Porsche Report April - June 2018

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OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

PORSCHE port Volume 43 Number 2 April - June 2018

Re

R ev iew ing 30 Yea rs o f A ll Wheel D rive Spo rtsca r To g ether Da y C el ebration Driv ing me A ro und The B end M o to rspo rt Review

www.pcsa.asn.au

April - June 2018

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PORSCHE REPORT


OFFICIAL MAGAZINE OFSunday THE PORSCHE CLUB OF SOUTH AUSTRALIA Saturday and September 24-25

43 Number 2, AprilGare - March 2018 Words Volume by Barbara

PORSCHE t r o p e R photos by David Gilbert, Warren Edwards

contents

Barossa & Clare Weekend continued

5 . E d i t o r i a l 4 4 . N u r b u rg r i n g H y b r i d L a p R e c o r d 7 . P re s i d e n t ’s R e p o r t

47. Porsche And Motorsport

7 . C a l e n d a r o f E v e n t s

48. Soggy Sprint

9 . P o o r Va l e t P a r k i n g

50. AMRS IROC Challenge

1 0 . P o r s c h e C a y e n n e E - H y b r i d

5 1 . H i l l c l i m b # 3 - C o l l i n g ro v e

1 1 . Ta y c a n E l e c t r i f i e s P o r s c h e

51. Motorkhana Results

1 2 . B a c k t o T h e R o o t s

5 2 . Te a k l e A u t o S p r i n t – P o r t L i n c o l n

1 3 . 9 1 1 S p e e d s t e r C o n c e p t

54. CAMS SA State Championship Rd 2

1 4 . S p o r t s c a r To g e t h e r D a y

56. Famous 4 Cam

1 8 . S p o r t s c a r To g e t h e r D a y – P o r s c h e C t r A d e l

6 0 . 1 0 t h A n n i v e r s a r y, M t A l m a M i l e

2 0 . D r i v i n g m e A ro u n d T h e B e n d

6 1 . M t C o t t o n A d v a n c e d D r i v e r Tr a i n i n g

2 4 . 3 0 Ye a r s S i n c e T h e R e v o l u t i o n B e g a n

62. Braided Carbon Fibre Wheels.

2 9 . P o r s c h e ’s F i r s t A l l W h e e l D r i v e 9 1 1

63. Roll of Honour

3 2 . 9 1 1 – 3 0 Ye a r s o f A l l W h e e l D r i v e

64. Appollo Intensa Emozione

3 8 . 1 9 9 0 P o r s c h e 9 1 1 C a r re r a 4 Te s t e d 4 3 . L e M a n s R e t ro 9 1 1 R S R s

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

Back cover

A l d o m M o t o r s p o r t B o d i e s

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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

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

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Richmonds Classic and Sports

Cafasso Motor Body Repairs

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C a r s P a g e 8

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

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

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C u t l e r B r a n d s P a g e I B C

S h a n n o n s I n s u r a n c e

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

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S o u t h e r n C ro s s G o l d B u y e r s

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D e v e r s o n G a r a g e w o r k s

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

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D u n l o p P a g e 5 1

W i l l s h i r e P a g e 6

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

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

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Paint Protection Film Experts

“Because nice guys throw stones...” 3 Lindfield Avenue, Edwardstown, SA, 5064. Monday to Friday 8am to 5pm - Phone: 08 8371 1156 kat@winguard.com.au www.facebook/winguardpps *Winguard services previously located at Splash Car Wash

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Thank you for joining us in celebrating 70 years of Porsche and Sportscar Together Day. Complimentary Spring Safety Check. Porsche Centre Adelaide would like to thank the Porsche community for celebrating what unites us: the fascination of driving sports cars. We would like to offer all Porsche Club members a complimentary Spring Safety Check which includes tyres, wiper blades and heating system. Discount offered for all members. 5% off tyres and 10% off parts.*

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

*Discounts applicable to Porsche Club Members only. Maximum discount $250. Valid until September 30th 2018 only at Porsche Centre Adelaide.

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editor’s report on your favourite mountain and of course sprints allow you to bring out the racing driver inside. Each level has its own requirements but generally preparation is fairly easy and value for money is excellent, especially when compared to 4 laps in a pretend supercar through Red Balloon which will cost you around $299.00.

You will have recently seen a message from our President, Geoff Crowe, covering some concerning trends in our motorsport base. Unfortunately over recent years we have seen a gradual decline in numbers at our motorsport events. There could be many reasons for this, including rising costs, changes in Porsches product mix and thus members interests, or even competition from alternate activities. This situation is a difficult one for our club as historically, from inception, competition has been a cornerstone of the club and its activities. Going a step further than that, it has been an integral part of every Porsche’s DNA from day one, with Porsche having a long and proud history in motorsport. Not only have they won more races than any other marque, over 30,000 by some estimates, even to this day they are the largest manufacturer of racing cars in the world. As I said, it’s in their DNA, and it’s in your Porsches DNA also. From the Macan all the way to the incredible new 911 GT2 RS, racing technology and know how is built into every production car. Admittedly a smidge more in the GT2 than the Macan but it is in there, trust me. Continuing this racing heritage theme, Porsche recently smashed a 35 year record at the Nurburgring, by over 50 seconds, in a 919 Hybrid Evo. Now, that’s making a statement. By being part of this club you have the opportunity to make your own Porsche statement while having a little fun in a relatively safe environment and really, I mean really, discover the racing heritage DNA lying just beneath the surface. There are many manufacturers with a proud racing history but no other that allows you to reliably put your car on the racetrack in the morning, then drive it to Norwood for a “decaf no foam skim latte double shot with a drizzle of caramel” cup of Joe after the day is done. With a Porsche, you really can have it all. If you have ever wanted to experience your Porsche in a way you just can’t do safely on the road, sign up for one of our motorsport events. You can go as easy or hard as you like and choose the level of competition you are comfortable with. Motorkhana’s are low speed maneuvers which will challenge your driving and your mind. Hillclimbs allow for a short burst of adrenaline

If numbers continue to drop for these events we could see them become less frequent, or even drop off the calendar altogether, which would be a great loss to us all. So if you have any ambitions to unleash your competitive spirit, step up now and live a little before it’s to late. Well haven’t we been a busy little lot over the quarter. We have been spoilt for choice with some very special events occurring since the last issue, and might I also say, very well supported events. Well done to all of you for embracing the spirit of the club and getting involved. In particular the Porsche Centre Adelaide 70th anniversary drive and lunch was excellent and executed to a very high standard. While the invitation to visit, and cruise , the new Bend Motorsport park was also a real eye opener, great fun, and generated a very healthy level of support. This year is also important as we recognise 30 years of 911 All Wheel Drive, which of course allowed the development and expansion of the AWD Porsche stable. In this issue we have a range of feature articles covering the birth and development of the Porsche 911, including an exclusive piece from Adrian Streather which is a very interesting read, as we would expect from such a recognised authority. Another interesting read is Marc Sherrif’s piece on the Porsche 550 Spyder. There must be something in the water over there in WA as they keep producing these lovely pieces of writing which thankfully they are happy to share. This, local happenings, world news and more in the following pages to keep you amused and informed. We would also like to recognise a new advertiser in Southern Cross Gold Buyers this issue. Business owners Cesar and Iris are both active club members (Gold members maybe ;-) and we have great pleasure in welcoming them to the pages of our magazine. So if precious metals are your thing you now know where to go for the best rare metals service and support in Adelaide.

