Porsche Report - October - December 2019

PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Tick l e d Pi n k 9 1 1 Chri s t m a s Pi c n ic Go e r t z 914-6 R C o n c e p t Cele b r a t i n g 5 0 y e ar s o f t h e P o rsche 914

www.pcsa.asn.au

Vol 44 Number 4: Oct - Dec 2019

OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Volume 44 Number 4, Oct- Dec 2019

PORSCHE t r o p e R

contents

3 . E d i t o r i a l

43. Shannons Nationals – The Bend

5 . P re s i d e n t ’s R e p o r t

45. SCCSA Round 5 - Mallala

9 . T h e Ta y c a n 4 S

46. Tickled Pink

1 2 . 5 0 Ye a r s o f T h e P o r s c h e 9 1 4

52. PCSA Christmas Picnic

1 8 . T h e R e a l P o r s c h e 9 1 4 S t o r y

56. 2019 Black Tie Dinner

2 8 . R i g h t i n T h e M i d d l e

58. Race For Dinner

3 0 . G o e r t z 9 1 4 - 6 R C o n c e p t

60. Climb to The Eagle

3 4 . A s s a u l t o n T h e H i l l

61. Plane Crazy Club Run

3 6 . P o r s c h e I n v a s i o n – M a l l a l a

62. Spaced Out Porsche

40. Adelaide Rally 2019

our supporters A h r n s H a n d l i n g E q u i p m e n t

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

Page IFC

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

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Richmonds Classic and Sports Cars

Page 2

Cafasso Motor Body Repairs

Page 16

R S R S p o r t s C a r s

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C o p y w o r l d P a g e 2 5

S h a n n o n s I n s u r a n c e P a g e 4 2

Cutler Brands

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

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

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W i l l s h i r e P a g e 4

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

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W i n g u a r d P a i n t P ro t e c t i o n

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

Back cover

Page 44 Page 29

Oct - Dec 2019

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For a complimentary appraisal speak with Scott Bellchambers 0422 155 477 265 Richmond Road, Richmond SA 5033 www.richmonds.com.au 2

PORSCHE REPORT

Welcome to another special edition of “The Porsche report”.

The feature for this issue is the venerable Porsche 914. Quite a rare beast in Australia, and these days a collectible car in its own right.

You will learn a great deal more about the 914 in these pages and more particularly when you read Adrian Streather’s comprehensive report on its coming into being, and its demise. Adrian’s report also includes a host of original Porsche archive photos, most of them unseen for many, many years. We are lucky to have such a renowned publicist with deep ties to Porsche Germany to draw on for these insightful features. Thank you Adrian.

The 914 was developed in the late 1960’s in a joint venture between Porsche and Volkswagen. As part of the arrangement the car was designed and developed by Porsche, utilising a range of Volkswagen parts.

Unfortunately, at the time of its release the American press in particular were generally pretty negative about the car. Criticisms included that the original 1.7 litre Volkswagen based four cylinder engine was just too anemic with zero to 100 times of around 13 seconds, this was considered too slow even by the standards of the day. At launch the car also had a terrible shift linkage which many road testers claimed ruined the driving experience.

On the plus side they did like the rigidity of the chassis and the handling of the car, with its mid engine layout the car handled incredibly well. It had plenty of luggage space with a two boot layout and the targa-top gave it a high level of versatility. The Porsche version also included four wheel disc brakes and fully independent suspension, fuel injection and a five speed transmission. Features not included on most other cars of the day.

Porsche continued to refine the car over the years and as you would expect there was evolutionary improvement which eventually won over the motoring writers, who by the end of its model life were quite glowing about the 914/4 and 914/6 derivatives. Alas this was not enough to save it and around the mid 1970’s, production was stopped, But the story doesn’t quite end there as in late 1996 the ancestor of the 914, the Porsche Boxster was born. And as they say, the rest is history. The 914, a car ahead of its time.

I am also pleased to be able to share with you a very interesting story covering the largely unknown Goerts 914/6R Concept car, reproduced with the kind permission of “Classic Driver.com”. But even better than that, the photographer Rémi Dargegen has

sent me his images from this story for use in the magazine. It is a really interesting piece and beautifully shot by Remi. I’m sure you will enjoy this alternative take on the development of the Porsche 914.

Darien Herreen has submitted his final piece on his new, distinctive, 911 racer. Now that it is here he hasn’t wasted any time putting it to work, as many of you in the motorsport scene can attest. I think it has been seen at almost every motorsport event run since the car landed. I’m pretty sure he would be in the shopping centre carpark derby as well if the car was able to be registered.

Nice conclusion to this ongoing story.

Tonnes more in this issue including an enthusiastically written report (does he have any other mode) from Peter Panopoulos about his first hillclimb event, and coverage of my favourite social event, the Porsche Christmas picnic.

It is very rewarding being privileged to prepare and bring this magazine to you and I really do appreciate the positive feedback I receive from doing so. Around publication date in particular the magazine does take a reasonable time investment to pull together.

I could probably make the job a little easier for myself but don’t want to let the standard of the magazine drop so am my own worst enemy really. There is a lot of competition against printed media these days and it is very satisfying that despite this, many of our members still very much value getting their fresh shiny copy of our magazine each quarter.

But I don’t own this role and if you have any interest in having a tilt as Editor, by all means let myself or someone else on the committee know. I have been at it a while, and while I enjoy creating this piece of work I would be happy to pass the role on to someone with enthusiasm and fresh ideas should you be interested.

Finally, a few personal views on the Coronavirus and how it is affecting people. Firstly we are quite fortunate that the Australian Government has taken all possible steps to reduce the spread of this disease. Having said that, it is inevitable that this will be with us for some time.

It is a daunting thought but let’s try to keep a good perspective on this. It’s not ebola, it’s a flu like virus. From what I understand around 80% of people who get it will only experience mild flu like symptoms. The thing that has everybody in a panic is that it will likely be fatal for around 3% of those affected (the flu is around 1%). Now I don’t want to get this thing either but don’t let it stop you enjoying life. Follow the health and safety guidelines that are being provided and if you are north of 70 or have an underlying medical condition, please be extra vigilant as you are most at risk. For the rest of us, take care but don’t stop enjoying life. This thing is going to be with us for some time, how long are you prepared to lock yourself up in your home with your 200 hundred rolls of toilet paper and 200 litres of bottled water (there’s water in the taps also you know, just sayin)?

“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au

Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale.

Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine.

Copyright: © 2019 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher.

Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution.

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

PORSCHE Report OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Be safe, have fun.

Tickled Pink 911 Chris tmas Picnic Goertz 914-6R Concept Celebrating 50 y ears of the Pors che 914

www.pcsa.asn.au

Vol 44 Number 4: Oct - Dec 2019

Photo: Bob Taylor

editor’s report

Oct - Dec 2019 3

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PORSCHE REPORT

president’s report

club committee welcome they received from other members. The next social run was the February breakfast run.

Again well attended and enjoyed by those who participated. Your social calendar can be found on the homepage of the PCSA at www.pcsa.asn.au.

Dear Porsche Club Members, Welcome to 2020. I hope you enjoyed a relaxing festive season and like me cannot believe that we are already into the third month of the New Year.

The final two events for 2019 were a great success and once again I wish to thank Helen Kowalenko, Ron Wishart and James Law for their efforts with the organisation and execution of two functions for the Club members. As with so many of our events, no matter how careful our planning, there are the occasional clashes. For example both Peter Mayer and I were competing in the Willunga Hillclimb 2019 which was on the same day as the Christmas party. I have promised Peter that this will be rectified for 2020; he really wanted to sit on Father Christmas’s knee……think he said he wanted to ask for another Porsche….hmmmm.

Back to the organisers of the event and their excellent work in making the day such a success at a really great venue. Thank you again Helen, not officially a Porsche Club committee member, but one of those super reliable people who are the go to for the kids Christmas presents. Word is she has a direct line to Santa Claus and is his right hand person who assists with the organisation of those important gifts. Helen’s input allows the “Organiser”, Ron Wishart, to do what he does best in terms of catering, location, checking Santa’s schedule and co-opting others to assist.

To all those involved, on behalf of the committee, I extent my congratulations and thanks to Helen and Ron for making the Christmas Party another really successful Porsche Club event.

