on the lovely grounds of Paxton Wines.

What a wonderful celebration of this iconic marque and a chance for owners to join in the camaraderie of a shared passion for Porsche. But what is so special about the Porsche 911 and 60 years of its production to justify such a global celebration? It is not enough to simply state that the 911 is the sports car brand that represents Porsche and has had a continuous evolution as one marque over 60 years, with such success that it is arguably the sports car of the century.

It all began on the 12 September 1963 when the successor to the Porsche 356 was unveiled at the International Motor Show in Frankfurt. Ferdinand Alexander Porsche, like his father Ferry, was actively involved in the automotive industry, not as an engineer but as a designer. He designed what was to be one of the most iconic sports cars in modern history, the 911 (initially christened the 901). It was more powerful than the 356 and replaced the four cylinder engine with a six cylinder boxer engine in the rear, giving the car excellent weight balance and steering responsiveness. Unlike other sports cars, the 911 was both fast and very reliable. So reliable that it is estimated today that over 70% of all Porsche 911s built are still on the road.

The 911 debuted on the racetrack at the Monte Carlo Rally of 1965 where it earned 5th place. In the following years it achieved three consecutive victories in the Monte Carlo Rally, from 1968 – 70. It has since become one of the most successful competition sports cars in history.

Chris Windsor Principal PCA

To the casual observer of all 60 Porsche 911s on Wrigley Reserve one thing that would stand out is the recognizable continuity of design style over those 60 years. The roofline, the proportions and front headlights all remain as unmistakable components of that design and owners can take pride in having a car that, no matter where it falls in those eight generations of the marque, it still has that unmistakable DNA that is the essence of the 911.

Porsche and Solid State Batteries

| PCA Tech Tips

Article Date: 23 May 2023

One of the latest terms you’ll hear in the EV world is “solid state batteries.” But what are solid state batteries and why has Porsche invested in a company that will provide these batteries? Will they revolutionize the electric car or is it just another technology that’s not ready for mass consumption yet?

You need to know that solid state batteries have not been used in a mass-production car yet. Toyota has said that their SSB will probably debut in a hybrid before it does in an EV. Experts are saying 2030-2032 is the target date for when it’s realistic to expect SSBs in production vehicles.

Porsche is reportedly working with QuantumScape in developing these solid-state batteries for future EVs, including hybrid, such as the next generation 911 (reportedly).

So why do we want solid-state batteries to succeed? There are several reasons, and they all have to do with the drawbacks of EVs right now. The two primary reasons are range and charging time. SSBs will increase the range as well as reduce charging times.

1

With a higher energy density, the amount of power stored in the same sized battery can be higher than traditional lithium-ion batteries.

2 They are better equipped to operate over a wider range of temperatures. No more social media posts showing EV owners panicking as their range plummets alongside the outside temperatures.

3 The time it takes to charge an SSB will be drastically reduced, thus making EVs more practical for not only commuting but long trips, as well.

Before you jump out of your chair to put a deposit on a future vehicle, SSBs are not the panacea we’re hoping for. At least not right now. Much like all emerging technology, there are drawbacks.

1

2

3

Because it’s a new technology, the cost to manufacture SSBs is higher than traditional lithium-ion batteries. Remember when an album on Compact Disc cost more than double that of a vinyl record? This changed once the manufacturing processes were refined and streamlined.

SSBs also use more lithium than a regular lithium-ion battery. It’s no secret that the amount of lithium in the world being mined annually, is not equal to the amount that is needed.

Recycling SSBs is more of an issue than normal lithiumion batteries since many of the components are simply not recyclable.

There’s also a race to find an alternative to lithium. One of the possible answers is silicon. Lithium-silicon batteries have the possibility to offer extended range and lighter weight, but that technology is still being developed. Porsche has also invested into companies who are at the leading edge of developing lithium-silicon batteries.

You can probably see a theme here. Porsche is making sure to have their hands in most all technologies of the future, hedging that at least one will be the breakthrough we’re all hoping for. This includes E-fuels, which have been in the news lately.

We are certainly in an exciting time in automotive history. One or more technologies will emerge, and consumers should benefit. However, like with all technology, the question is, at what cost?

Article and Photo By: Manny Alban (courtesy of PCA)

The lithium-ion battery (not solid state) of a 2019 Porsche Taycan Turbo S. Photo courtesy Porsche.

PCSA Annual Weekend Away

LADY BAY, NORMANVILLE

Article and Photos By: Steve and Kirsty Page

Date: Oct 2023

On a glorious morning in late October, 36 club members and their 19 cars assembled at the Feathers Hotel car park in Burnside, all eager to participate in the annual Weekend Away. This has become a fixture on the club calendar with spaces booked months in advance and the assortment of cars reflected the wide ownership and interests of the members, with the usual bunch of 911s, in many variants , a number of 718s including a much envied Spyder, and a couple of Macans. After being suitably warned by Lee’s apt anecdote about speeding penalties, at 9.30 am we set off in convoy up Greenhill Road, stopping only to allow for stragglers from the cursed roadwork traffic lights to bunch up, and managing to avoid any kamikaze cyclists. We passed through Uraidla and the Hills, enjoying the lack of traffic and the ability to let our cars stretch their legs on the 100kmh limited roads. Arrival at our first comfort stop at Kanmantoo provided a relief for both cars and their drivers. We then continued along fast, open roads to lunch at Bremerton Winery just outside Langhorne Creek.

This is, like most wineries in the Hills, a lovely venue for lunch, with a tastefully restored dining area. After a short delay to enable us to sample a few glasses of the local wines, we started with platters, which would have been enough food, but they proceeded to bring out a variety of pizzas, and just when we thought we couldn’t eat any more, yet another pizza arrived. Then, of course, they served us dessert. Although everyone really needed an afternoon nap after such a feast, we set out again for the afternoon run. By now the gentle breeze at the beginning of the day had developed into a gale force wind and those with convertibles foolish enough to have opened their roof were soon regretting the decision (myself included), though at least it was warm. Lee had planned a great route with lots of winding roads, perfect for every car – travelling via Milang, then past Victor

Harbour, and through the 30kms of scenic Inman Valley, possibly the bumpiest road in SA, at least for the older Porsches, whose drivers were reminded of their need to visit their dentists, before arrival at Lady Bay Resort at Normanville. We had booked the standard rooms, but these, as rooms go, are palatial with a large bedroom and en suite plus lounge and balcony overlooking the links golf course and sea beyond.