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: © 2018 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

Take care, Phil Kellett

PORSCHE OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Volume 43 Number 2 April - June 2018

Report

R e vie w in g 3 0 Ye a r s o f A ll W h e e l D r ive S p o r t s c a r To g e t h e r D a y C e le b r a t io n D r ivin g m e A r o u n d T h e B e n d Mo t o r s p o r t R e vie w

Photo: Warren Edwards

Hi all,

So if I have piqued your interest have a chat to committee members Norm Goodall, Darien Herreen, Vic Moore or Geoff Crowe and they will be more than happy to walk you through the process.

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

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PORSCHE REPORT


club committee

president’s report Welcome to another great edition of our Club Magazine. Before months end you will receive a notice for our AGM to be held on Friday night, September 21st. This is an opportunity for members to come along, hear the formal reporting of the Clubs activities for the year, and enjoy some Socialising with other members. This year we are back at the Porsche centre Adelaide, thanks to Dealer Principal Lyn White. Of course part of the night is the presentation of the trophies for our motorsport winners after the formal business is completed. You will see in the AGM information that an opportunity exists for any member interested to nominate for a committee position. The club needs to maintain energetic members on the committee who love the Marque and the fellowship that comes from social events the club offers. So if you are interested, please take advantage of this opportunity and put your name forward. You will be made most welcome. I have very much enjoyed my role as President of our club but this year will be nominating for a general position to make way for a new President. I have been a

club member for almost 25 years and made many friends through involvement in club activities and plan to continue as an active participant in one way or another. I have mentioned in the past that our biggest challenge at the moment is maintaining our ‘Grassroots’ motorsport program. We knew this would be compromised and would change due to the new Tailem Bend complex that is now up and running. The club is very much involved in ensuring we continue to run a motorsport program for our members to enjoy, and I am sure we will come up with the right balance as we start to see events evolve at “The Bend”. I think the record growth in membership, uptake of social media, increase in historic registrations, protecting members funds and filling our social events is a great endorsement to the hard work the committee has put in, and I would like to thank all of the committee and volunteers who have made this happen. Thank you to those who have supported me during my time as President and committee member. It has been a privilege and honour to serve the club as President and I wish the new President and committee all the best for the next year. Best regards

Geoff Crowe President 0418 895 660 president@pcsa.asn.au Vic Moore Vice President vicepresident@pcsa.asn.au CAMS Representative/Secretary/Historic Registe secretary@pcsa.asn.au

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

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

Norm Goodall Motorsport Director, Sprints 0429 696 644 sprint@pcsa.asn.au

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

Geoff Crowe, Tina and James Law Social Secretaries. 0416 044 051 social@pcsa.asn.au

President PCSA

Christine Trimmer Membership membership@pcsa.asn.au

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

Ray Pryor Advertising Manager advertising@pcsa.asn.au

Calendar of Events 2018 JULY Sunday 1st Sunday 15th Sunday 22nd

Hillclimb #1 Collingrove Motorkhana #1 Mallala Sprint # 1 Mallala

AUGUST Sunday 12th Sunday 19th

Sprint #2 Mallala Club Run Breakfast

SEPTEMBER Sunday 2nd Saturday 15th Friday 21st Sunday 30th

GoKart – Club Lunch Sprint #3/Reg @ The Bend AGM – Porsche Centre Bay to Birdwood Run

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

OCTOBER Sunday 14th Sunday 28th

Club run / Lunch Motorkhana #2 Mallala

NOVEMBER Friday 2nd Friday 16th Wed 28th - Sun 2nd Dec

Climb to The Eagle Club Dinner – Quiz Night Adelaide Motorsport Festival Inc Classic Adelaide Rally

DECEMBER Sunday 9th

Christmas Party

Sunday 9th

Willunga Hillclimb

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

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

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Story: Peter Mayer 30-May-2018

Poor Valet Parking In case you didn’t catch this in the news recently, this is what can happen when you get the Valet to park your car. Must have been a shortage of parking spaces at Sydney’s Hyett Regency hotel that day. Double stack anybody.

New members: April - June 2018 Remo Siciliano Leslie Foo Jan De Jonge Gerard Wong Wayne Gillard Anthony Michael Antonia Drusian Peter Kroon Peter Blazincic Celine Slee Chris Fennell Diana Thomas Mary Christo Barrett Trenwith Mark Knobben Grant Brindal Anthony Ordelman Dorota Long Paul Bieg Johnny Tam Tim Ridley Chris Hunt John Powell Jose Ribeiro David Cook Bob Liteplo Darren Hauschild Michael Den Dekker Nic Jordan Adam Heatlie Martin Scholtyssek Simon Millazo

996 911 Targa 911 Turbo 928 911 928S 911 Turbo Carrera 911 911 997.2 Macan Macan S 9114S Macan Boxster 911S Targa SC911 Targa Macan Cayenne 991.2 Boxster GTS 911 Boxster S 944 964 Boxster S Macan GTS 718 Cayman S Macan GTS 911 Carrera 944 Boxster 981

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Story & Photos: Porsche Cars Australia

Porsche Cayenne E-Hybrid

Porsche is expanding its range of hybrids even further: the new Cayenne E-Hybrid combines the best driving dynamics in its class with maximum efficiency.

A three-litre V6 engine (250 kW) combines with an electric engine (100 kW) to generate system power of 340 kW. The maximum torque of 700 Nm is already available just above idling speed; the boost strategy matches that of the 918 Spyder supercar. The Cayenne’s plug-in hybrid drive can accelerate from 0 to 100 km/h in 5.0 seconds, has a maximum speed of 253 km/h and can drive up to a distance of 441 km and reach 135 km/h on electricity alone. The fluid-cooled battery, stored beneath the loading floor in the rear of the car, consists of eight cell modules with 13 prismatic lithium ion cells each. Within 7.8 hours, the high-voltage battery is fully charged via a 230 volt connection with ten amps. If the optional 7.2 kw on-board charger and a 230 volt connection with 32 amps are used as an alternative to the standard 3.6 kw charger, the battery is fully charged again after only 2.3 hours. For the first time, head-up display is available in a Porsche. It projects all the relevant driving information directly into the driver’s line of vision in a full-colour display. Other new features now available in the new Cayenne are adaptive cruise control including emergency stop function, warn and brake assist function including Porsche Active Safe, massage seats, a heated windscreen, 22-inch light alloy wheels, and exclusively for the Cayenne

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E-Hybrid, independent climate control i.e. heating and air conditioning when the ignition is switched off.

The new Cayenne E-Hybrid is priced from $135,600* in Australia with local deliveries scheduled to commence in third quarter of 2018. Australian Cayenne E-Hybrid models will gain Surround View, Privacy Glass, Auto-dimming exterior and interior mirrors, rear side airbags, Lane Change Assist, Comfort Memory Package and DAB+ digital radio as standard. * Prices are recommended retail prices before statutory on-road and dealer delivery charges, which vary from State to State.