Early December saw our final motorsport event for the year being the Adelaide Tarmac Rally of 2019. Congratulations to James and his organising team who made this years’ rally a standout for those who took part. I was able to catch up with Porsche Club competitors at regroups and it was great to see people really enjoying such a well organised rally. I was not a part of the Porsche group and not even driving a Porsche. However, in my role as Tour group manager I was supplied with a great vehicle for the rally, by one of our club members, Julian Newton of City Holden, who generously supplied me with a 2019 Camaro SS for the duration of the rally to allow me to fulfil my role. Many thanks again Julian.

The start of 2020 saw little activity until the end of January, then kicked off with Motorsport at the Bathurst 12 hour with Sam and Yasser competing. Unfortunately Sam was involved in a serious accident during practice, sustaining neck and back injuries and seeing him on the sidelines for the next few months. We wish Sam a full and speedy recovery and look forward to seeing him back to his amiable and friendly self very soon.

Your hard working committee has started the year with renewed vigour with social and motorsport events in full swing. At this point I need to reinforce the excellent work being done by the committee and the new support roles members have taken up. Assisting our Social secretary Ron Wishart is Lee Fulton, many of you will know Lee from his attendance at many of the social functions. Social started the year with a twilight run that ended at Hahndorf, and even though this was the evening of our January storms, newcomers expressed gratitude at the

Vic Moore President president@pcsa.asn.au

I wish to congratulate Darien Herreen for his extraordinary organisation of the first Supersprint at Mallala Motorsport Park on February 9. The Supersprint at Mallala was an outstanding success with thirty one entrants including six associate members. The weather was hot and humid, but with the addition of each competitor having their own garage the conditions were more bearable. Darien was ably assisted by Mark Coupe who has taken on the role of organising and marshalling competitors for the sprints, track setup and any other task needed to get the day running smoothly. Johnny Fricke has ably assisted both Mark and Darien as part of the Motorsport group. A big thank you also to Darien’s son Josh for his role with documentation and other organisational functions. The event ran smoothly and the atmosphere was relaxed and enjoyable with comments from competitors such as; “whatever the committee is doing, keep it up….” A big thank you to all our volunteers who came out to help on the day and made the event organisation and execution so much easier for Darien and Mark to manage.

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

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

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

You will have noticed communications from Peter Panopoulos, who is endeavouring to reach out to more club members and encouraging them to join in our Motorsport activities. Peter will also be the contact person for our advertising group who support the club in so many ways.

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

In the past months Darien put a huge amount of work into our planned Easter event, which would have been a great opportunity for those of you who have not yet visited the Bend Motorsport Park to come to a Porsche event and see up to eighty cars from all Porsche Clubs of Australia take part in a two day track event. The event was due to be held on Good Friday and Easter Saturday with cars on the track competing in a variety of events both days, but as many of you will know by now this event has had to be cancelled due to the Covid-19 virus threat. This decision was not taken lightly but ultimately was made in the best interests of our members and competitors. A huge vote of thanks is owed to Darien for his tireless work in getting this complex project to this point with invaluable support from Mark and Johnny also and the coordination with Charise at the Bend. We will continue to keep you all updated with any future changes to club activities as we work through these difficult times.

Ron Wishart Social Secretary / Merchandise social@pcsa.asn.au

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

Warren Edwards Website/Facebook webmaster@pcsa.asn.au

Once again I would like to congratulate the committee as a whole and to reiterate my gratitude to the new members who have taken on support roles, or new roles to further the success of the club. It would be remiss if I did not mention our magazine editor Phil Kellett who with each publication keeps raising the bar with the outstanding publication of our Porsche report. Congratulations and thank you Phil.

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

As members of the Club, if you have any feedback, questions or suggestions please do not hesitate to contact any of the committee so we are able to improve or enhance your experience of the club and the activities we offer.

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

Finally, take care of yourselves and follow published health and safety practices in your daily lives. Like all things the Coronavirus threat will pass but until then more tough decisions and personal sacrifices may need to be made in the interests of our Porsche families and the greater community. I know we can count on your support.

Kind regards, Vic Moore President of the Porsche Club of SA

general committee Mark Coupe Johnny Fricke Lee Fulton Peter Panopoulos

Oct - Dec 2019

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Ahrns have the Quality, Service & Expertise

Ahrns Handling Equipment Pty Ltd has been a family owned business for over 23 years. We are known mainly for our custom built tilt slide trays, split tilt slide trays and tipper sliders, we are also the South Australian agent for Fassi and Tadano cranes, as well as Jekko Mini Cranes and Tam Hooklifts.

AHE tilt slide trays are manufactured to a high quality standard, not a price. All components used are of very high quality to give years of trouble free operation.

All trays are built to your requirements

of length, width, headboard style, lights and floor chain down points. Our flexible manufacturing style enables you to get the tray built that will suit you and your work.

The AHE Tipper Slider is a unique design that provides the most versatile body on the market today. The Tipper Slider combines a standard tipping body with a tilt slide tray. This enables the tray to be used as a standard tipper tray with approximately 40 degree tilt and in-cab tail gate release.

As the South Australian agent for Fassi and Tadano cranes, and also for Jekko Mini Cranes and Tam Hooklifts, we are able to supply and install truck cranes to suit any truck or application. We are also manufacturers of heavy workshop equipment including presses, axle stands, filter crushers , floor cranes and transmission jacks.

So whether it be a business requirement, or specialty handling equipment for your Porsche, Ahrns have the quality, service and expertise to fill your needs.

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PORSCHE REPORT

Porsche Club SA Calendar 2020 April

January Friday 31st

Twilight Run – Hahndorf Hotel

February Sunday 9th Sunday 16th Thur 20th-Sun 23rd

Sprint #3 – Mallala Breakfast Run Adelaide Superloop 500

March Thur 12th-Sun 15th Sunday 15th Friday 20th

Sat/Sun 11th/12th Sunday 19th

Port Lincoln Street Sprint Hillclimb - Collingrove

May Saturday 9th Sunday 24th

Dinner and quiz night Sprint @ The Bend

June Melbourne F1 Grand Prix No 911s Club Run Winery & Lunch Run

Sunday 14th Sunday 21st

Motorkhana - Mallala Run to Strathalbyn/Goolwa

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PORSCHE REPORT

Story & Photos: Porsche AG

The Taycan 4S

It was only in September that the new electric sports car from Porsche celebrated its high-profile premiere on three continents simultaneously. Now, the company is already presenting the third version of the sports saloon with the Taycan 4S. The new model is available with two battery sizes and delivers with the Performance battery up to 390 kW or with the Performance battery Plus up to 420 kW. Following the Taycan Turbo S and the Taycan Turbo, the Taycan 4S is therefore the new entry-level model in the series. A single-deck Performance battery with a total capacity of 79.2 kWh comes as standard. The twodeck Performance battery Plus familiar from the Taycan Turbo S and Taycan Turbo is optionally available.

With two permanently excited synchronous machines on the front and rear axles, in other words all-wheel drive, as well as a

two-speed transmission on the rear axle, the drive architecture comprises the same main technical highlights as on its model brothers. The same also applies to the intelligent charging management and exemplary aerodynamics. With a cd value from 0.22, the aerodynamics makes a significant contribution to low energy consumption and thus long range.

Distinguishing features of the Taycan 4S compared with the Turbo and Turbo S include the aerodynamically optimised 19-inch Taycan S Aero wheels and the red-painted brake callipers. The front apron with new geometry, side sills and rear diffuser in black ensure further visual differentiation. LED headlights including Porsche Dynamic Light System Plus (PDLS Plus) are equipped as standard.

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PORSCHE REPORT

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Nurburgring 1973 track safety team with 914-6 GT front right

Story:Porsche AG Photos: Porsche AG

50 Years of The Porsche 914 In the mid-1960s, Porsche was striving to expand its position in the market with a sports car in the promising segment beneath the 911. However, such a project would not have been viable for the small company on its own. The Zuffenhausenbased car manufacturer found a partner in Volkswagen, since at the time VW was looking for a successor to its then rather outdated Type 34 sports coupé, better known as the Karmann Ghia. Ferry Porsche and VW Director Heinrich Nordhoff shook hands on a joint project in the mid-1960s.

When Nordhoff unexpectedly died in 1968, the project was in danger of collapsing.