A welcome break for everyone followed, then we all assembled for dinner. A highlight was a toast to Kym and Maria, who were celebrating their 45th Wedding anniversary. Maria’s comment that “she was just along for the ride” may have pertained to the new Boxster 718 GTS, or maybe their 45 years together! New members Dinh Quang Lai and partner Ang were also welcomed.

Sunday morning saw morning strolls for the few who recovered quickly from the night before, long lie-ins for the majority, until we met for breakfast. Plans were made for a 10:15 am departure, with the destination in Maclaren Vale.

Another enjoyable drive along winding roads saw us arrive at Richard Hamilton (Leconfield) Wines for yet another gourmet lunch. We parked our cars on the lawn at the front of the winery, surrounded by magnificent rose bushes – what a fantastic sight! It was so photogenic that Simon almost did a backflip over the steps while trying to catch the perfect shot!

We were seated at a long table on the balcony and the hostess, Carly, gave us an introduction about the winery. We were treated to a wine tasting of 6 of their wines, along with the obligatory platters to accompany this. Gourmet pies followed, after which people started to drift off to return home and finish weekend chores after a thoroughly enjoyable 2 days away.

Our thanks to Lee and Pam who, as usual, did an amazing job putting this trip together; the drives were wonderful, the stops perfect and the accommodation was also excellent. The fact that everyone was already looking forward to 2024’s trip is a testament to Lee’s planning and organisation!

PORSCHE at SHANNONS TROPHY SERIES

13-15 October 2023

BY:

PHOTOS

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PORSCHE at SHANNONS The Bend

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PHOTOS BY: Bob Taylor

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Porsche 718 Cayman GT4 RS Special Edition Celebrates Carrera Panamericana Race Car

Created in collaboration with TAG Heuer, the two cars take after the 550 Coupe that competed in 1953.

The 911 GT3 R Rennsport wasn’t the only world premiere Porsche had over the weekend at the Weathertech Raceway Laguna Seca in California. Attending the same Rennsport Reunion 7 event was a special 718 Cayman GT4 RS of which only two are ever going to be made. The track-focused road car was created in collaboration with TAG Heuer to celebrate the 550 Coupe that raced in the 1953 Carrera Panamericana.

It arrives about a year after the one-off 911 S Cabriolet Panamericana Special was unveiled to mark Porsche’s first entry into the Carrera Panamericana in 1952 with the 356 S Cabriolet. The follow-up special car is based on the highest-performing Cayman and will be driven by racing driver/actor/TAG Heuer brand ambassador Patrick Dempsey in the 2023 edition of the Carrera Panamericana later this month.

Known by its impossibly long name as the Porsche 718 Cayman GT4 RS TAG Heuer x Porsche – Legends of Panamericana, the special edition comes with the “152” and “154” racing numbers respectively on the doors and roofs as a nod to the race cars. Both come painted in Le Mans Silver Metallic complemented by body-coloured accents. You might have seen this colour already on the 911 Carrera GTS Le Mans Centenary Edition introduced by Porsche France in late June to mark 100 years of the legendary endurance race.

The rear wing’s endplates as well as the hood proudly carry the TAG Heuer logo, as do the wheel hub covers of the central lock rims and the air filter box peeking through the rear window. There’s also a Pegasus motif as a tribute to the 550 Spyder, one of the first racing cars with stickers from sponsors. This winged horse was part of the Mobil Oil logo back

in the day. You can have this as a sticker on other cars as an optional feature from Porsche Tequipment, the division responsible for accessories.

There are more special touches inside the cabin where Porsche applied green, white, and red cross-stitching denoting the Mexican flag. In addition, the door sills are adorned with “GT4 RS Panamericana Special” lettering while the headrests depict an old-school racing driver cap also found on the valve caps. Look between the seats and you’ll notice the TAG Heuer logo embossed on the armrest.

As a final touch, the car carrying the “154” racing number is a bit more special by featuring a TAG Heuer stopwatch in the center console. You can’t buy it separately since it was developed specifically for this 718 Cayman GT4 RS. The “152” car will be auctioned early next year, with the proceeds going to a good cause.

Article By: Adrian Padeanu (PCA article reprinted by kind permission)

Photos by Porsche Club of America

Article Date: 2 October 2023

Article By: Basem Wasef (by kind permission motor1.com)

Article Date: 25 September 2023

One of the All-Time Greats

The 518-horsepower 911 S/T is an understated alternative to the GT3 RS.

Its austere, Gurney-flapped hindquarters don’t flaunt a park benchsized spoiler, the front fenders are devoid of shark gill slats and hyper aggro aero, and this severely light weighted road car most certainly couldn’t stick to the ceiling if driven upside down at speed. But what the 2024 Porsche 911 S/T lacks in extroverted bodywork, it more than makes up for in one critical metric: the butt-pleasing, vestibular appeasing ability to deliver tingles and treats to the driver who dares dip into its vast wells of capability.

Allow me to explain.

Quick Specs 2024 Porsche 911 S/T

Engine 4.0-Liter Flat-Six

Output 518 Horsepower / 342 Pound-Feet

Transmission Six-Speed Manual

Curb Weight 3,056 Pounds

Base Price $290,000USD

How RS Becomes S/T

The literal antecedent to the S/T is the GT3 RS, a downforceintensive track number whose sole raison d’etre is to bang out eye-opening lap times. As such, the big-spoilered bruiser can only be had with a two-pedal automatic, a dizzying suite of electronic

suspension adjustability, and upgrades aimed at squeezing optimal lap times at the track. Plucking the 518 horsepower, titanium con-rod equipped, individual throttle body-powered, 4.0-liter flat-six from the RS, the S/T strips its related components to their naked essence in order to shave maximum weight with the goal of ultimate driver purity.