Story & Photos: Porsche Cars Australia

Taycan Electrifies Porsche Series production of the first purely electric Porsche is set to begin next year. In preparation, the vehicle has now been given its official name: The “Mission E” concept study, the name currently used to describe Porsche’s complete electric offering, will be known as the Taycan. The name can be roughly translated as “lively young horse”, referencing the imagery at the heart of the Porsche crest, which has featured a leaping steed since 1952. The oriental name also signifies the launch of the first electric sports car with the soul of a Porsche. Porsche announced the name for its first purely electric series as part of the “70 years of sports cars” ceremony. Two permanently excited synchronous motors (PSM) with a system output of over 440 kW accelerate the electric sports car to 100 km/h in well under 3.5 seconds and to 200 km/h in under twelve seconds. This performance is in addition to a continuous power level that is unprecedented among electric vehicles: Multiple jump starts are possible in succession without loss of performance, and the vehicle’s maximum range is over 500 km in accordance with the NEDC.

for tiger, with connotations of suppleness, power, fascination and dynamics.

Porsche plans to invest more than six billion euro in electromobility by 2022, doubling the expenditure that the company had originally planned. Of the additional three billion euro, some 500 million euro will be used for the development of Taycan variants and derivatives, around one billion euro for electrification and hybridisation of the existing product range, several hundred million for the expansion of production sites, plus around 700 million euro for new technologies, charging infrastructure and smart mobility. Serious investment for a serious sports car.

At Porsche, the vehicle names generally have a concrete connection with the corresponding model and its characteristics: The name Boxster describes the combination of the boxer engine and roadster design; Cayenne denotes fieriness, the Cayman is incisive and agile, and the Panamera offers more than a standard Gran Turismo. The name Macan is derived from the Indonesian word

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Story & Photos: Porsche Cars Australia

Back to The Roots The 356 “No. 1” Roadster was registered on June 8, 1948 and underwent considerable modification over the next several decades. Porsche has now brought the original form of its first sports car back to life as a show car. The original condition of the “No. 1” Roadster is lost and can no longer be restored. But it has been reconceived in something very close to the original form and reproduced using the same materials and techniques of the time. In their efforts to create a copy of the 1948 roadster body that’s true to the original in every detail and dimension, experts from the Porsche Museum first made a 3-D scan of the existing vehicle. A computer then superimposed these virtual results onto the design drawings from 1948, which had been scanned as well. This revealed a number of deviations. Step by step, the radii from a fixed point were modified to match the original form. Archive staff members consulted all the original photos available, studied drawings, and analyzed journals. Finally, a computer-assisted milling machine carved out a life-size model of the car from a block of rigid foam. Painstaking efforts went into making the 356 “No. 1” Show Car. Every detail had to be right. When placed next to the car from 1948, some significant differences are evident. The original roadster’s body tapered more to the rear, its front had a more pronounced nose and the original one-part rear lid, which folded at the back, extended from the passenger compartment to just over the rear bumper.

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With the help of original wooden gauges, a replica of the original “No. 1” car body finally took shape, similar to the way in which the original aluminum body was made seventy years ago. In 1948 its metal sheeting was bent, pulled, and pushed using hand tools. This same meticulous attention to detail extended to formulating the color for the replica’s paint job. The original car had been painted over a number of times, so samples were taken from under the dashboard and analyzed in order to reproduce the original shade as closely as possible. Period fittings with dials adapted exactly to their original counterparts flank the steering column. Even the mats are knotted in the same way they were seventy years ago. The only thing the replica can’t do is drive. An engine won’t be placed into its mesh frame, and its rear axle consists of a simple pipe. The front axle, including the steering system and wheel, was taken from a Volkswagen Beetle, as with the original.

It took eight months to complete this new, custom-made classic suit, for a show car whose significance for Porsche isn’t merely historical; it’s highly symbolic. Its lines, driving dynamics, and lightweight construction constitute the core of the sports car brand. .


Story & Photos: Porsche Cars Australia

911 Speedster Concept Porsche will be giving itself an excellent present for the 70th anniversary of its sports cars: the 911 Speedster Concept is a road-ready study of an open-top and particularly exciting sports car.

The anniversary model forges a link between the very first Porsche 356 ‘No. 1’ Roadster, which received its operating permit on June 8, 1948, and the Porsche cars of today. With its pure concept and historically accurate execution, the 911 Speedster concept reflects the brand essence of the Stuttgart-based sports car manufacturer with precise clarity. A pure driving experience is the main emphasis of the car. The drive technology under the two-tone shell of the concept study is derived from the current GT models. It was developed at the Porsche Motorsport Centre, which is the birth place of the 911 GT2 RS and, most recently, the GT3 RS. The 911 Speedster Concept celebrated its world premiere as part of the official ‘70 years Porsche sportscar’ anniversary celebrations in Zuffenhausen. The concept study offers a glimpse of a potential series-production version. The characteristics of the 911 Speedster Concept include the shorter window frame with a more inclined windscreen and correspondingly shortened side windows. A special rear cover made of carbon fibre connects behind the front seats, covering a roll-over protection structure and featuring a ‘double bubble’, a traditional element of this sports car design since the 911 Speedster from 1988. Two contrasting black slats between the ‘humps’ add an aerodynamic

touch, and a transparent Plexiglas wind deflector features an engraved ‘70 years of Porsche’ logo.

As dictated by the historic original, the 911 Speedster Concept also features a lightweight tonneau cover instead of a convertible top. This cover protects the car interior from rain when parked, and is attached using eight Tenax fasteners. The lightweight principles of the Speedster philosophy continue through into the interior, where the navigation, radio and air conditioning systems have all been eliminated. The full bucket seats are made of carbon, and the light brown Aniline leather covers in Cognac 356 pick up on features from the car’s classic predecessors. The broad body of the concept car has been borrowed from the 911 Carrera 4 Cabriolet, although the wings, front bonnet and rear cover of the concept are made of lightweight carbon-fibre composite material. The paintwork in the traditional colours of GT Silver and White harks back to Porsche’s early racing cars – as do many of the other carefully crafted details, such as the 50s-style central fuel tank cap positioned in the middle of the front bonnet, the classic Talbot shape of the exterior mirrors or the unique design of the main headlights. Transparent and opaque surfaces on the headlight covers produce a cross-like effect and are nod to a practice prevalent in Porsche’s early years in motorsport. At the time, the original headlights were taped before races to protect them against stone chipping and to prevent the glass from

shattering. The wide B-pillars and the rear are decorated with milled, gold-plated Speedster lettering. Below the bodywork, the 911 Speedster Concept relies on state-of-the-art components. The chassis essentially comes from the 911 GT3, with contrasting high gloss polished clover-leaf details on the imposing 21-inch rims in Fuchs design. It is the first time that these wheels are presented with centre locks. The GT developers also contributed the exhaust system with titanium tailpipes and the powertrain, which includes a six-speed manual transmission. The six-cylinder flat engine in this minimalist concept study delivers over 500 hp and reaches speeds of up to 9,000 rpm.