Ferry Porsche worked out a solution with the new Managing Director of VW, Kurt Lotz: the two companies established the VW-Porsche sales company. It marketed the project on the European market as

the VW-Porsche. It was available in two versions: the 914 with a four-cylinder engine from Volkswagen and the 914/6 with a six-cylinder engine from Porsche. In the USA, both variants were sold under the Porsche marque.

The 914 factory car’s biggest success is a triple victory in the Marathon de la Route held at the Nürburgring in 1970. Many victories were also achieved in customer motor sports. The six-cylinder version had a successful start in the USA in various racing series and achieved several class victories. A 914/6 GT from Team Sonauto won the GT class at Le Mans in Europe in 1970.

The VW engine was a completely new design and marked the first production injection engine offered by the marque.

1972 Porsche 914-6 GT as an on track safety vehicle 12

PORSCHE REPORT

Porsche 914-6 1971

The 1.7-litre four-cylinder model developed 80 PS at 4,900 rpm, meaning it could reach 100 km/h in 13 seconds and topped out at 177 km/h. In contrast, the Porsche six-cylinder engine came from the 911 T and was designed for maximum sports performance with its overhead camshafts, triple carburettors and highperformance capacitor ignition. The twolitre boxer offered 110 PS at 5,800 rpm, making it both much more powerful and more rev-happy than its VW counterpart.

With a dry weight of 900 kilograms, or 940 kilograms for the six-cylinder variant, the 914 boasted a truly exceptional powerto-weight ratio for the time.

Last but not least, two legendary special models helped to cement the two-seater’s outstanding reputation: the 914 S with

Porsche 914-4 1970

eight cylinders. The three-litre boxer engine from the Porsche 908 racing car, which dominated circuits throughout the 1970s, sat in front of the rear axle.

Thanks to its injection system, the first vehicle produced around 300 PS and was handed over to Ferdinand Piëch, the head of development at the time, as a test vehicle. In the second vehicle, the eightcylinder engine with carburettors achieved 260 PS. It was a road-registered car

presented to Ferry Porsche to celebrate his 60th birthday. Both 914 S models had a top speed of around 250 km/h, and served as the basis for a short run of highperformance 914 models in 1971.

The distinctive two-seater with its characteristic Targa roof was aimed mainly at younger buyers. With an initial basic price of 11,955 Deutschmarks, the Porsche 914 model series became an absolute sales hit. Between 1969 and

Porsche 914-4 1973

1975, 115,631 four-cylinder 914 vehicles were built. Most of the vehicles were exported to the USA, where the 914 was marketed exclusively as a Porsche without the VW suffix. As a result, it is one of the best-selling sports cars in the world. In the USA, the 914 was voted the “Import Car of the Year” in 1970. By contrast, the 914/6 was a rarer beast: exactly 3,338 units were produced between 1969 and 1972.

Oct - Dec 2019 B5T_5096

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0418 891 466

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PORSCHE REPORT

Story & Photos: Porsche AG

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Model year 1972 914-6 18

PORSCHE REPORT

Story: Adrian Streather Photos: Porsche AG except where otherwise indicated

The Real Porsche 914 Story

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Don’t let the number plate fool you. The 914 is a Porsche and it shares the company of its 911 older sibling.

Lead designer for the 911 and 914 was Ferdinand Alexander Porsche.

2020 is appropriately being used to celebrate the fiftieth anniversary of the Porsche 914 which entered production in model year 1970. However, the agreement that brought the 914 to life dates back to September 1948 when Ferry Porsche, the co-founder of Austrian company Porsche KonstruktionenGesmbH, signed a design co-operation agreement with VW’s Heinz Nordhoff. This agreement is often referred to as a renewal of the original design cooperation contract between Ferry Porsche’s father and VW from before World War II. This agreement was further enhanced in 1959 when Nordhoff’s daughter Elizabeth married Ferry Porsche’s nephew Ernst Piëch.

Model year 1970 Porsche 914-6

Fast forward to 1963 and despite the new 901/911 being made ready for its official launch and a production run that continues into the third decade of the twenty-first century, Ferry Porsche was still looking for an entry level sports car design.So he appointed the 901/911’s design team led by his son Ferdinand Alexander “Butzi” Porsche to create something, and despite what the official history books suggest, a recent find hidden deep in the company archives is proof that the team got to work quickly.

Drawings of Porsche 914 Model 1 created by team member Heinrich Klie in August 1964 have been discovered. Klie also wrote that the design team was completely free from interference from management until 1966 when things changed somewhat radically. Arguably the 914 should be entitled to claim the title of the Porsche company’s first clean paper in-house designed car.

Ferry Porsche and Heinz Nordhoff agreed that Porsche would design and develop a new mid-engine sports car around VW’s new 4-cylinder engine to be marketed by VW and Porsche. A flat-six variant was also agreed to, but by a handshake not in writing.

There were five initial design iterations of the 914 recorded, but it was a design created out of house by Gugelot Design GmbH of 20

PORSCHE REPORT

Neu-Ulm that was surprisingly selected by team leader Ferdinand “Butzi” Porsche to provide the inspiration for the new in-house design. Heinrich Klie was given the job of taking the one fifth scale clay scale model supplied by Gugelot and crafting it into the in-house mid-engine 914 design profile, but this was just the start of what would become a somewhat rocky road for the 914.

Few know that a crisis within VW almost saw the 914project scrapped and whilst it survived the 914 production and marketing turned into a bit of a disaster for Porsche KG. So how did this happen? In 1967 Heinz Nordhoff, who was due for retirement in 1970, had personally selected his successor Kurt Lotz who came from outside of the car manufacturing industry. He was not known as a car guy, but it was assumed his mentor would train him.Unfortunately for the Porsche 914 design team Heinz Nordhoff fell seriously ill and sadly passed away in April 1968.

This left VW in the hands of an untrained “not a car guy” who had no interest in sports cars at all, wanting to stick to VW tried and tested consumer products and even worse for Ferry Porsche Lotz believed that agreements between two parties had to be written in black and white to be legal. Nothing about the 914 agreement between the two companies was even close to Lotz’s version of being legal because it included some parts that were done by handshake. He didn’t support Ferry Porsche’s claimed position of sharing the 914 design with VW and each producing its own company variant, and the project slowed. However, once Lotz had found his feet he applied a carrot and stick approach to try and solve the issue. Firstly, he promised project EA266 to Ferry Porsche’s design team, but as history records this project would be cancelled, and the now redundant EA266 design team would go on to create the legendary Porsche 928, but Lotz decided to play hardball with what he perceived as being his company’s exclusive design rights to the 914 model.

The VW and Porsche 914 variants’ main structure body and chassis were built exclusively by Karmann GmbH of Osnabrück Germany, which was already building the 911’s unibody as well.

A serious issue for Ferry Porsche that arose from this deal was that Kurt Lotz made Karmann charge Porsche KG more for its 914/6 variant body than it was charged for the 914/4 variant despite being the same size. There may have been an argument for this extra charge because the 914/6 used many 911 parts including the 911T’s 2.0-litre flat-six engine, its front suspension, disc brakes and many other 911 assemblies, all of which required different mounting points and geometry designs as compared to the VW variants. Whatever the reasoning this extra charge created a financial problem for Porsche KG. In 1970 the basic mid-engine VW 914/4 variant cost 11,955DM, the basic mid-engine Porsche 914/6 cost 19,980DM and the basic rear-engine Porsche 911T cost 20,979 DM. The purchase cost of the Porsche 914/6 was in the 911T model’s price range and therefore defeated Ferry Porsche’s desire to create a low-cost entry-level Porsche sports car. Later “Porsche” historians argued that Ferry Porsche didn’t actually mean lower cost when he was referring to 914/6. They argue that he meant simpler, but at the time there was nothing simpler than a 911T. That was part of the iconic charm of the aircooled 911 range; well-engineered simplicity.

The mid engine design created more luggage carrying capacity

As far as making deals with VW the 914 wasn’t the last to go south. Exactly the same issue reared its ugly head again some twenty years later with the last of the Porsche 944 models built

by VW/Audi at Neckarsulm Germany, which had to be finished by Porsche AG at its factory at Zuffenhausen and offered for sale for six figures, and yet despite these major hiccups the design sharing agreement between Porsche AG and VW remained in place. A decade later the Porsche Cayenne, Audi Q7 and VW Touareg shared chassis was created by the Porsche AG design team under contract to VW. The design agreement was finally terminated when Porsche AG was absorbed into the VW group.