The dual-clutch is swapped for a six-speed, short-throw manual; the power-sucking hydraulic clutch is replaced by an unassisted unit that weighs half as much, and a single-mass flywheel enables blink-quick tachometer spins from idle to 9,000 rpm. Also axed is rear axle steering, whose power thirsty magnets and motors necessitate a bigger, heavier battery.

Lightweighting measures are so aggressive throughout that the S/T becomes the wispiest model in the 992 lineup, boasting a curb weight of only 3,056 pounds. That’s a full 212 lbs slighter than the GT3 RS, or an American pit bull terrier heavier than the 991-series 911R, which had more lenient homologation rules it had to stick to.

But it’s not all about apples-to-oranges comparisons against its big-spoilered stablemate. Though the S/T’s forward-slashed moniker tips a hat to the racing homologation specials of the late 1960s and 1970s, a more accurate view is to consider it the spiritual successor to the 911R and a punchier alternative to the discreet GT3 Touring. Think of it as yet another specialized, low-volume nod to Things Enthusiasts Like Very Much: a manual transmission, crystal clear steering, less sound insulation and more information about the world around. And, of course, an almighty internal combustion engine that’s like a studio reference speaker for depicting linear horsepower and torque delivery.

Trial By Italian Road

To put a finer point on its finely tuned identity, it took three flights to get to the sprawling mountainous b-roads of Southern Italy, a region that’s dear to the S/T development team’s heart. These are the hills where GT boss Andy Preuninger, product manager Uwe Braun, and racing legend Walter Röhrl gathered to put the model through its paces and perform final performance validation before it went into production.

Swing open the S/T’s driver door and slam it shut, and there’s noticeable lightness thanks to its carbon fiber skin, a material choice that also extends to the roof, hood, and front fenders. The 518 horsepower flat-six kicks to life quickly thanks to its reduced reciprocating mass and feathery flywheel, and the trimmed-down components reveal a noticeable rattle at idle. The clutch requires a bit more effort than in the GT3 Touring, but the six-speed shifter feels short and precise as it clicks into each gear, sliding with a clean, positive feel.

Despite the manic potential to rev to 9,000 rpm, there’s an eerily natural manner to how the gear ratios – which are 8 percent shorter in this setup – mate with the eager engine. Lay into the power, and the motor lurches the S/T forward with more urgency than the GT3 Touring; drop a cog, and blipping the throttle invariably produces a well-matched rev. Though its official 0 to 60 mile per hour time of 3.5 seconds is rated a half-second slower than the near-instantaneously shifting GT3 RS, the S/T nonetheless thrills as it runs through the gears, falling easily into a rhythm of fast upshifts and crisp, heel/toe-matched downshifts. Standard carbon ceramic brakes are powerful and easily modulated.

Preuninger acknowledges that the 911 platform has exhibited scope creep in recent years. “The 992 has gotten to be a pretty big car, everybody knows that,” he admits, emphasizing that the goal of the S/T is to feel the smallest and lightest of all its siblings.

Lightness Over Aero

Through a cavalcade of hairpins, the S/T proceeds to achieve the seemingly unachievable, biting into corners with massive front-end grip, transitioning to mid-corner with fluid ease, and powering out beyond each apex with ease. Without the GT3 RS’s complicated rebound and compression adjustability, the only PASM setting available in the S/T comes from the knurled, shock absorber-clad toggle on the dashboard.

Going against Porsche’s convention, tapping the toggle softens, not stiffens the suspension – though the stiffer default setting actually provides plenty of compliance, even through seriously pothole-ridden stretches. The simplicity of these options and the plug-and-play nature of the car lends it an inherent ease. However, the surprising grip of the Michelin Pilot Sport Cup 2 tires – they’re not even Cup 2 Rs – ups the ante enough to make the S/T feel like it can glide over virtually anything in its way and come out unperturbed.

Nestled into its carbon fiber bucket seats for hours of aggressive mountain driving, this was the first time I didn’t loath these minimalist perches for their lack of lumbar support. I was so busy coping with the G forces that I apparently exerted my core strength towards lateral, not longitudinal stability, which is a more F1-like emphasis on core and neck strength. While all this mechanical grip might feel less extreme on a racetrack, it’s absolutely boggling on the road, accompanied by outstandingly accurate, communicative steering. As much as I love the extra help of rear axle steering at lower speeds, the S/T’s lightness makes the feature seem like it’s not needed in this application.

Funny to be thinking of this wingless wonder in race car terms, but here we are: pounding through corner after corner as we explore the car’s limits, yet come up short in search for the edge. Preuninger suggests that the S/T’s place in the roadcar/racecar matrix is clear: “It had to be quick,” he says, “but not especially on the track. And if you ask me the Nürburgring time of the car, I don’t know, I don’t care.”

In a strange way, driving the S/T through a seemingly endless sequence of storybook curves recalibrates my concept of what the 911 platform is capable of. This new lean, mean beast reverts a bit to the early days of the 911, when electronics and algorithms weren’t struggling so hard to proactively rescue drivers when their talent reservoirs depleted. And yet, there’s a deep well of next-level suspension and powertrain tech that enables its performance to surpass that of many race cars.

Though there’s nothing quaint about a nearly $300,000 starting price (not to mention the inevitable sting of outrageous dealer markups), the S/T’s intuitive capability and guttural soul makes it an exceptional instrument of feedback and speed, culminating in a package that’s far more satisfying than the sum of its strippeddown parts. Whether or not you’re one of the lucky 1,963, the S/T will prove itself a 911 for the ages, one of the all-time greats that will mark a significant juncture in history.

Under the skin: How to make fuel out of fresh air

Article By: Jesse Crosse (by kind permission Autocar)

Article Date: 5 October 2023

Porsche and partners are on track with the production of e-fuel at the Haru Oni demonstration plant in Chile.

The next step is to develop the direct air capture technology (DAC) from the atmosphere to make production as sustainable as possible.