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Story: Des and Sandy Manuel Photos: Warren Edwards, Justin Coote (drone) & Phil Kellett

Sportscar Together Day 9th June 2018

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We were very keen to participate when we saw the invitation for the 70th Birthday of the Porsche celebration (1948 to 2018) combined with the Porsche club of S.A and the Porsche Centre of Adelaide. Clearly we were not alone in our enthusiasm as all up there were around 100 cars participating, from the earliest to the latest models. At the Porsche centre they really turned it on for us. They had a man with a coffee machine, a goody bag for all participants, and on display a lovely red 911 GT2 RS

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which looked like it was doing 200, sitting still. The gift bag included caps, mugs, My Porsche News, colouring books for the children and a Christophorus magazine. There was also the usual array of jackets, caps, shirts etc for sale for those that can never have enough Porsche memorabilia. It was nice to catch up with old mates and their partners in what was a great social day. We left the Porsche Centre around 11 o’clock and headed up the freeway which included a great run up to the Eagle on the Hill, before winding our way through the

Adelaide hills. Forty nine kilometers later we arrived at the Horwards Vineyard in Nairne and were greeted with beer, white and red wine and champagne, which we enjoyed, in moderation of course, as we warmed ourselves round the gas fires outside. The Porsche Centre Adelaide covered the cost of the drinks courtesy of Lyn White, Dealer Principal. Thanks Lyn. The lunch shared with members involved several platters and was outstanding and the whole event was truly a memorable one. Thanks to all involved.


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Photos: Louise Bagger Photography

Sportscar Together Day Presented by Porsche Centre Adelaide 9th June 2018

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Story: Phil Kellett Photos: Bob Taylor – Facebook: Bob Taylor (4) & Phil Kelle

Driving me Around The Bend 24-June-2018

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When the opportunity finally came up to be involved in a club run to our new motorsport meca, The Bend, I couldn’t resist. And going by the huge turnout we had on the day it seems my enthusiasm was shared by many of our members. About half of our sizable group gathered at the Highbury Hotel before heading East, while others made their way to the venue directly from home. I imagine those who chose the freeway had a nice uneventful cruise through the Adelaide hills at a steady 110kph (with point to point speed cameras keeping us all honest) and experienced a minimum of fuss. While those of us who chose to take the scenic route with James Law had a slightly different experience. Unfortunately, despite checking and double checking his run sheet, James missed a very small typo at the very top of the page advising drivers to turn left at the top of Lower Northeast Road. Now those of us familiar with the area know that turning left takes you back to the city, while turning right takes you up into the hills and onto Tailem Bend. Needless to say it didn’t take long for most to realise they were heading in the wrong direction and get back on track. All part of the adventure.

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The early part of the drive was rather pleasant with fairly light traffic and plenty of great driving roads to keep us amused, but after Gumeracha the weather took a turn for the worse. The clouds came down and produced a very thick fog, and we even had a little rain. For most of us it was a mild inconvenience but for the few hardy souls who were driving topless (pun intended) I imagine it was quite memorable for all the wrong reasons. Once we reached the freeway conditions improved and all was forgiven. Upon reaching the circuit our cars lined up in front of the hotel complex forming an impressive sight as they stretched away in both directions. Interestingly with our club ranks seeing more and more Cayennes and Macans joining the fold I was a little surprised to see the majority of the field was made up of 911’s, Boxsters and Caymans. You guys and gals do know that Cayennes and Macans can get down and dirty occasionally also don’t you? As a matter of fact I have it on good authority that they actually enjoy it. Maybe next time. After a brief introduction by the management it was time for our laps of the track behind the pace cars. Now I

turned up in a four letter word (“Ford”, the 911 needs a little TLC) so didn’t put myself up for a drive and hid my car around the back. Upon seeing my plight our President Geoff Crowe noticed my despair and offered the passenger seat if I was interested. Of course I took him up on his offer and subsequently enjoyed an energetic few laps of the track in his very well behaved Boxster. All too soon it was over and we then had an opportunity to take a tour around the facility which included the hotel itself, the viewing decks and the display area downstairs. All quite impressive as you would expect. This was then followed by lunch, farewells and pleasant drive back up the freeway home. In August the Supercars will be having their first competitive round at the circuit and the month after that will be our turn when we get to host our first sprint event at The Bend. So for those of you who couldn’t join us for the tour, one of these events may be just the excuse you need to pop out and have a look. It really is quite impressive and worth the visit, and the track is amazing. .


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Story: Adrian Streather Photos: Porsche AG and Adrian Streather

30 Years Since The Revolution Began In October 1988 a quantum shift in the sports car world occurred, and it happened in the small, but iconic Porsche AG factory in Zuffenhausen, located in one of the northernmost districts of the city of Stuttgart in the state of Baden-Württemberg in Western Germany. That quantum shift was the emergence from the production line of the revolutionary, permanent all-wheel-drive (AWD) Porsche 911 Carrera 4, Auftragsnummer 964. Not only was the Carrera 4 the first Porsche 911 series production model fitted with a permanent AWD transmission system, it was also the first 911 model series fitted with a 3.6-litre flat-6 engine, anti-blocking brakes system (ABS), traction control (TC), power steering and hydraulic brake boost. However, the 911 (964) Carrera 4 was not the first AWD vehicle to wear the Porsche name. That honour is reserved for Porsche KG’s limited production 1955-1958 Type 597 Jadgwagen (Hunting Wagon) originally conceived and built for the German Federal Armed Forces. Powered by either a 1.5 or 1.6-litre Porsche 356 flat-4 Boxer engine with selectable 4-wheel-drive. It was not a great success with only 71 produced with 49 being sold into the civilian market.

And there were three more limited edition AWD Porsche built cars before the 911 (964) Carrera 4 Coupé emerged onto the market in late 1988 (model year 1989). The first of these was shown at the Frankfurt motor show in 1981, a concept car known as the “Porsche Studie”. This concept car was based on the model year 1980 911SC Coupé but fitted with a 3.3-litre turbocharged air-cooled engine with an in-house designed all-wheel-drive transmission installed in a cabriolet body style. The front differential used in this system was a modified Porsche 924 rear differential. Sadly, it would be

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PORSCHE REPORT

over two decades before a production 911 series turbocharged cabriolet AWD model range would appear on the market. The next Porsche AWD model was the Type 953 (also known as the 911 Carrera 4x4 Coupé) Paris-Dakar rally car built solely for the 1984 Paris-Dakar rally. The 953 was based on the brand new 911 Carrera 3.2 and even retained the 3.2-litre air-cooled flat-6 electronic (DME) engine albeit tuned for rallying. The all-wheel drive system included a manual operated mechanical-hydraulic clutch drive transfer system (traction control) allowing the driver to change the drive ratio between the front and rear axles. The Porsche 953 achieved its goal and won the 1984 edition of the Paris-Dakar rally in the hands of factory team driver and co-driver (navigator) René Metge and Dominique Lemoyne respectively. Sadly, the Porsche 953 was only competed in 1984. It was replaced by what would become the dream poster-on-bedroomwall the Porsche 959.