The contentious 914 model variant sharing issue was eventually overcome with both parties agreeing to an extremely complex set of marketing agreements, which included VW being appointed sole distributor rights for all Porsche cars including the 911 model rang in America. VW also gained a fifty percent share with Porsche KG in a subsidiary company set up to market the 914 in West Germany known as the VW-Porsche Sales Corporation and finally all Porsche dealers had to market Audi products.

An unexpected winner in this saga was fellow co-founder of Austrian company Porsche KonstruktionenGesmbHPorsche Louise Piëch, Ferry Porsche’s sister, who by this time owned a substantial VW dealership across Austria. Another side effect of these marketing agreements was that the 914 was not officially imported into many smaller markets where there were no Porsche KG dealership network, just licenced importers, and in 1970 this included Australia. All Porsche 914 variants imported into Australia were done so privately making them all grey-market imports.

1970s style 914-4 marketing effort. Notice the Stuttgart number plate

By playing hardball in 1968 VW’s Karl Lotz created a major financial boost for Karmann GmbH which was paid to build 128,969 (excluding prototypes and pre-production examples) 914 body/chassis assemblies between calendar years 1969 to early 1976. VW benefitted from selling 125,631 of its VWPorsche 914/4 variants mainly in the American market. Following a very distant third was Porsche KG. In model years 1970, 1971 and 1972 it managed to sell via its VW-Porsche dealerships just

Ferry Porsche receives a 914-8 for his 60th birthday. Notice the Porsche crest on the front Oct - Dec 2019 21

3,338 examples of the Porsche 914/6, again mainly in America.

This remained the poorest sales record for any production Porsche model until the 928GT stumbled in the 1990s.

The 914 was launched at the Frankfurt Motorshow in September 1969 and the first versions sold were all identified as being built in model year 1970. All 914s sold in the West German market were handled by VW-Porsche Sales Corporation and carried the VW-Porsche badge on the rear lid. All variants of the 914 sold in America were marketed under the Porschebrand by VWPorschedealership network but no 914 model was ever sold with the Porsche crest installed at the front. The only 914 models with Porsche company crest installed were the two 914/8 models, which were 914/6 models modified by the factory to take the flat-eight engine from the Porsche 908 racing car and given as birthday presents to members of the Porsche and Piëch families.

Not even the eleven prototype Porsche 916s, a new variant of the 914/6 fitted with a 2.3-litre flat-six that never went into production, had the Porsche crest installed, but it did have the name Porsche spelled out in individual letters. Officially the 914 was never offered with a Sportomatic transmission either, but it has been recorded that five 914/4s and one 914/6 were delivered to customers in America with a three-speed Sportomatic transmission installed.

One of eleven Porsche 916 prototypes from 1973, nicknamed ‘Brutus’ by its design team.

The original 914 was offered to the market in four basic variants, 3 with VW air-cooled flat-four overhead valve pushrod engines fitted: 1.7-litre (model years 1970-1973), 2.0-litre (model years 1973-1976) and 1.8-litre (model years 1974 to 1976). The 914/6 variant was fitted with a Porsche 2.0-litre single overhead cam flat-six engine from the Porsche 911T (model years 19701972).

2.0 litre flat six engine from the 911T installed in the 914-6 by Porsche.

Access to the 914s engine was a little cramped PORSCHE REPORT 22

Another factory view of the limited engine access

All 914s were all fitted with the same basic five-speed manual transmission. The only difference between the 914/4 and 914/6 transmission variants were the ratios for second, third and fifth gears. From the outside the 914/4 and 914/6 were most easily identified by their wheels. The 914/4 uses wheels with the standard VW four-stud pattern and the 914/6 uses wheels with the Porsche standard five-stud pattern. From model year 1975 the 914/4 models grew longer by 129mm. One impressive thing about the whole 914 model range was its weight, which ranged from 900kg for the 914/4 1.7-litre version, 940kg for the 914/6 and 950-965kg for the 2.0-litre and 1.8-litre 914/4.

The 914-4s four stud wheel pattern is clear in this marketing image.

Porsche motorsports created the Porsche 914/6 Rallye Coupé also known as the 914/6 GT complete with wide steel fenders (often referred to as the GT competition option), which competed in factory colours in 1970 and 1971 in rallies and on the racetrack. Sadly, the purchase cost of the competition Porsche 914/6 was around the same price as a full-blown competition Porsche 911S. The 914/6’s results were not overly impressive either which led to it being withdrawn from the customer racing model line-up after only sixteen were completed.

Three of the sixteen original Porsche motorsport 914-6 GT (Rallye Coupe’s) built in 1970

A single 914/6 raced at Le Mans in 1970 prepared by French Porsche importer Sonauto and driven into sixth place by Claude Ballot-Léna and Guy Chasseuil. This was an impressive result for essentially a production 2.0/litre powered car, but at Le Mans 1970 only seven cars were actually classified as finishers and all were manufactured by Porsche. To put the result into some perspective the Sonauto 914/6 GT team was 58 laps (approximately 791km) behind the winning Porsche 917K factory team car driven by Hans Herrmann and Richard Attwood. Two 914/6 GT’s were entered in the 1971 edition of Le Mans. One by famous German Porsche guy Max Moritz the other by a private

One of the sixteen 914-6 GT originals at the Le Mans classic in 2006. Image courtesy author’s collection

Swiss team. Engine failure got the Swiss and transmission failure got Max Moritz’s car.

A Max Moritz’s 914/6 GT that competed from 1971 to 1975 was sold in Paris in 2018 for 241,250 euros. One of the sixteen original 914/6 GT race cars built by Porsche motorsports in 1970 was sold at auction in America in January 2020 for $US995,000. A very long way from its original purchase price of 49,680DM. In conclusion, the 914 has always suffered like its younger sisters the 924 and 944 as often being referred to as “it is not a real Porsche” with many 914 owners pimping their rides to make them look more Porsche. However, this is not necessary and detracts from the true value of a 914, which as with any Porsche car lies in its originality.

The 914/4, 914/6, 914/8 and 916 variants are all Porsche.

The 914’s design team leader was Ferdinand “Butzi” Porsche the same man who designed the 911. There is no purer Porsche DNA than that. The marketing agreement between Porsche KG and VW muddied the identity water, but the lack of a crest on the front does not detract from the fact that the 914 is a real Porsche produced from model years 1970 to 1976; Happy Fiftieth Birthday Porsche 914...

West German market Porsche 914-6 with post sale Porsche pimping with the addition of the Porsche crest.

Courtesy authors collection

VW-Porsche marketing image still impressive 50 years down the track

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PORSCHE REPORT

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PORSCHE REPORT

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Story:Porsche AG Photos: Porsche AG

Right in The Middle Fifty years ago Porsche brought the mid-engine from the racetrack to series production with the 914. The latest incarnations of the engine in front of the rear axle include the Porsche 718 Cayman GT4 and the 718 Boxster Spyder.

Even before it can be seen, the sound is effervescent. It first emerges as a muffled, bubbling rumble that makes the air vibrate. Then comes the ever-brighter crescendo—a bombastic symphony of the sort that only a sixcylinder, naturally aspirated engine can will into being.

Brawny. Crisp. Emotional at higher engine speeds.

Fractions of a second later, it bolts out of the corner on the test track in Weissach: the most powerful, fastest of its kind, with the potential of an über-Porsche and half a century of tradition in the trunk—the epitome of the mid-engine concept that Porsche took from the track to series production fifty years ago. “The mid-engine sports cars from Porsche possess charming character traits that haven’t changed to this day,” says Andreas Preuninger, director of GT cars. The driver and passenger sit “closer to the machine,” making the driving experience even more emotional. “To my mind, those are critical factors in the success of our mid-engine sports cars.”

Until 1969, there was no question about it; series vehicles from Porsche had their engine in the back. But that changed abruptly with the Porsche 914, that boldly drawn, boxy Targa with the removable roof and the hip, pop-up headlights. Like a race car, the 914 kept its four- or six-cylinder boxer engine in front of the rear axle, around which Porsche head designer Heinrich Klie tailored a body that’s undeniably radical. The 914 is eighteen centimeters shorter than the 911 S from the model year 1967, but the wheelbase is nearly twenty-four centimeters longer.