DAC captures CO2 from the atmosphere to combine with green hydrogen made at the plant using electrolysis powered by windgenerated energy. The hydrogen and CO2 are combined in a synthesis process to make methanol, which is further processed to produce the e-fuel.

The e-fuel we’re interested in is a synthetic petrol that is chemically equivalent to fossil-fuel petrol, but it can also be formulated as aviation jet fuel. The fuel can be used with existing engines and, if it were to make large-scale production in the future, could be supplied using the existing infrastructure and filling station forecourts.

Initially, the Haru Oni plant, which started production earlier this year, used CO2 produced from biomass, so the process is still CO2-neutral because the plant matter used absorbed CO2 while growing.

Getting CO2 from DAC is more straightforward because the processing of biomass is removed from the equation. It’s also flexible because DAC plants can be set up anywhere and it can be scaled up to make the large volumes of gas needed for mass production of the green fuel.

The first stage in extracting CO2 from the atmosphere is to clean the air to remove large particles of dirt, before passing it through a filter material, which traps (adsorbs) the CO2. Once that’s done, the CO2 is extracted by heating the material, leaving just water as a by-product.

Electricity for the entire process is produced by a 3.4GW Siemens Gamesa wind turbine. A Siemens Energy electrolyser (working like a hydrogen fuel cell in reverse) produces pure hydrogen by splitting water into hydrogen and oxygen, and the same wind-generated electricity will also drive the DAC plant. Waste heat from the electrolysis is captured and used in the CO2 extraction process.

The finished synthetic fuel still contains carbon, which is released when the fuel is used, but the carbon isn’t fossil-based so the process is circular and sustainable. CO2 emitted into the atmosphere came from the atmosphere, but synthetic fuel doesn’t remove existing CO2 from the equation altogether.

There are already a number of DAC projects in operation around the world, and apart from making synthetic fuel, it can also be used as a raw material to make non-fossil-based plastics.

Although the project shows huge potential, it’s likely to remain a rarity, according to a report by the Potsdam Institute for Climate Impact Research released earlier this year.

It estimates the production cost of fuel produced initially at the £60 million pilot plant to be around £43 per litre but at industrial scale sees that dropping to as little as 86p per litre. However, that’s still twice the wholesale cost of petrol.

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We take a closer look at some of the more extreme 911s that have launched over the past 60 years

The most HARDCORE Porsche 911s ever made

Article

Article Date: 23 October 2023

The Porsche 911 was revealed – as the 901 – at the Frankfurt Motor Show in September 1963, and went on sale the following year with the more familiar name. In the six decades since then, there have been many 911s which could be called extreme, either in overall terms or in the context of their time.

Acknowledging that there are other possible candidates, we’ve compiled a list of 20 (all designed for road use – no race or rally cars here) and present them to you in order of the years they first became available.

By: David Finlay (by kind permission Autocar)

Photos: Courtesy of Sothebys

Photograhpers: Peter Seabrook, Robin Adams, Simon Clay, Tom Gidden, Remi Dargegen

It stands to reason that the first 911 was also the most extreme example to date. The ‘64 model was very different from anything Porsche is building today, but two features have remained consistent –the basic shape, drawn by the company founder’s grandson, Ferdinand Alexander ‘Butzi’ Porsche (1935-2012), and a rearmounted flat-six engine. That engine had a capacity of 2.0 litres and produced around 130bhp, making it considerably more powerful than Porsche’s other model in those days, the 356. Porsche quotes a 0-62mph time of 9.1 seconds and a top speed of just over 130mph – very modest figures now, but pretty startling for the mid 1960s.

The 911 reached a new height in 1966 when Porsche uprated the 2.0-litre six so that it produced 160bhp. The revised engine was fitted to a new variant called the 911 S. To cope with the extra performance, Porsche fitted ventilated brake discs. These had not previously been used on any 911, and nor had the now famous Fuchs ‘five-leaf’ forged alloy wheels.

The flat-six engine was enlarged to 2.2 litres in 1969, 2.4 litres in 1971 and then 2.7 litres in 1973, in which form it was fitted to the Carrera RS. With 210bhp on tap and weighing under 1000kg (less than the 1964 car), this was the bestperforming 911 so far.

Although the Carrera RS mostly looked very similar to all previous 911s, it had a distinguishing feature in the form of a large rear spoiler. Porsche referred to this internally as the ducktail, a name which soon spread into the wider world and has been used ever since. They are staggeringly valuable today; one is up for sale in the UK today for £450,000

The first turbocharged 911 was unveiled at the 1974 Paris Motor Show, and went on sale the following year. It was sold in most markets as the 911 Turbo, but in North America as the 930. Boosted by a compressor, the engine, now measuring 3.0 litres, produced 256bhp, around double the output of the first 911. Two years later, it was enlarged to 3.3 litres, in which form it produced 296bhp, or a more impressive-sounding 300PS in metric units. All that power, delivered in a big surge as the turbo spooled up, meant that the car had to be handled with some care, especially in the wet.

When talking about 911s, it’s tempting to focus almost entirely on performance and power outputs, but in 1988, the final year of what’s known as the G Series, Porsche introduced a radical new body style. With a shorter than normal windscreen, and a manually operated roof which could be stowed away under a large plastic cover behind the passenger compartment, the Speedster had the most extreme 911 body style yet, though it echoed one used many years earlier for the 356. Only 2102 examples were built at the time, but the idea has resurfaced several times since then.

After turbocharging, the next major mechanical development in 911 history was the introduction of four-wheel drive. In fact, for six months, you couldn’t buy a 911 with anything else. The Carrera 4 was the first model of the 964 generation (which Porsche said was 85 percent different from its immediate predecessor), and went on sale in 1988. The Carrera 2, which drove through the rear wheels only, as all 911s had done for a decade and a half, did not appear until 1989.