The all-wheel-drive (AWD) Porsche 959 was developed as a Group B rally car in the 1985 Paris-Dakar. It was built by coachbuilder Baur under factory supervision. The 959 was given a distinct exterior design with all panels manufactured using aluminium and Kevlar (carbon-fibre). However, all three 959 rally cars were fitted with the same normally aspirated air-cooled 3.2-litre engine used in the Porsche 953. The AWD transmission was almost identical to that fitted to the previous type 953 also, but the Paris-Dakar transmission, as it was often called, now carried the moniker Porsche-SteuerKupplung (PSK), which simply translated means traction control clutch. The normally aspirated 959 failed in its 1985 Paris-Dakar quest with all three entries failing to finish. In typical Porsche competitive spirit, the 1986 rally season saw an all new much more powerful 959 emerge, this time fitted with a combination water and air-cooled 2.84-litre twin-turbocharged (turbochargers connected in series) electronic fuel injected engine. In the 1986 edition of the Paris-Dakar Rally the Porsche factory team finished one-two. And that was that. In 1986 a race track version of the 959 was created known as the Group B 961. It was not fitted with the speed limited Paris-Dakar AWD system. The driver operated adjustment systems were removed with only the team mechanics given control over the drive ratio adjustments between axles whilst the car was in the pits. The 961’s racing career was not very impressive and the project was abandoned in 1987. However, to meet FIA Group B racing homologation 200 road cars had to be built. Two 959 models were created, the comfort and the sports model, and were purchased only by the very rich. The Sultan of Brunei purchased 12. The type 959 and its variants remain arguably the most complicated, mind boggling costly and maintenance intensive cars ever built by Porsche. For mere mortals without abyss pockets it remains a dream, but Porsche’s engineering team


weren’t quite finished yet. It was recognised that enthusiasts were looking for an affordable 959 type car. A positive revolution was brewing within the company, which would result in the birth not only of a new model, but also a brand-new Porsche author.

Production of the Porsche 911 (964) Carrera 4 began in October 1988. It was not only the first all-wheel-drive (AWD) series production Porsche, but also the first all-robot welded body-inwhite production model. Full robot welding installation in the bodyin-white shop was completed in September 1988, but we’ll stick with the AWD system.

The (AWD) system was installed in the 964 Carrera 4 model range (the Coupé first, then followed in model year 1990 by the Targa and Cabriolet) and is purely mechanical in operation. It’s loosely based on what was fitted to the 953 and 959, but really is more closely related to what was installed in the type 961 Group B race car. The AWD system can’t be switched on or off or partially disconnected to provide rear-wheel-drive only.

Principles of transmission system operation: In 1st and 2nd gears, torque from the selected fixed gear is transferred to the AWD system via a loose gear fitted to the hollow shaft. In 3rd and 4th gears, torque is transferred to the AWD via a loose gear on the transmission input shaft to a fixed gear on the hollow shaft. 5th gear has its own separate fixed and loose gear assembly. The hollow shaft rotates at engine speed divided by the selected gear ratio and transfers 100% of the available engine torque to the power transfer unit (PTU).The hollow shaft is hollow for a reason; once torque has been distributed in the torque transfer unit, the rear differential pinion gear has to be driven and this is accomplished by running the pinion shaft back through the hollow shaft.

It’s within the power transfer unit (“centre differential” or “PTU”), mounted at the front of the transmission, where the normal front 31% and rear 69% drive is determined purely by the gearing. 69% of total drive which is allocated to the rear wheels is provided via the pinion shaft through the rear differential ring gear assembly to the rear drive axles (half shafts).The 31% of the torque is transferred from the PTU to the front differential via a torsional elastic centre drive shaft, mounted in a fixed torque tube. Simples…

Under normal driving conditions without traction control engaged drive torque is distributed: • 31% to the front wheels. • 69% to the rear wheels.

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Porsche Dynamische Allrad Steuerung (PDAS) traction control system is exclusive to the 964 Carrera 4. It’s an electronically controlled, electro-hydraulically activated system which works through the all-wheel drive (AWD)to enhance traction in adverse driving conditions. The system effectively transfers drive from the rear wheels to the front wheels if the rear wheels start to spin and converts the open rear differential (50/50 drive spilt between the rear wheels) to a limited slip differential (transfers drive between the rear wheels) if one starts to lose grip and spin. The PDAS system also provides a rudimentary anti-spin control system using lateral and longitudinal accelerometers installed in the centre tunnel.

Note: When the PDAS system activates and locks the front and rear axles together initiating drive transfer there is a major increase in understeer. Want to be away from approaching roundabouts when this happens. In the end however, the 964 series all mechanical AWD system was abandoned for future 911 series. It was too heavy, too complicated and very few people knew how it actually worked, and even less knew how to repair it, luckily as it turned out for the author of this article. .

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PORSCHE REPORT


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PORSCHE REPORT

10/12/2013 3:50:50 PM


Porsche’s first all wheel drive 911 So what was the first all-wheel –drive 911? Was it the 1989 Carrera 4, or maybe the Porsche 959 or even the Paris-Dakar rally spec car of 1984. No, actually none of the above. The 911 that started it all was not only Porsche’s first all-wheeldrive car, but also their first completely open topped 911, the Porsche studie from 1981 which currently resides in the Porsche museum. So how did the 911 turbo, 3.3 AWD Cabriolet Studie come to be? Apparently Ferry Porsche, upon seeing the early Audi Quattro cars became convinced that Porsche needed a 911 AWD to increase the 911’s appeal and build on, at the time, modest sales. This was a time of course when many were predicting the end for the 911 model. How wrong they were. Ultimately the first all-wheel-drive 911 was made public at the 1981 Frankfurt Motor Show where onlookers were more interested in the fact it was a cabriolet than the AWD architecture underneath. The fact that Porsche has been building all-wheel-drive 911s for 37 years is remarkable in itself. In 1981, the 911 badge was only 18 years old. That means that for more than two-thirds of its existence, the 911 has been engineered as an all-wheel-drive model. Nowadays Porsche builds more all-wheel- than rear-drive cars. That genesis can be traced back to a wholly 1980s pearl white cabriolet that is now resting quietly in Zuffenhausen.

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PORSCHE REPORT


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Story: Porsche

911 - 30 Years of All-Wheel-Drive One of the first cars to feature all-wheel drive was a Porsche, and it was a sports car: Ferdinand Porsche designed and built the Lohner-Porsche racing car with four electric wheel-hub motors. In 1947, Porsche developed the Type 360, better known as the Cisitalia racing car. It became legendary not only because of its twelve-cylinder supercharged engine and the lightweight construction throughout, but also because of its part time allwheel drive. This design was again based on the idea that, on bends or on road surfaces with low coefficients of friction, drive power can be fully and safely transformed into propulsion.

1981 Study of 911 Turbo Cabriolet with All Wheel Drive

1900 Lohner, Porsche Electric Car In 1981, Porsche began using all-wheel drive for non-racing cars. At the International Motor Show in Frankfurt, the company presented the study of a 911 Turbo Cabriolet with all-wheel drive. In 1984, Porsche revisited the idea and designed the Type 953 with part time all-wheel drive for the Paris-Dakar Rally, at which it promptly took overall victory. Experiences with the 953 led to the 959 super sports car being manufactured; it was launched in 1985 and was really ahead of its time in terms of its overall technology. With front-wheel drive that engaged via the multi-plate clutch and a rear differential lock also actuated via the multi-plate clutch, it created the basic concept for the Porsche all-wheel drive. These center-differential lock and rear differential locks were actuated both manually and automatically. The concept is still a feature of PTM today. The double victory of the Porsche 959 at the 1986 Paris-Dakar Rally is legendary.

drive – and it featured a pioneering new design. Porsche called the innovation a “differential slip-controlled” drive across all four wheels. This means that drive torque is first transmitted from the manual transmission to a longitudinal transfer case designed as a planetary gear set; from there, provided the lock control is not enabled, it is always split in the same ratio: 69 per cent for the rear axle, 31 per cent forwards via an enclosed transaxle shaft. The manner of adjustment was innovative. Slippage at individual wheels was detected by the ABS sensors and prevented by hydraulic locks. Two electronically controlled multi-disc locks controlled the flow of forces to the front axle and between the wheels of the rear axle. The effect: Permanent optimisation of traction and driving stability, handling on bends, and load change response.