At 1.23 meters high, it’s nine centimeters lower than the 911 and four centimeters wider. The result: an exceptionally low center of gravity with reduced weight. Even the bullish 914/6 with the 110 hp, two-liter, six-cylinder boxer engine from the 911 T weighs in at just 980 kilograms, while the center of mass shifts to the middle of the car. All of which, taken together, made the 914—even with 80 hp—an agile, sprightly driving machine by the standards of the day, pressed to the road like a board. With the four-cylinder models, the ignition lock is on the right and the handbrake to the left of the driver’s seat.

“Mid-engine sports cars have always been at their best on narrow and curvy roads,” says Jan Roth. The director of the 718 model range sums it up succinctly: “Extremely light on its feet and agile.”

Exactly 115,631 units of the 914/4 were built at Karmann in Osnabrück through 1976. Meanwhile, 3,338 units of the 914/6 28

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top model came directly from Zuffenhausen until 1972, as did eleven of the Porsche 916 with up to 210 hp, twelve 914/6 GT for racing, and two prototypes with eightcylinder racing engines—specially built for Ferdinand Piëch and Ferry Porsche.

The 914 was initially something of a rarity—the fruit of a collaboration between Volkswagen and Porsche that ended almost as soon as it began. Today the mid-engine sports car is celebrated as an emblem of a time in which the cars’ Signal Orange found its way into the bathroom decor of the middle class, skirts got shorter, sideburns longer, and the hems on pants expanded to colossal diameters. Yet the 914 was never about fashion. Indeed, the mid-engine concept was used as early as the 1930s.

Ferdinand Porsche incorporated it in the Auto-Union Type 22 race car in 1934. In Porsche’s first sports car, the 356 “No. 1” Roadster of 1948, the four-cylinder was positioned in front of the rear axle, which was aligned centrally with the transmission.

But the two-seater convertible didn’t offer Ferry Porsche enough storage space. For the coupe model, the engine therefore shifted to the back, making space for emergency seats and luggage—the birth of the classic Porsche.

And yet, after the end of 914 production, the mid-engine concept was put on ice for two decades at Porsche. Zuffenhausen concentrated on four-cylinder transaxle sports cars like the 924, 928, 944, and 968—until the Boxster celebrated its world premiere in 1996. Its water-cooled,

six-cylinder engine was positioned before the rear axle, and the gritty sound and exceptional driving characteristics of the roadster caused an immediate stir. In 2005, the coupe version was launched with the Cayman. “Of course,” says Jan Roth in looking back, “the decision in favor of the mid-engine in the 1990s was also influenced by the desire to distinguish the Boxster from the 911. In addition to the visibly different concept, the more balanced weight distribution and having the weight centered in the middle of the vehicle creates sophisticated driving dynamics that can be experienced.” The Boxster and Cayman were a hit. The year 2016 saw the launch of the fourth generation of the model range. The new model designation 718 recalls the 550 Spyder from the 1950s and subsequent 718 models. Four-cylinder engines are used as they were back then, albeit turbocharged in this case.

The four-liter, six-cylinder, naturally aspirated engine of the 718 Cayman GT4 and the 718 Boxster Spyder are even more powerful than the engine of the predecessor model And the exceptional handling characteristics that once defined the 914? “Thanks to the modern suspension kinematics and the high grip of the tires, mid-engine sports cars like the GT4 or Spyder drive like they’re from another planet, even without vehicle stability control systems activated,” says Atz with a wry grin. “Fifty years of continuous development do pay off.”

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Goerts 914/6R Concept Story: Simon de Burton Photos: Rémi Dargegen

A raft of glistening and spaceship-like concepts made their debuts at the Geneva Motor Show this week, but as is so often the case, the majority never make it to production. This peculiar Porsche 914/6R prototype befell the same fate in 1970 – although, it very nearly got the green light…

Have you ever considered what the outcome would be if someone created a car inspired by bits borrowed from a Jensen GT, a Lotus Europa, a Ferrari ‘250 ‘Breadvan’, a Smart Roadster Coupé — oh, and, perhaps, a Porsche 914? No, neither had we. That is until we learned about this peculiar Porsche 914/6R conceived by the aristocratic Albrecht Graf von Goertz, whose journey to becoming an internationally acclaimed car designer began in his early 20s, when he left his family estate near Hanover and, after a 30

PORSCHE REPORT

false start in banking, headed to America to work as a parts washer in an aircraft factory.

After five years in the army during WWII, Goertz joined the studio of legendary industrial designer Raymond Loewy, who had designed everything from the Shell oil logo to the Studebaker Avanti. Loewy had ‘discovered’ the talented young German after seeing a series of hot rods that he had created in a rented Los Angeles garage and, recognising his potential, put him through design college and gave him a job at Studebaker.

Having benefitted from Loewy’s influence, Goertz soon spread his wings and established his own business, creating everything from bicycles and cameras to fountain pens and furniture — work that led him to meet the legendary Max

Hoffman, BMW’s US importer. Aware of the marque’s intention to create a new series of sports cars, Hoffman encouraged Goertz to offer his services and he was taken on for the job, soon producing what is now regarded as his piece de resistance, the BMW 507 convertible.

Goertz also went on to work (perhaps unofficially) with Porsche, which is, of course, where this odd-ball 914 comes in.

As many Classic Driver readers will know, the collaboration between Porsche and Volkswagen, which resulted in the arrival of the 914 in 1969, was not entirely successful. Intended both to up VW’s image and to replace Porsche’s ‘cooking’ 912 in the most economical way possible, it featured Karmann-built, two-seater bodywork that could take a four-cylinder, Beetle-type engine or a sixcylinder Porsche one. Created in-house

by Porsche (not by Hans Gugelot, as is sometimes suggested) the design failed spectacularly to meld the best of Stuttgart and Wolfsburg, achieving instead a look that seemed wrong from almost any angle — especially when painted in one of the more garish of the available colours, such as Sunflower Yellow, Ravenna Green, or Olympic Blue.

It was because of this, perhaps, that Goertz ordered a 914 in 1970, relatively soon after the car had gone on sale.

Unbeknownst to him, it was a raceorientated GT, or ‘R’ Works, version of the type that finished 6th overall in that year’s Le Mans 24 Hours — and Goertz took on the task of ‘reinterpreting’ it.

His method was to rough-out a few sketches and make a model from Plasticine, all of which were swiftly despatched to Turin coachbuilder Eurostyle, along with the 914 and instructions to modify it to his design so that it could be unveiled at the upcoming Turin Motor Show. And the result was undeniably eye-catching, transforming the standard, slightly kit-car looking 914 into something that seemed considerably more substantial, more purposeful, and decidedly more exotic.

was shelved almost as quickly as it was instigated, and the car seen here remains the one and only example of the ‘914 Breadvan’ ever produced. Goertz kept the car but ended up donating it to the Langenburg Automobile Museum between Frankfurt and Stuttgart. He died 12 years ago at the grand age of 92 — taking with him the full story on what is surely one of the oddest creations in the history of Porsche.

And what’s most remarkable, perhaps, is that he was so serious about producing it that he even printed sales brochures.

However, for unknown reasons, the project

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19th/20th October 2019

Assault on The Hill

Story: Peter Panopoulos Photos:Peter Panopoulos & Bob Taylor As you may have seen in an article in the last magazine, I won the club sprint championship for 2018/19. We have a lot of fun on track days, with many people stirring and ribbing each other and having a good laugh…. The motorsport participants have a knack of pushing the adrenaline aside to enjoy each other’s company. It doesn’t stop at the track though. On a social run last year one cheeky individual joked and stated that I was “single dimensional” in my approach to motorsport…. And that individual achieved the desired result of having me attend a hill climb. Thank you Ray Pryor, I dedicate this article to you!

My initial thoughts were just like everyone else’s…… 6 to 8 x 40 second runs up the hill sounds boring for a day out…. and then I tried it and the fog lifted.

The first day out was a PCSA event run in conjunction with the Winter Cup,facilitated by the Sporting Car Club of South Australia. It was a great day out and I soon realised why this form of motorsport is so enticing…. The key points are as follows:

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PORSCHE REPORT

• The Collingrove Hill Climb track is tight!

At 3 metres wide there is minimal room each side of the car – it’s all about speed and accuracy.