Porsche 911 (1964)

Porsche 911 S (1966)

Porsche 911 Carrera RS 2.7 (1973)

Porsche 911 Turbo (1975)

Porsche 911 Speedster (1988)

Porsche 911 Carrera 4 (1988)

Porsche 911 Carrera RS 3.8 (1993)

Few 911s of the 964 generation had an engine larger than 3.6 litres. The exceptions, whose flat-sixes had slightly larger bores and measured 3764cc, were called Carrera RS 3.8. Porsche built only 55 examples, though this does not include any of the RSR 3.8s, which we’re bypassing here because they were intended only for use in racing. The RS 3.8 featured in the 2023 movie Transformers: Rise of the Beasts. Five cars were used for filming, but Porsche –not wanting to risk damage to one of its rarest models – provided replicas instead.

The most powerful exclusive turbocharged 964 model was produced in very small numbers right at the end of the generation. Based on the existing 3.6-litre Turbo, it had a larger compressor, among many other modifications, and a correspondingly higher output of 380bhp.

Of the 93 built, 76 featured Flachbau, or ‘flat-nose’ bodywork, with the headlights recessed into the front wings. The remaining 17, known as the Package cars, had conventional headlights, and were sold only in the US. Despite looking more standard than the Flachbau versions, they were the rarest and most exclusive of all the 964s.

to be built before the car is allowed to take part. Four-wheel drive is forbidden, which was a problem for Porsche because by the mid 1990s all 911 Turbos had it. The solution was to create the rear-wheel drive GT2, originally sold simply as the GT. With fewer transmission parts, along with other weight-saving measures, the GT2 was considerably lighter than the regular Turbo, which of course gave it far better performance, if less traction. Porsche continued to produce GT2s in later generations for more than 20 years.

Porsche

GT1 Strassenversion (1997)

Like the GT2, the GT1 was created in order to compete in motorsport, although in this case the racer shared little more than a name and a few components with the famous road car. It was designed entirely for competition, but Porsche had to offer a few road-legal variants for sale. The Strassenversion (German for ‘street version’) was slightly detuned and had full road equipment, but it was still a formidable device on the public highway. It was also the first 911 available to the public with a water-cooled engine, and so far the only one in which the engine was mounted ahead of the rear axle. At least one GT1 built for competition has been converted for road use and can therefore be used on the street even though it is not a street version.

reacted to the 444bhp available in other markets.

Similar in concept to the GT2, the first GT3 was a homologation special developed to allow the 911 to compete in a class of sports car racing. This time, turbochargers were not permitted, so the GT3 had a naturally aspirated 355bhp 3.6-litre engine derived, according to Porsche, from the turbo unit used in the Le Mans-winning GT1. To keep weight down, equipment was minimal, and in the interests of tunability Porsche made the anti-roll bars, the rear wing and even the gear ratios adjustable.

Porsche 911 GT3 RS (2003)

Porsche had already used the GT3 and RS badges to denote high-performance models, so the 2003 car decorated with both of them was bound to be something special. Sure enough, the GT3 RS of that year had a rear wing, engine cover and brake discs made of carbon fibre, along with – for even more weight saving –polycarbonate windows. In a nod to the past, Porsche also made the new model look slightly like the Carrera 2.7 RS of 30 years earlier, for example by adding prominent decals on the lower reaches of each side.

GT2 is a class in sports car racing which requires several road-going ‘homologation special’ examples of a particular model

The 911 Turbo of the 993 generation had a 3.6-litre engine boosted by two compressors, which resulted in a power output of 402bhp. This was impressive at first, but it came to seem slightly less so when Porsche produced a small number of Turbo S variants towards the end of the run. Distinguished by yellow brake calipers and a larger rear wing, the Turbo S also had an uprated engine. In the US, reviewers responded very positively to the performance of the 424bhp car, so we can only imagine how they would have

Porsche 911 GT2 RS (2010)

The first 911 to wear GT2 RS badging was an upgraded version of the already formidable 997-generation GT2. By increasing boost pressure, Porsche raised

Porsche 911 Turbo S 3.6 (1994)

Porsche 911 GT2 (1995)

911

Porsche 911 Turbo S (1997)

Porsche 911 GT3 (1999)

the output of the 3.6-litre twin-turbo engine by nearly 90bhp to 612bhp, which in turn gave the car a top speed of 205mph and a 0-62mph time of 3.5 seconds.

“Legalised insanity,” we called it in a 2010 review, adding that the RS offered “a driving experience you’ll remember forever,” though we also admitted that we preferred the quicker throttle response and more exciting engine note of the contemporary GT3 RS.

At first sight, there appears to be nothing at all extreme about the GTS, introduced late in the 997 generation, but there’s a case for saying it was exactly that. Described by Porsche as “the link between the Carrera, Turbo and GT models”, it was more powerful (402bhp) than any of the former – which also gave it a better 0-62mph and top speed – and far more affordable than anything in the second or third categories.

There is also a school of thought that it was the most enjoyable 911 of its era to live with, at least once the short-lived thrill of startling acceleration provided by the more powerful versions had worn off. We called it “sublime” and “quite possibly all the 911 you’ll ever need”.

The most recent GT2 is the only one offered solely in RS form. It’s also the most powerful production 911 yet, with a 3.8-litre twin-turbo engine producing 690bhp, the highest output of any road-going 911. Its top speed is also the highest, at 211mph. With the help of a seven-speed PDK twin-clutch semiautomatic gearbox, its 0-62mph time is quoted by Porsche as being 2.8 seconds. No other rear-wheel drive 911 can match this, though as we’ll see a later four-wheel drive model is able to do the same job slightly more quickly.

Porsche 911 Turbo S (2020)

Porsche has described the 992-generation Turbo S as “the fastest 911 ever”. How true this is depends on how you define the word ‘fast’. Compared with the GT2 RS, the Turbo S is heavier, its 3.7-litre twin-turbo engine is less powerful (641bhp) and it’s slightly slower at the top end (205mph). However, it has four-wheel drive, which the GT2 RS doesn’t, and that makes a difference to the 0-62mph time. Several figures have been quoted, but Porsche claims 2.7 seconds (assuming the optional Sport Chrono Package is fitted), or a tenth less than the GT2 RS can achieve

In almost every way except straight-line performance, the Dakar is the most extreme road-going 911 there has ever been. Its name refers to Porsche’s victory in the 1984 Dakar Rally with a 953, a heavily modified variant of the then-current 911. The production car has a top speed of only around 150mph, but its greater (and variable) ride height, underbody protection and transmission modes mean that it’s also a serious offroader. Customers can even specify Pirelli Scorpion tyres which were designed to make it even better in conditions most 911s will never see.