1986 Porsche 956 Paris Dakar Rally Car

1947 Porsche Type 360 Cisitalia Grand Prix Car When Porsche presented the Type 964 911 in 1988, a number after the model designation heralded a new era: The 911 Carrera 4 was the brand’s first series-production sports car with all-wheel 34

PORSCHE REPORT

In 1994, Porsche resumed development of the all-wheel drive with the 993 generation 911 Carrera 4. The 911 Turbo now also used all four wheels to transmit power for the first time. With both models, Porsche switched to a simpler system design, which helped it to launch the lightest all-wheel drive system on the market at that time. The system was designed as a hang-on all-wheel drive, with the rear axle being directly driven and, in the event of speed differences between the front and rear axles, a passive viscous coupling that transmitted some of the propulsion force to the front axle. So the viscous coupling replaced the transfer case and controlled multi-plate clutch for the front axle drive. As a result, the all-wheel drive 911 was effectively dominant to the rear when under load, in a similar way to a rear-wheel drive but much more stable. A conventional differential lock and an automatic brake differential (ABD) were used on the rear axle. The role of the viscous coupling was to automatically distribute drive torque between the axles, depending on slip at the rear


1998 Porsche 911 Carrera 4 (996) 1988 Porsche 911 Carrera 4 wheels. The ABD built into the all-wheel drive model as standard used the ABS sensors to detect the slip at the individual wheels and provided a corresponding braking torque at the spinning wheel via the control unit. With different coefficients of friction on the right and on the left, the propulsion force was initially moved continuously by the rear axle differential lock to the wheel with increased power transmission. If a wheel began to spin, it was decelerated by the ABD, and drive torque at the level of the braking torque was transmitted to the opposite wheel. This feature was particularly helpful to the driver when experiencing problems starting the vehicle on wet or slippery road surfaces. Porsche stuck with this concept for the Type 996 911; the difference was that the viscous coupling ran in the oil bath of the front axle drive unit and was therefore effectively cooled even under high load. The transaxle tube was omitted from the 996 generation due to weight and in order to create space for the water cooling pipes. Instead of a rigid connection between the transmission fastened directly to the engine and the front axle drive unit (via a central tube), drive was supplied to the front axle via an exposed cardan shaft. In 2002, Porsche presented the Cayenne as a third model line – and it featured completely new all-wheel drive technology. In basic mode, Porsche Traction Management (PTM) transmitted 62 per cent of engine power to the rear wheels and 38 per cent to the front wheels. However, using an electronically controlled multi-plate clutch operated by an electric motor as a variable centre-differential lock, it was possible to vary the distribution ratio according to the driving situation and so actively influence longitudinal and lateral dynamics. In addition, a rocker switch made it possible to manually engage a centre-differential lock for intensive off-road use. PTM had a decisive influence on the driving dynamics of the Cayenne. The map-controlled centre-differential lock and an optional rear differential lock didn’t simply respond to a lack of traction at the front or rear axle. In addition, sensors also detected vehicle speed, lateral acceleration, steering angle and accelerator control, so that PTM was able to calculate the optimum degree of lock for both axles and assign the necessary drive torque to the axles. PTM was therefore a forward-looking system that delivered great agility when taking bends and excellent driving stability when changing lanes, both at high speeds and when driving more slowly on ice and snow. In 2006, electronic PTM was used in a modified form in the Type 997 911 Turbo. Here, the core element was an electromagnetically actuated multi-plate clutch that was used to transmit propulsion force to the front axle as required. The clutch of the 911 Turbo was designed for a peak torque of 400 Newton meters, which in practice almost never occurred: Even at 300 Newton meters, the front wheels lost their grip on dry road surfaces and began to spin.

With a maximum response time of 100 milliseconds, PTM responded more quickly to load change than the engine and the driver did. In practice, this meant: Great agility on narrow country roads, outstanding traction and incredibly safe driving, even when carrying out extreme driving manoeuvres at high speed. In order to perform these dynamic driving tasks, the Porsche designers programmed PTM with five key basic functions; to this day, the Porsche all-wheel drive still essentially works on these principles: • Basic torque distribution: In everyday driving, the control system continuously distributes engine torque between the front and rear axles in accordance with the current driving situation by engaging

2002 Porsche Cayenne the front axle drive in a defined way. For this purpose, the torque required at the front axle is determined on a millisecond basis. If the system detects a lane change, for example, it engages the front-wheel drive to a greater or lesser extent based on the speed. The driver will experience this as a significant increase in stability, especially at very high speeds. •Guided control: Using typical parameters, PTM is able to detect dynamic changes to the driving status at an early stage and avoid slip in advance. When starting the car, for example, the system determines how fast the driver is accelerating. Even before the engine can translate this request to accelerate into torque, the PTM locks the multi-plate clutch enough to prevent the wheels from spinning as much as possible. Only in extreme cases, such as when both rear wheels are grinding on sheet ice without any traction, is enough engine torque transmitted to the front wheels to cause them to spin. This means that, even when starting the vehicle, all four wheels are under the greatest possible propulsion force and optimum acceleration is achieved. An exception to this is a racing start via “Launch Control” in conjunction with the PDK transmission. If this is required, PTM locks the multi-plate clutch before the vehicle is started in order to guarantee maximum traction. •Slip controller: Due to its high torque, a 911 is able to reach the traction limit of the rear axle in a short burst of speed, especially on a wet road surface. More torque and therefore propulsion force is transmitted to the front axle through stronger

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2006 Porsche 911 Turbo (997) engagement of the multi-plate clutch. It was in 2006, that the 911 Turbo first featured this detection and control of longitudinal acceleration. •Oversteer correction: If the rear end of the vehicle pushes outwards on a bend due to disruptive influences such as wet leaves, greater propulsion force is transmitted to the front axle in order to stabilise the vehicle in a dynamic way. A further benefit of PTM is the way in which the steering angle is taken into account when distributing power to the front axle. If the driver countersteers to correct an oversteer, PTM adapts the propulsion force to the front axle and the vehicles stabilises even more quickly. •Understeer correction: On the other hand, if the front wheels of the sports car are pushing out of the bend, PTM reduces the torque to the front axle. In both cases, PTM uses the precision sensors to respond before the driver has even noticed any instability. The result is fast, active stabilisation of the vehicle for efficient and dynamic driving on bends, as there are fewer braking interventions at individual wheels by the PSM stability system. The PTM of the 911 became the master model for the all-wheel drive of the Panamera, which celebrated its world premiere in 2009, and of the Porsche Macan, which was launched as the fifth Porsche model line in 2013. Porsche Traction Management has continued to evolve with each new generation. In 2013, the focus with the new 911 was on increasing positioning accuracy as well as the torque that could be transmitted to the front axle.