• Unlike sprint days, there is no run off for most of the track! – Again, it’s all about speed and accuracy!

• With fast sectors in sector 1 & 2, and a lower speed, technical sector 3, it’s the one event that made me wish I had concentrated harder at the Motorkhana events…. It combines both track experience and motorkhana skills in one event….

• It’s a thinkers game…. Unlike track work where we refine our approach through “gold fish in a bowl” repetition, Hill climbing is about doing your run, thinking about what you could have done better, coming up with a plan on where to be faster or smoother, picking the brains of those around you that know more than you do, changing your plan again and having another go…. It’s a real challenge!

• The hardest thing to get your head

around is the track. It is only 685 metres (750 yards) long and climbs nearly 70 metres. Events are won and lost in 1/100s of a second increments. If you extrapolate the length of the track and compare it to Mallala (2601m or a factor of 3.7971), a half a tenth or 5/100ths of a second improvement is the equivalent of nearly 2/10ths at Mallala. And those of us who regularly frequent Mallalaknow full well just how hard that is to find at Mallalawhen you are on the edge of grip……

Needless to say, while I achieved a good result on the day in the Porsche club against my fresh handicap, I knew there was plenty of room for improvement. I left the event yearning to come back for more…… I attended another PCSA Hill Climb day where it rained for the morning and I left due to family commitments, only managing another 3 runs on top of the 6 runs I did on my first day.

Speaking with a friend, he explained to me that the CAMS State Hill Climb Championships were a few weeks away and it would be good for me to enter to

get some more exposure to the track, so I did.

With 9 runs up the hill prior to the weekend I had no expectations other than to learn…. Practice day on Friday saw me run a mid 36 second time which was a 2 second improvement over my previous efforts.

Saturday saw our very own PCSA 2018/19 Hill Climb Champion, Robert Edwards, arrive in his 991 911 as well and as such, 2 Porsches were competing in the street registered 2001cc to 4000cc class. The day ran smoothly and I landed a 36.54 second time which much to everyone’s surprise (including mine!) left me in the lead at the end of the day! The all-time track record in this class is a 35.5.

I set some goals…..

Sunday was the final day of competition. It was an intense battle. The first 3 runs of the day saw no change in ladder position and no improvement with my time of 36.54 holding top spot in class.

The fourth run of the day saw the guy running in second take 2/100ths off my time to jump into first spot with a 36.52.

So much for my plan of not having any expectations and to focus on what I was doing! There was a lot of pacing in the car park as I formulated a plan…..

I “sent it” in the 5th run of the day, found a 9/100ths improvement on my previous time and landed a 36.45 to take the lead again.... The look of concern disappeared from my face as I found out that I took first spot and he didn’t improve….

Then came the last run.... I took another half a second out of the first 2 sectors (2/10ths under my closest competitor in the same run) but made a mistake and locked up late into the hairpin at turn 5, essentially over running it and almost coming to a complete stop.... and still posted a 36.54.... The thing I remember the most was the feeling of micro-sliding the car on turn 2 all the way to turn 3…..

I was on the edge, I was at the grip limit, with no room for mistakes.

He threw the works at it... later he told me he came off track and thought he hit a cone but must have just missed it as his time of 35.98 stuck true and he took first place. Given that I had him by 2/10ths at the end of the second sector, I now have a good idea of what my car is capable of and have a new goal.So the lead changed hands 3 times in the last 3 runs and I finished second, with Robert Edwards finishing 3rd. Two Porsches on the podium made it a good outcome for the club.

I’m happy with the outcome. It’s my third time on a hill climb track and only 9 runs experience before this weekend and I landed a trophy in a state level competition - the guy that won it has been hill climbing for 20 years... Upon reflection, I have now realised just how much I have learned about car control being involved with the Porsche Club and their associated motorsport activities over the last 18 months. This weekend was a baptism of fire.... We have unfinished business here…. In the words of Schwarzenegger, “I’ll be back”.

What came as a complete surprise was I received a phone call last month from Motorsport Australia inviting me to the “State Awards/Presentation Dinner” to be recognised for my efforts and collect my award, so it turns out I now have one of the first “Motorsport Australia” trophies in the country since they changed their name from CAMS. I bought my Porsche just over 2 years ago and joined the club so I could challenge myself with a new hobby and interest.

It seemed like a logical choice given my passion for all things motorsport.

Unknown to me at the time, I happened to join a club that would provide me with the knowledge, training and opportunity to progress rapidly and recognise some real successes while I’m learning. While I may be the current club sprint champion, I am no expert. I’ve still got a lot to learn and I’m lucky enough to be surrounded by club members with solid knowledge and “high level racing” experience and a will to help their fellow club members. Surrounded by good drivers at the club your focus is on learning – it is only when you m easure up in a state title like this you realise how high the club standard is. Remembering that my total expectations at the hill climb were for a weekend’s practice, I was pleasantly surprised.

Reflecting on my personal experiences, I hope it encourages others to step out of their comfort zone and have some fun.

You have no idea what you are missing if you don’t have a go.

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Darien Herreen

Emanuel Palyaris

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PORSCHE REPORT Peter Panopoulos

Keir Wilson

Adam Wallis

Anthony Male

Johnny Fricke

Porsche Invasion - Mallala Story & Photos: Ray Clements We had a strong field attending the second round of the sprint championship with Porsches of all shapes and sizes tacking to the track under clear skies. Kier Wilson even brought his LeMans 996 RSR out to play and it was a pleasing sight on track. We also had a few newbies taking the track on for the first time. Will be interesting to see if they can resist a return now that they have been bitten by the bug.

But after all the dust, and bulldust, had settled the results were in. Taking top honours on the day was Emanuel Palyaris closely followed by Ian Crouch, with Peter Panopoulos rounding out the top three. I am assured a good time was had by all.

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Raymond Bessell

Roger Paterson

Cesar Mendiata PORSCHE REPORT 38

Vic Moore

Adam Turnbull

David Edkins

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Photos: Ray Clements& Warren Edwards

Adelaide Rally 2019

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PORSCHE REPORT

Another excellent Adelaide Rally event has been and gone and as one would expect there were plenty of Porsches making up the numbers. And why not. Who wouldn’t relish the thought of a blast in the Adelaide hills with the whole road to yourself and no issues with the boys and girls in blue?

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PORSCHE REPORT

Satu

Saturday Sunday September Photos: Boband Taylor – Facebook Bob Taylor24-25 (4)

Words by Barbara Gare

Shannons Nationals- The Bend

photos by David Gilbert, Warren Edwards

Saturday and Sunday September 24-25 15th/17th November 2019

Words by Barbara Gare Barossa & Clarephotos Weekend continued

by David Gilbert, Warren Edwards

Saturday and Sunday September 24-25

Words by Barbara Gare

photos by David Gilbert, Warren Edwards Barossa & Clare Weekend continued

Barossa & Clare Weekend continued

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PORSCHE REPORT

Tickled Pink Story: Darien Herreen Photos: Darien Herreen, Bob Taylor & Ray Clements Oct - Dec 2019

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Story: Darien Herreen Photos: Darien Herreen, Bob Taylor & Ray Clements

Tickled Pink

1. Pickup from Port Adelaide

I finished off the last build update by saying “hopefully by the time you read this the car will be halfway across the Pacific Ocean or already back in Adelaide”.

So that didn’t happen. In fact, it wasn’t until May in 2019 that my new car cleared customs and I headed down to Port Adelaide to pick it up.

It had taken nearly 6 months to get it back to Australia and through customs. Some of the challenges in getting it back from the US included Christmas holidays, record low subzero temperatures across America, and a dockworkers dispute or two which slowed things down. By this point I had developed a new level of tolerance for waiting, and was more concerned with parts getting lost or separated while in storage. The car was full of spare parts and there was also a set of wheels and a spare front bar and rear wing going in the same container. I had developed a friendship with the importer and met people at both ends of the process so I knew the car was secure and in good hands.

One of the reasons for the delay was using a direct ship for the US which unloaded in Adelaide. So the container was not being transferred or directed via Asia to minimize damage and potential for offloading. When the car arrived it was exactly as I had left it.

Not a scratch - it just needed a good wash!