Porsche 911 GT3 RS (2022)

Progress being what it is, the current GT3 RS is the most capable of all the 911 GT3s to date. Typically, it’s one of the lightest cars in today’s ranging,

weighing 1450kg, and inevitably it’s also the most powerful. The maximum output of its naturally aspirated 4.0-litre engine is 518bhp, 25bhp up on the previous GT3 RS. Power isn’t the whole story, of course. Porsche says it did 250 hours of wind tunnel work on the car, during which it found an extra 40kg of aerodynamic downforce.

Porsche 911 S/T (2023)

Porsche created the S/T to celebrate 60 years of the 911. It uses the same 518bhp 4.0-litre as the GT3 RS, but to maintain a classic look (which can be emphasised be specifying the optional Heritage Design Package, as pictured here) it does not have that car’s prominent rear wing. Also, unlike the RS, it’s optimised for road rather than track use. Though not the most extreme 911 in performance terms, it does exceed all the other current versions in terms of cost. At the time of writing, its list price in the UK is £231,600 (well over double the £97,000 of the entry-level Carrera), while its MSRP in the US is $290,000.

Porsche 911 GTS (2011)

Porsche 911 GT2 RS (2017)

Porsche 911 Dakar (2022)

PCSA Christmas Picnic

With perfect weather, around 130 PCSA members and their families enjoyed the annual Christmas picnic at the Ashton oval. As in the past the catering was top notch and Santa was again a hit with the children, who each received a complimentary gift. Many thanks to Helen Kowalenko for her flawless organisation of the event. A great day was topped off with some generous gifts and cash donations being raised for the Women’s Shelter SA.

Vic Moore and Helen Kowalenko had the pleasure of taking members’ donated gifts to the Women’s Safety Shelter SA,

who support the families who are under considerable stress and need at this time of year. They were also able to donate $1000 from the members’ monetary donations, including the money gained from the auction held during the recent PCSA Christmas picnic.

They were made aware that this year the donations will certainly make an even bigger difference to many of their families, due to the lack of housing and other resources, so these families are requiring even more significant support.

Thank you to everyone who contributed and if at any time anyone feels they would like to support this organisation further please be in touch with Helen Kowalenko and she will be able to facilitate that.

Many thanks also to Lee Fulton, Helen Kowalenko, Norm Goodall and Ray Prior for their support in organising and running the Christmas Picnic.

Wishing you all an amazing Christmas and a great 2024!

Vic Moore

Photos by H Kowalenko

Adelaide Rally PCSA TOUR GROUP

Article

November 17, 2023. Today was the first day of the Shannon’s Adelaide Rally and what a day it was for the 25 Porsche Club participants. Perfect weather, challenging but exhilarating stages and great camaraderie!

Thirty Porsches ranging from the latest models to an early 356 entered the Porsche Tour group, with Tour leaders and followers for two groups of vehicles. As it was the 75th Anniversary of the Porsche Marque, Porsche Cars Germany supplied sufficient 300mm bonnet decals for each car to display. Once again it was my privilege, along with my trusty navigator Gerry, to have a team of leaders

and followers who fulfilled their roles to an exemplary standard.

Thank you to James Law and navigator Rory, Brad Trenwith and navigator Barrett and Doug McPherson and navigator Andrew.

Congratulations to all the Porsche Club members who made the Adelaide Rally event for the Club so enjoyable. You are all to be commended on your exemplary behaviour representing the Porsche Marque with the respect and commitment that it deserves. I am proud to be involved with such a great Porsche family and Club that shows how well we can support such a local event. Thanks also to Tim

Possingham for including us again, with the only sponsor being our Club VP James Law and his company DeadShort Electrical.

Thanks also to our interstate competitors for making the journey across the border to become South Aussies for the weekend, we hope to see you again next year. Thank you to all who help put together the Porsche Club Rally team and make it such a great three days.

Expressions of interest are already available for 2024 through the PCSA website, with about 15 members already booked.

By: Vic Moore PCSA President

Photo: Soon Photography

PCSA TOUR GROUP Shannons Adelaide Rally 2023

(an interstate competitors view)

As a Porsche Club Victoria member, and being based 300km from Melbourne and 500kms from Adelaide, we always try and make a weekend drive out any of the planned PCV drive days, using Jill’s trusty 996 Carrera. We always love a spirited drive on twisty mountain roads that incorporate beautiful scenery and destinations. We kept noticing the Adelaide Rally marketing and promotional videos online and thought the Main Tour sounded like our type of fun event. Jill was a little concerned about the safety and type of implied closed roads racing in this type of event, but I reassured her it would be fine in the Main Tour group ! We had now convinced ourselves to enter the 2023 Adelaide Rally; life is too short to sit around wondering.

After contacting a friend we had made from attending a National Porsche event “Luftwasser 23” Stew Fuchs, (an active member of PCSA) who had entered in the 2022 Adelaide Rally Main Tour, it was confirmed that we had made the right decision. A suggestion was made that as we are Porsche Club Victoria members we should enter as an affiliate PCSA member and join the organised Tour group. We were given the PCSA Presidents contact details (Vic Moore) and told to give him a call. Not knowing what to expect calling the PCSA President as a random number, we must say the reception and invitation couldn’t have been more welcoming. Thanks to Vic and Doug McPherson we were quickly signed up and entered into the 2023 Adelaide Rally within 48hrs!