2015 Porsche 911 Carrera 4S Since then, the system – which now features electro-hydraulic actuation of the newly developed multi-plate clutch – has been able to identify an economical style of driving based on the driving situation and the driver’s requirements and reduces transmission of drive torque to the front axle. This reduces overall power dissipation. PTM also supports the “coasting” that is characteristic of Porsche, in conjunction with the PDK transmission. The PTM clutch will open if the vehicle is coasting without drive. So the all-wheel system reduces braking torque and therefore also fuel consumption. The latest PTM also brings performance benefits. There are improvements in terms of driving dynamics, agility and driving stability thanks to faster and more precise control of propulsion force via the new multi-plate clutch. Acceleration is improved by transmitting higher torques over the front axle, which allows the increased engine power to be transferred to the road also.

2013 Porsche Macan Turbo

2017 Porsche Panamera Turbo Sport Turismo 36

PORSCHE REPORT


1994 Porsche 911 Turbo (993)

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PORSCHE REPORT


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Story: From the August 1989 Issue of Car and Driver

1990 Porsche 911 Carrera 4 Tested

We once wanted to read the minds of the people who create Porsches. Years later, we’ve learned to do it by driving their cars. Porsches run like responsive tools, alive to the touch, bursting with character and fun. Serious fun. Yet no other Porsche riles the same mental, physical, and emotional responses as the new 911 Carrera 4. Rounding out the de¬cade’s return to road projectiles, it may prequalify as the all-weather bahn bomber of the millennium. The Carrera 4 is the most technically sophisticated 911 ever to enter series production. A rousing marriage of four-wheel drive, a 3.6-liter rear-mounted flat six producing 247 hp, and a stout plat¬form with a redesigned suspension (see Technical Highlights) creates a whole as seamless as a ball bearing. Remarkably stable, wickedly fast, and astoundingly easy to drive, this 911 comes as a pointed fist in the face of doubters. Rear-drive devotees decry four-wheel drive—despite Audi Quattros knocking off the hottest pony cars Detroit could cough up for the Trans-Am series, de¬spite the rally-based Audi and Peugeot 4wd cars blowing the open-wheelers off Pikes Peak,

despite the onrush of the remarkable 4wd roadgoing packages from Audi and BMW and Toyota and the stun¬ning 4wd coupes from Mitsubishi and Eagle. Here at last is a finely conceived, exquisitely built, ruggedly rocketlike German sports car that redefines the de¬livery of all-out road performance via four-wheel drive. Any layout curing the 911’s infamous chassis tantrums must be proof of a bet¬ter idea. How much better? The Carrera 4’s numerical test results nail the basics: 0 to 60 mph in 5.1 seconds, the quarter-mile in 13.6 seconds at 102 mph, a 157mph top speed, 0.83-g skidpad corner¬ing, and all-out stops from 70 mph in 159 feet. These capabilities barely lessen un¬der poor conditions. The Carrera 4 may come from the same outfit that sent over the original high-horsepower, rear-engined rear-driver, but it’s anything but another 911 rehash. The original 911 became famous for going fast but snapping sideways if you snapped shut its throttle during hard cornering. The Carrera 4 ends such she¬nanigans. There is nothing backward about this 911 derivative—not handling, not concept, not execution. Porsche’s engineers have created technology that dovetails to become, in essence, physical¬ly and functionally “invisible.” Only fifteen percent of the 911 re¬mains in the Carrera 4 (called the 964 within Porsche). The familiar parts re-main where you can see them, on the body or in the cabin. All-new: the drive-line, the engine, the floorpan, the sus¬pension, and the brakes—all improving performance without dumping the 911’s unmistakable prow and profile. The updated body borrows styling cues from Porsche’s voluptuous smoothy, the 959. In limited numbers, that supercar brought four-wheel drive to the big-buck stratosphere with a 200-grand price and 200-mph performance. Porsche melds the

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PORSCHE REPORT


959’s basic 911 shape into the Carrera 4, mixing the form and function of yesterday’s standard and to¬morrow’s mark. With slicker bumpers, taillights, and rocker panels and a wing that pops up at 50 mph to minimize lift (and then re¬tracts at about 6 mph), the Carrera 4 makes a better impression on the eye and a lesser dent in the wind. Thanks to the slicked-up floorpan and the smoother leading, lateral, and trailing edges, the Carrera 4 trims the regular Carrera’s Cd from 0.39 to 0.32—enough of a change to add both mph and mpg at high speeds.

Good thing, because Porsche’s mighty flat six is an “always” engine. It never stops hammering for more and rarely runs out of the capacity to nail stunned thrill seekers to their seats. In fact, if you intend to wrestle with the Carrera 4, warn your passenger lest the stupefying performance unravel composure. The 911’s flat base seats, even optioned with power adjustments, do little to position the driver, passenger, or car. We’d recommend bypassing the power-adjust¬ment and heated-seat choices for the grippier Recaro sport-seat option.

The beauty of four-wheel drive is that its dynamics tend to pay off at all speeds, whatever the conditions. The Carrera 4 opens eyes without hinting anything is afoot—except for tugging insanely at your body, rupturing your peripheral vi¬sion, and cannonballing you past can¬yons and peaks, hills and dales, meadows and forests, their roads rendered benign by the Carrera 4.

Porsche’s go-fast features pay off for hard and prim driving alike. The rear suspension wolly-knocks like crazy over bumps, transmitting the sound straight into the cabin, but shrugs off dips and waves. The Carrera 4’s elastic travel, di¬rectional sense, and alert steering press it to the task at hand. The power steering may be the world’s best. Designed to off¬set the weight added by the four-wheel-drive system, it’s so direct you cannot detect its assistance. Heavy at low speeds, it tells you it will be juusssst right at high speeds. It speaks as straight as it tracks, without kickback.

Many competitors still see the 911 as an oddball jellybean, a rearengined curi¬osity casting Teutonic aspersions on such American antiquities as overhead-valve V-8s, live axles, leaf springs, and slapdash construction. Those who make do with Corvettes and IROC-Zs and Mustang GTs will grumble that their cars sell for far less than this storm trooper, but that won’t keep them from scram¬bling to try to pass it on the road. Face-offs won’t last long: it’s Cro-Magnon hardware against rocket science. You feel the qualitative difference be¬fore the quantitative difference. The Carrera 4’s shifter, laid out for solid, short throws, goes ka-chunk ka-chunk like a race-car linkage. And it sits nearby: un¬like the less-than-magic wand rising from the regular 911’s flattish floor, the Carrera 4’s lever rocks from a new floorpan tunnel, which contains the tubular housing that joins the engine and transaxle to die front differential. The Carrera 4’s clutch feels stiff at first, but it gets you up and running with an ease never before felt in a 911’s clutch takeup. The brakes initially feel a bit touchy, but the pedal placements turn out to be fine for heel-and-toeing with¬out bobbing the Carrera’s nose. Porsche’s big ventilated four-wheel discs and their Bosch ABS circuitry proved lifesavers when we schussed around a bend and over a bridge to find five deer mere feet from the pavement in the swale beyond. A sandstone abutment masked them until they wheeled for a panicky dash across the road, filling the space from shoulder to shoulder. The last third of our stop came from pressing into the ABS. We all got away clean. “Goooood brakes,” said our companion. The Carrera 4 snubbed our speed so dra¬matically, yet so undramatically, that pressing for ABS was an elective move, not a necessity from the outset. The harder you drive the Carrera 4, the more you realize that its brakes never flinch. Their huge reserve of stopping capacity ties into a suspension that inhales prob¬lems like laughing gas. These are “forev¬er” brakes.