2. Ready to roll 48

PORSCHE REPORT

The next step was to get it home and ready for a logbook inspection. There was still some work to do, mainly around local compliance for CAMS approval. I also had a set of doors to paint and fit. The doors which came on the car were literally skins, no windows or even window frames. The ones I fitted were composite doors with polycarbonate windows that I had purchased second hand in Australia. Like most things, when it came to actually fitting them it was not a straight forward task, requiring lots of cutting and grinding of the inside skin to get them to fit over the NASCAR style door bars.

For its first outing it was off to NSW for two days at Wakefield Park. Day one was a test day with PR technology and the next day was the PCNSW sprint. It was a good opportunity to get in lots of laps at a track I knew well, plus catch up with some friends from PCNSW.As I loaded up for a night drive to Sydney it began raining. I found out when I first washed the car that it was not exactly waterproof. Luckily I have a good trailer and as long as you’re moving the car remains protected from the weather. I fueled up and drove till the rain stopped which was a good 5-6 hours and pulled in at the next town which was Balranald for a few hours’ sleep.

3. Leaving for Sydney in the rain

The following morning I was at the Northern Beaches of Sydney. The detour via Sydney was to visit Matt and Paul at PR technology. Yes it’s a long way to go, but the guys at PR Tech have the equipment and skills to reprogram and tune the factory ECU’s, and mine needed some attention. The motor, from an early 964, was fresh from a rebuild. It had been fitted with Pauter rods and APR hardware in the bottom end with a stock top end.

The previous owner had then left it sitting on an engine stand for a few years. When I bought it and had it test run we found all the fuel lines and injectors had corroded, so I fitted a later model 964 plastic intake which came with new injectors and lines.

This is a popular upgrade but it turns out the motor and ECU were from a Tiptronic car, and the new manifold assembly was from a later model manual car. There was also different air and electrical signals upsetting the start and idle maps and Matt did a great job to clean it up and got it running much smoother. On my previous car he had adjusted the ECU to raise the RPM limit, but we decided not to do this on the new car as the motor was still running in and will see how it goes with the gearing. I can always adjust for a few more revs later on.

Back on the trailer for the familiar drive from Sydney to Wakefield Park. This was the first track I drove a Porsche on, so have a soft spot for it. At 2.2kms it is a little smaller than Mallala and has some interesting elevation which makes it fun.I spent the morning putting laps on it and getting used to left hand drive. By midafternoon I began leaning on the car and couldn’t have been happier, no reliability issues and exceeding my expectations for a first run. The car has a massive amount of adjustability built into it compared to my previous car, but the mission for the day was to get some seat time and get used to it. Towards the end of the day I got a flat rear tyre. Luckily, I had some spares, but they were a different brand and size. While the balance of the car was off I was still able to continue and ended up beating my personal best at the track. I think most of that was owing to the bigger motor, as the car was not set up properly. The next morning during the PCNSW sprint I manage to take some more time off in the cooler morning conditions, still on the mismatched tyres.

Was a fun two days and I am looking forward to getting back there once I have it dialed in a little better.

4. At PR Tech

5. Wakefield Park

Little did I know that initial Wakefield trip was going to be the only dry running the car would see on track for a while.

full rain at 200kph, the answer was a lot! But I had never driven The Bend and was there to learn, so I did every session while most people opted to stay in their garages. I like driving in the wet, so for me it was a great day and for the really wet sessions I had the track mostly to myself.

The first practice day at the Bend was pouring with rain and windy. I found out just how much water made it into the cabin in

6. Wet main straight at The Bend

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Then it was onto my first Motorkhana (in this car). Now I am not sure what I expected, maybe not to win first time out in a new car…? But what I found was difficulty just getting through the first practice pattern. I recall at one point coming to a complete stop, and needing to select reverse. I was in trouble. The extra front track width, with the extra rubber, together with the car not being set up in any way focused on this event, meant I had a really hard day. At some point during the day a comment like “it looks like a bit of a beast to drive” probably summed up my day. There was a lot of wheel work going on, lots of understeer and resultant tyre rubbing as I searched for more front steering angle – which I wasn’t going to get.

Looking back, from the initial purchase to landing it on Australian soil, it took over two years, included six trips to the US and consumed hundreds of hours of planning and hands on work.It had been a full strip and build and the only item that hadn’t been removed or replaced was the steering rack and column! For everyone who has done a build like this you become very intimate with every detail, so it’s a great way to get to know your car. Like being at the track and competing, you also meet a lot of good people and to date this was still one of the best parts of the whole journey.

I was asked often during the build, why do it in the US? There was two main reasons for this: People. Once I connected with Tyson Schmidt I knew he was the guy to build it. Tyson had built Jack’s Olsen’s (now famously well known) car some 17 years prior together with some clever people at TRE and WEVO who knew a thing or two about 911 suspension. All that knowledge and experience went into my car, paired with the latest parts and materials.

Parts. If you need something, its all right there. There is no compromising on parts or waiting weeks/months for delivery.

7. A frustrating Motorkhana debut

The Hillclimb went better, the additional torque helped off the line, but presented a new problem, wheelspin. This wasn’t an issue with my old 3.2 which had maybe 230HP at the flywheel on a good day. Now with 50HP more it was noticeable that the launch required a different technique. Once I recalibrated and got that sorted I was very close to my personal best in my old car. So a good result for first time out. Here I did find the left hand drive was more noticeable, as the track is not much wider than the car and accurate judgement and placement was critical.

For example, to collect the custom carbon rear wing APR performance made for me, I drove from Pro Motorsports workshop in Burbank to the APR factory. There I met KC, the same guy I had been talking to on the phone and he had my wing ready and showed me around and how they make their composite aero components.Ryan from Jongbloed made me a set of custom racing wheels, and their factory was in California just 30mins down the road.Brake kits, 935 control arms and too many parts to list from Clint at Rebel Racing, yep, California, just a few hours up the coast.Wyatt from Motion Control Suspension even came from Atlanta to Burbank to visit, which made the whole process of getting custom struts and dampers made so much easier.

Especially when you have direct contacts at the factory and can call to check measurements and make any fine adjustments in the manufacturing.

Even at the end, when we needed to modify the engine carrier bracket and crank pulley for more clearance, Rothsport Racing near Portland had the parts to us the next morning.

8. Hillclimb with Roger

Next it was back to the Bend for a regularity in the wet, and another day of the car resembling a swimming pool. I put in some fast wet times compared to others, and together with picking the right nominated time for the conditions, I ended up with maximum points for the day.

Then it was the first drive at Mallala. This was also my first time running the event as Race Secretary which took a considerable amount of my focus for the day. Morning practice was all a bit of a rush but by the afternoon I was able to step back from the administration a little and concentrate more on the driving. I had massive confidence in my previous car and could easily chuck it into turn 1 and deal with the outcome. This one is still a bit unruly. Maybe the “Beast” label describes it well. While it has been built to a far superior standard in every way, and has adjustable everything, it will take some time and experience to tune it and get it in the window. I am nowhere near it right now but will enjoy getting it there.

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Obviously, the downside was building a car somewhere which takes 17hours on two planes to get to. So yes, that had its limitations. I like to be hands on so that was a little frustrating.

After a years’ worth of near daily emails, photo updates and regular calls from Australia, I am sure Brad and Tyson from Pro Motorsports were also pleased to see the project finished too.

The whole experience and meeting so many great people was something which made the build even more special. Having been though the whole experience I am still glad I didn’t just buy a car already done, even though it would have been easier, and considerably cheaper!

9. Working it at Mallala

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Story & Photos: Phil Kellett

PCSA Christmas Picnic 21st July 2017

Our club puts on a host of fantastic events throughout the year, but I must confess, my favourite is the annual Christmas picnic. Always a warm, friendly atmosphere, great food and a good mix of Porsches present as icing on the cake.

But the truly special thing about this event is that it is primarily for the kids. As adults we get to enjoy the benefits of Porsche club membership in a variety of different ways, but this one event, ably driven by Helen and her band of helpers, is not so much about us, but more-so about the kids. With plenty of other kids to play with, heaps of food and drink available, and a visit from Santa himself it’s no wonder we saw so many smiles from the little people in our lives.

Ashton oval was the venue for this years event and it turned out to be perfect for our needs. The weather was a little overcast and cool but inside the clubrooms was spacious and warm. For those kids who didn’t mind the weather there were electric cars to be tried, of which there were plenty of takers.