Now counting down the days until the 2023 Adelaide Rally it was time for us to prepare Jill’s 996 Carrera for the event. A service was due which gave us a chance for some fine tuning of the car, which

coincided with an upcoming Sandown drive day. An oil change and some new brakes all round with new race fluid, new engine mounts and an expert alignment at one of Melbourne’s reputable Porsche specialists, and the 996 was refreshed and ready for her journey.

The next step was the Adelaide Rally entrant numbers and sponsor stickers set box, and with some help from Peter Wirthensohn in PCSA who kindly shipped our box to Victoria, we set about applying the stickers, an easy task with the clear and concise instructions from the supplier. Now the 996 looked the part and was ready for the 500km journey to Adelaide.

Accommodation had been previously booked and we headed off early morning on an easy drive day in no particular hurry, taking in the tourist stops, bakery coffee breaks and then a late lunch at Hahndorf.

On arriving at Parc Ferme on the Thursday evening, as instructed by the event organisers, we intended to leave our car, as part of the Main Tour group, in the compound overnight. As we pulled into Parc Ferme and onto the oval to find the Main Tour designated numbered parking area, we noticed that only another two or three PCSA Porsches were parked, with one being the President’s 996 Turbo. We waited around for about an hour admiring the race cars but still no further Main tour group Porsches arrived. We decided it was time to order an Uber to our Glenelg Accommodation and head out for dinner.

Day 1 Friday - arriving at Parc Ferme nice and early we observed several of the Main Tour cars and PCSA members arriving in Parc Ferme. We also noted the many high performance Porsches in the PCSA group, from Cayman GTSs, a 718 Spyder to GT4RSs, GT3s and even a 992 Sport Classic!! We felt totally outgunned!! But after meeting a few PCSA Adelaide Rally regulars we were informed that nobody really follows the “Leaving Entered Cars Overnight” rule in the Main Tour group, with people driving to and

from Parc Ferme each day. A note to newcomers, as we had even ended up swapping our lovely accommodation in Glenelg to the CBD to be closer to Parc Ferme!

Whilst meeting a lot of the PCSA members, we could not help but speculate if they were wondering who these “Victorian gate crashers” were, but they couldn’t have been more welcoming, with most coming up and introducing themselves in the first hour of us being there, and the rest over the course of the day.

Our PCSA drivers briefing was completed and advice given with navigation tips and tulip meanings. We were beginning to wonder if we had bitten off more than we could chew.

As we left the compound we tried to follow the navigation tulips (a new word for us!) and battled through Adelaide’s Friday morning peak hour traffic whilst sticking with our new fellow PCSA groups, to arrive at our first closed road stage. Now we all know how excited and white knuckled we can get on organised Porsche club drive days. Getting to drive a closed road stage using the whole road whilst Jill was trying to navigate and read the Tulips, was a new experience for us, even if it was speed limited. There was no Google Map links to follow here. Taking off on the first stage section with adrenaline pumping I threw the whole “smooth is fast” out the window, with cold tyres and cold brakes. I think I overshot half the corners and had a few sliding moments in the old 996, but we made it to the end of our first section unscathed and came out with an in-car shout of “woohoo, how much fun was that !” After regrouping we then proceeded to navigate onto the next closed road stages.

As the first day went on, the PCSA Tour group worked out our stage start pecking order so as to ensure that we were not holding anyone up, and Jill’s navigating was quickly improving, with my driving thankfully becoming much smoother. By the end of day 1 we were totally wrecked both mentally and physically, as concentration levels had been so high. We headed back to our accommodation, had a Hotel Restaurant dinner and then back to our room where we slept like babies.

Day 2 SS22 Windy Point - feeling a lot more relaxed today and knowing what to expect, PCSA President Vic Moore gave our group another briefing for the day and passed on some great advice he was once given by Sir Jack Brabham on how to tackle the closed roads sections. He told us to always use the roads centre white line as a guide coming into corners and not cut in too tight until you could see where the corner went. We took onboard this advice and found that it made for a lot smoother corner lines and made linking the corners together faster. Great advice, especially for us Victorians who had never driven these roads before, and driving on closed roads using both lanes! With Jill’s better navigation along with my smoother driving, and with larger spectator crowds on the stage sidelines, day 2 was a blast, and, with a lovely lunch stop at Bridgewater to show off the cars to the spectator crowds, it was thoroughly enjoyed. Once again, we made it through

the day unscathed and after the last closed road section up the side of the hill near Adelaide with huge crowds, we made it back into Adelaide CBD and parked the cars in Gouger St for the Rally’s Street party. A great night was spent looking at the event cars parked up in the street and then a lovely meal with our new PCSA friends. It was then back to the accommodation for some much needed sleep!

Day 3 - the last day was a thoroughly enjoyable day that felt like we didn’t really want the event to finish. The weather for the whole weekend was a perfect 24 degrees and driving the 996 through

and around the Adelaide Hills stages with windows down and sunroof open listening to the flat sixes of the PCSA group, whilst enjoying closed road stages, it was a match made in heaven, although Jill was wishing we could have stopped at some of the many wineries we passed en route! The last day came down to the town stage in Strathalbyn, which was also the lunch

stop. This stage in the town centre was a very short one and one not to mess up as there was no margin for error, the stage being lined with spectators cheering on! We made it through unscathed and continued to the last stages of the 2023 Adelaide Rally.

Upon returning to the city park gardens we drove through the finish line collecting our completion medals. After congratulating each other in the PCSA Tour group and some photos, and it was off to the Pub across the road for a well earned cold beer and debrief.

It would be true to say that we had the most enjoyment we’ve ever had in Jill’s 996 on this event, the hospitality of the PCSA members couldn’t have been better and we genuinely felt welcome making new like-minded friends. We will definitely be attending again in 2024 and will certainly spread the word amongst our fellow Victorian Porsche Club members, to join in as we did in order to experience this fantastic event and the associated camaraderie.

A sincere thank you to Vic Moore and the PCSA team and also to the Adelaide Rally organisers, see you next year!

Article and Photos: Julian and Jill Dickeson

Photos courtesy of Soon Photography and J Dickeson

Photos: Soon Photography

PORSCHE I--ICJl'JCJLJ�

Past Presidents

1974/75 D. Christison

1975/76 D. Christison

1976/77 D. Christison

1977 /78 P. Dennis

1978/79 B. Clements!

1979/80 B Clements

1980/81 T Klaveniek

1981/82 T Lynas

1982/83 T. Lynas

1983/84 T Lynas

1984/85 T. Lynas

1985/86 J. Nicholls

1986/87 B. Lynas

1987/88 P. Rosenzweig

1988/89 T. John

1989/90 T. John

1990/91 T. John

1991/92 T John

1992/93 T John

1993/94 D. Eckert

1994/95 D. Eckert

1995/96 P. Dixon

1996/97 P. Dixon

1997 /98 P. Dixon

1998/99 P Dixon

1999/00 P. Kowalenko

2000/01 P. Kowalenko

2001/02 P Brunnthaler

2002/03 P. Brunnthaler

2003/04 M. Rooke

2004/05 J. Palmer

2005/06 J. Palmer

2006/07 S. Elshaw

2007 /08 S Elshaw

2008/09 A Sparks

2009/10 A. Sparks

2010/11 N Goodall

2011/12 N. Goodall

2012/13 N. Goodall

2013/14 K. Obst

2014/15 K. Obst

2015/16 K. Obst

2016/17 G. Crowe

2017/18 G. Crowe

2018/19 V Moore

2019/20 V Moore

2020/21 V Moore

2021/22 V Moore

2022/23 V Moore

Motorkhana Champion

2004/05 M Ewer

2005/06 M Ewer

2006/07 D. Gilbert

2007/08 P. Kowalenko

2008/09 R. Paterson

2009/10 D. Gilbert

2010/11 M. Almond

2011/12 R. Paterson

2012/13 R. Paterson

2013/14 R Paterson

2014/15 D. Herreen

2015/16 R. Paterson

2016/17 D. Herreen

2017/18 S. Thiele

2018/19 J. Coote

2019/2020 R Paterson

2020/21 Steve Thiele

2022 Darien Herreen

Hillclimb Champion

2004/05 J. Palmer

2005/06 J. Palmer

2006/07 J Palmer & M. Ewer

2007/08 A. Sparks & M. Ewer

2008/09 G. Keene

2009/10 A. Plate

2010/11 N Goodall & 0. Sheahan

2011/12 R Paterson

2012/13 R. Harrison

2013/14 R Paterson

2014/15 A. Trimmer

2015/16 R Paterson

2016/17 S. Hevera

2017/18 S. Thiele

2018/19 R.Edwards

2019/20 T. Keynes

2020/21 Peter Panopoulos

2022 Roger Patterson

Sprint Champion

2004/05 J. Palmer

2005/06 M. Rooke

2006/07 J Palmer

2007/08 P. Jaquillard

2008/09 0. Sheahan

2009/10 A. Eime

2010/11 N. Goodall

2011/12 M Ewer

2012/13 R. Reynolds

2013/14 A. Trimmer

2014/15 D. Herreen

2015/16 M. Curyer

2016/17 T. Keynes

2017/18 M Rogers

2018/19 P. Panopoulos

2019/20 D. Herreen

2020/21 Peter Panopoulos

2022 Roger Patterson

Club Driving Champion

1985/86 T Lynas

1986/8 7 T. Lynas

1987/88 D. Wallis

1988/89 T. John

1989/90 R Catford

1990/91 T. Gentile

1991/92 T. John

1992/93 R. Catford

1993/94 T. Matthews

1994/95 R Paterson

1995/96 R. Geue

1996/97 P. Dixon

1997 /98 D Gilbert

1998/99 M Ewer

1999/00 M Ewer

2000/01 M Ewer

2001/02 D. Gilbert

2002/03 M. Ewer

2003/04 M. Ewer

2004/05 J Palmer

2005/06 M. Ewer

2006/07 M Ewer

2007/08 A. Sparks

2008/09 G. Keene

2009/10 R. Paterson

2010/11 N. Goodall

2011/12 R Paterson

2012/13 R. Reynolds

Honorary Life Members

2014/15 D. Herreen

2015/16 R. Paterson

2016/17 D. Herreen

2017/18 S Thiele

2018/19 N. Goodall

2019/20 D. Herreen

2020/21 Peter Panopoulos

2022 Roger Patterson

Lady Competitor of the Year

1990/91 S Gentile

1991/92 P. Klaveniek

1992/93 J. Nicholls

1993/94 L. Scammell

1994/95 L. Scammell

1995/96 L. Scammell

1996/97 A. Sparks

1998 to 2004 Not awarded

2004/05 M Ruediger

2005/06 M. Ruediger

2006/07 A Sparks

2007 /08 A. Sparks

2008/09 A. Eime

2009/10 A Eime

2010/11 A Eime

2011-2020 Not awarded

2022 Not Awarded

Club Person of the Year

1987/88 T. Nicholls

1988/89 K. Herbst

1989/90 T. John

1990/91 T John

1991/92 D. Wallbridge

1992/93 L . McDonnell

1993/94 L. Scammell

1994/95 L. Scammell

1995/96 P. Dixon

1996/97 B Smith

1997/98 P. Kowalenko

1998/99 H. Kowalenko

1999/00 D Callow

2000/01 J-A. Brunnthaler

2001/02 M. Rooke

2002/03 K. Somerville

2003/04 C. Johnston

2004/05 G. Cook

2005/06 N. Goodall

2006/07 R. Ruediger

2007 /08 J Sheahan

2008/09 R. Weekes

A. Seaman H. Kowalenko B. Gare R. Pryor

2010/11 K. Obst

2011/12 R Pryor

2012/13 J. Pierson

2013/14 J. O'Connor

2014/15 D. Witten

2015/16 A. Seaman

2016/17 R. Clements

2017/19 Not awarded

2019/20 H Kowalenko

2020/21 Mike Rogers

2022 Ray Pryor

Peter kowalenko Trevor John Kaz Herbst Wayne Obst

Stuart Elshaw David Gilbert Norm Goodall