Of course when the big guy arrived the young ones materialised out of thin air and all gathered excitedly to meet Santa and get their gifts. Smiles all round.

Thanks to all involved for a truly special event.

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Photos: Bob Taylor

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Story: Ray Pryor Photos: Ray Pryor & Joy O’Connor

2019 Black Tie Dinner 1st November 2019

The social highlight of the Porsche Club SA calendar is the Black Tie Night, held this year at the Glenelg Golf Club and well attended by 62 members and their partners.

The evening included a well presented and tasty three course dinner complimented with top class wines, music provided by Rob Rowland, a slideshow and raffle. In the past, Black Tie Night’s have been used as an excuse to celebrate a Porsche achievement. Porsches landmarks on this occasion were multiple.The 50th anniversary of the outstanding le Mans 56

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winning 917, the 914 Sports Car and the 30th anniversary of the release of the 911/964. A slideshow presentation displayed photos to mark this occasion.

Mike Rogers from Cutler Innovative Print Solutions donated two etched glasses for each diner complimented by laminated placemats for each person to take home, which were a lovely keepsake of the night.

It was decided the raffle monies this year would go to help raise funds for the Laurel Hospice at Flinders Medical Centre. Members contributed the prizes, which included our now traditional ‘Jim’s

Nuts’ being an assortment of almonds presented in two basketsand kindly donated by Jim Pierson, various personal items included towels, glassware, caps, water bottles and other items, kindly donated by Chris Windsor from the Porsche Centre Adelaide. And they prizes kept on coming with a Spacetalk watch, which was generously donated by Mark Fortunatow of MGM Wireless. Other prizes included Porsche glasses from Cutler Brands, wines, beers and Port donated by Geoff Crowe. Thanks everyone for your contribution to a great night.

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Story: Ron Wishart Photos: Sharon

Race For Dinner 15th November 2019

We had a very strong turnout for our Kart night at Kart Mania Gepps Cross, approaching the maximum number of drivers allowed for our Grand Prix event.

Typical Porsche Club members, put an engine in front of them and they come from all over to satisfy that competitive spirit. Although in this case we could say, put an engine behind them, and air cooled at that, wannabe old 911’s at the ready. If there had been more drivers we had a backup plan and would haverun an “Enduro” event instead where there are two drivers and they have to pit every ten minutes and swap drivers.

pass from his wife and new born child, congratulations) 6. David Eglinton (silent back marker who moved up through the ranks) 7. Sam Roesler (was not going to be outdone by his daughter) 8.

Mikaila Roesler (was always going to give Dad a good run for his money) 9. Stephen Langford (another silent stalker lurking in the middle of the pack)

Starters for the evening included:

10. Vince Musolino (cheered on by Margret and determined to shed rubber)

1. John Balsom (cheered on by his wife Kerry)

11. Warren Edwards (once ensconced in the racing seat he was hard to get around)

2. Derry Swan (crowd favourite, but his cheer squad “the wee doggy” was missing).

12. Richard Geue (had them in his sights and tried a number of tricks to blast past)

3. Annabelle Edkins (followed by her arch nemesis) 4. David Edkins (was seen cutting off Annabelle on at least one corner) 5. Philip Do (who managed to get a leave 58

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13. Rachel Leopold (what a determined girl, she wasn’t going to give an inch) 14. Dean Ciccarello (this was one determined racer) 15. Peter Wilson (another determined racer who nailed his man in the last race)

16. The racing started with a few warm up laps (qualifying) to determine grid positions for the first race. There were a total of three races. The grid positions for the second and third races determined the finishing position of the previous race. There was plenty of action with a few slide-outs and a few bumps here and there but nobody was black flagged (not trying hard enough. Ed). Excellent value for only $65.00 per driver and heaps of fun.

Thanks to Sharon for taking the photos with her new camera.

The winners of the evening were ;1st

Philip Do

2nd

Peter Wilson

3rd

Dean Ciccarello

Well done everyone.

After the trophy ceremony it was off to the Coopers Ale House over the road for a well earned drink and bite to eat. Jim Pierson was holding our table along with Grant and Kay Brindal. This place was packed to the rafters, and noisy. We might be looking for a more quieter venue to di-sect the racing next time.

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Photos:Ray Clements

Climb to The Eagle 2019 1st November 2019

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18th August 2019

Plane Crazy Club Run Story & Photos: Ron Wishart October run to Greenock Aviation Museum.

This run started at the Tower Hotel in Magill. The morning was a bit overcast with a chance of rain, but as the day wore on, that chance disappeared.

There were 24 cars assembling in the carpark to participate in the run, with another member coming from the riverlands and joining the run at Truro.

We had three members who were joining us for the first run since they joined the club. Tom Halupa and his partner MaryRose, Richard and Mira Verco, and David Burrell. You might think that a new comer to our social runs was a relatively new member. That wasn’t the case with David Burrell. David related how he had been a member for a number of years but this was his first social run. He gave us a short anecdote on another member and friend, TomKlavernick, and how Tom came back to Australia after working overseas with

hardly any possessions except for his 356 Porsche. David was hoping that Tom may have come on this run to catch up with him.

After the run sheets were handed out the train of Porsches headed off into the hills.

After a winding circuit the first stop on for the run was in Mt. Pleasant. The town bakery across from the community centre (and public toilets for a comfort stop) became a popular destination. Takeaway coffees and other snacks were flying out the door. In fact it became a real chore to gather everyone together to start the second half over the run to Greenock.

Once on the road again, it was a more straight forward run through the Eden Valley, Angaston, Truro, Kapunda, then finally before approaching Greenock, the aviation museum.

When setting the date for this run I didn’t check what else might have been happening this particular day. I was

surprised and relieved when booking the museum for our group that we just happened to slot in between the weekends set down for two other car clubs. Well there were a few members that let me know, in a polite way, that they would have loved to come but were not leaving their lounge chair for the Bathurst 1000.

Anyway it to turned out to be a good day. The owner of the museum, Linton Nitschke, put on a sausage sizzle and salad. There was plenty to go around with quite a few coming back for seconds.

Linton then explained the history of the museum and how he got hooked on flying at an early age. He told the story of his family in the area and how the local farmers used airforce surplus on their properties. After viewing the museum, Linton started up a stationary “Merlin” engine which drew everyone in. This was the conclusion of the day, a successful days run.

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Spaced Out Porsche Story & Photos: Porsche AG Designers from Porsche AG and Lucasfilm Ltd. have joined forces to develop a fantasy starship that brings together the design DNA of the two brands.

Over a period of two months, the project team worked together at their respective design studios in Weissach and San Francisco to create initial ideas and drafts before finally coming up with a concrete concept. The fantasy starship, named Tri-Wing S-91x Pegasus Starfighter, was presented as a detailed model measuring 1.5 metres (5 feet) in length at the December film premiere of Star Wars: The Rise of Skywalker in Los Angeles.

While legal requirements impose certain restrictions on creativity in the classic design process for a series-production vehicle, this project opened up a whole new dimension of freedom.A glance at the details reveals a number of features familiar from the Porsche design style.

The front is reminiscent of the so-called

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“air curtains” (air inlets) that go together with the headlights to create a single formal entity in the Taycan. In addition to the four-point daytime running light typical of Porsche, the so-called “blasters” – long gun barrels at the front – are located at the tip. The rear grid with the louvres and integrated third brake light was inspired by the current 911 generation, and the rear section of the starship bears the brand’s hallmark light bar. All in all, the design follows a basic principle that is characteristic of the brand: all the elements on the exterior have a clear function, and purely visual features have largely been dispensed with.

“Our collaborative project with Star Wars goes perfectly with the launch of the Taycan. The design teams have brought the differing worlds of Porsche and Star Wars together to make a very special gift for the fans of the two brands,” says Kjell Gruner, Head of Marketing at Porsche.

More of what you love.

The new Macan coming soon.

More ofGTS what you love.

The new Macan GTS coming soon.

Porsche Centre Adelaide 280 Glen Osmond Rd Fullarton SA 5063 Porsche Centre Adelaide Tel. 08 8379 0777 LVD 189374 280 Glen Osmond Rd www.porschecentreadelaide.com.au Fullarton SA 5063 Tel. 08 8379 0777 LVD 189374 www.porschecentreadelaide.com.au