Hiding the fact that the Carrera 4’s en¬gine is in the back can only be considered a white lie. Drivers thrown for a loop by rearengined cars can be forgiven their disbelief. Porsche’s four-wheel drive masks the engine’s location so thorough¬ly that, if you could mask the engine’s rumbling clatter, there’d be virtually no giveaway. Hustle into a corner and you find understeer. Push deeper and the handling goes neutral. Punch the throttle and add some steering lock and the tail steps out a smidgen—just about perfect. If you lift or add throttle, the four-wheel-drive system apportions engine drag or power to avoid unwanted oversteer. The result is bulletlike stability when you bury the throttle and reassurance when you reluctantly lift at the last instant. Don’t get distracted by the poor ergo¬nomics strung across the otherwise well-gauged dash. You’ll find the paradox of inexcusably obtuse controls scattered amid useful dials and levers. Porsche

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rarely upgrades secondary controls, tack¬ing on new odds and ends wherever they’ll fit, relative logic be damned. No¬where is Stuttgart’s dedication to excel¬lence less apparent. Nowhere was Porsche’s excellence more apparent than in our stimulating passage through the wooded inner sanc¬tum of back-country Ohio. The farm kids, hearing the hustling millennium missile, went nuts. The Carrera 4’s high, deep-throttled cry, unfamiliar in the hol¬lows, brought them alive. Eager eyes seized upon the familiar body shell and its blazing hue. The kids ran to wave and holler and waggle thumbs-up. Parents popped out to grin. And it happened time after time. Even quiet hill people expect Porsches to come and go in a hurry. Tidy in size and unflappably placeable, the Porsche ate up the breathtaking, roller-coaster countryside, soaring and plummeting, scissoring across hill-cupped esses, mashing at the bottom and rebounding in a single firm stroke to slice up the towering, impassive face of the next rise, belting up and over Ohio’s age¬less, hard-set jowls and scampering up its corrugated cheeks and over its skull to plunge down its spine in search of the Carrera’s own backbone. This car’s got plenty. It may be just a piece of German handiwork when you get down to it, but the Germans are very handy. They’ve gained so much balance with the 911 Carrera 4 that we no longer even consider its distant cousin, the antsy 911 Turbo, a class contender among high-dollar sports cars (though it’s still the leader among short-fuse thrill machines). Porsche’s U.S. sales are struggling, due largely to big numbers on its cars’ stickers. At a base price of $69,500, the Carrera 4 won’t move the marque’s aver¬age prices down, but we doubt it will lan¬guish in showrooms, either. This car will snag those who put good machinery to good use. If that’s you, you’ll find every excuse yet thought up to keep your bahn bomber manned, armed, and ready.

42

PORSCHE REPORT

Technical Highlights When they designed the limited-production 959 sports car, Porsche’s engineers acted like spoiled kids in a candy store. They gave the 959 the most complicated four-wheel-drive system in the world. They put in an engine from the company’s 956 en¬durance race car. They added a suspension that was totally unrelated to any other Porsche’s and equipped it with variable shock damping and ride-height control. Then they slapped on a $200,000-plus price tag. This “performance iiber alles” thinking produced what many of us believe is the world’s finest sports car. In creating the new Carrera 4, Porsche’s engineers used simpler technology and considerably more re¬straint. And yet the Carrera 4 provides much of the 959’s goodness—for about one-third the price. Unlike the 959’s exotic four-wheel-drive system, which continuously controls the front/rear torque split, the Carrera 4’s system employs a conventional center differential that appor¬tions 31 percent of the power to the front wheels and 69 percent to the rear wheels. Like the 959, however, the Carrera 4 sports progressively lockable multiplate clutches in-unit with the center and rear differentials. A computer gradually engages these clutches when it senses that one or more wheels are beginning


to spin; the system thereby keeps each tire trans-mitting as much power to the pavement as its available traction will allow. The system does more than maximize traction: by distributing power evenly, it also enhances stability. The Carrera 4’s basic layout is clas¬sic 911, with struts in front and semi-trailing arms in the rear, but every component is new. In addition, coil springs have replaced the traditional torsion bars at all four corners, the front suspension has been revised to accommodate the front half-shafts, and the steering geometry has been optimized for ABS and power steer¬ing. The new rear suspension uses di¬rectional bushings in the semi-trailing-arm pivots to minimize toe-out when the throttle is released during hard cornering.

The combustion chambers are filled via an intake manifold that in¬cludes two plenum chambers connected by a passageway. Below 5500 rpm, this passageway is blocked by a closed valve. At 5500 rpm the valve opens, uniting the two plenums, altering their resonance characteristics, and improving high-speed breathing. Further breathing enhancement comes from a new exhaust system, which also improves the heater’s operation. The Carrera 4 is proof that, with ef¬fort and care, cost-no-object engineering can be made reasonably practical and affordable.

The Carrera 4’s engine is also a variation on a familiar theme. The engineers enlarged the bore and stroke of the classic air-cooled flat six, boost¬ing displacement to a full 3600cc. Because larger combustion chambers are inherently more prone to detonation— particularly in a hemispherical, two-valve design with the spark plug mounted off center—Porsche engi¬neers added a second spark plug on the opposite side of the combustion chamber. This arrangement im¬proves combustion sufficiently to allow a lofty, 11.3:1 compression ratio. Dual knock sensors have been installed as a safeguard.

April - June 2018

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Aldom Motor Body Builders (Aust) P/L is South Australia’s leading truck body building company specialising in the manufacture of custom built commercial vehicles. We have the necessary skills and experience to meet all your needs, including chilled and frozen product carrying vehicles, dry freight transport vans, tray tops, tipping trucks or any other special built commercial vehicle. We are also very proud of our Motorsport Bodies division. Under this banner we manufacture motorsport trailers for the racing enthusiast which are custom built to your specifications and budget with lightweight fibre composite bodies. Key features could include full access doors as required, drop down and hydraulic rear loading ramps, beaver tail floors to assist loading, multi point tie down system, and many more options to suit your individual needs. With over 40 years experience you know you can trust Aldom Motorsport Bodies.

Mark Haig Phone 08 8346 3711 Mobile 0419 037 860 mark@aldom.com.au www.aldom.com.au

44

PORSCHE REPORT


Story: Porsche

Le Mans Retro 911 RSRs

Porsche fielded two special Porsche 911 RSR’s at this year’s 24 Hours of Le Mans: The factory-run cars with the starting numbers 91 and 92 competed in the GTE Pro class sporting traditional Le Mans liveries of the 1970s and 1980s.

on and off the track at every race, but particularly at Le Mans, where we as record winners with 19 outright victories received incredible support every year,” said Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars.

The #91 contender was decked out in the iconic blue-and-white finish with red and gold stripes, reminiscent of the Rothmans sponsor colours of that era. The #92 car adopted the famous “Pink Pig” design of the 917/20 from 1971. Car #92 represented its historic livery in fine style by taking out 1st in class with car #91 coming in second. Porsche developed these special designs to commemorate its eventful history at Le Mans on the occasion of its anniversary year “70 Years Porsche Sports Cars”. Moreover, the two cars are real head-turners for fans. “With these much-loved designs, we want to thank our loyal supporters who have cheered for us both

April - June 2018

45


Story: Porsche

Nurburgring Hybrid Lap Record

29th June 2018

On Friday morning, 29th June 2018, Timo Bernhard lapped the 20.832 kilometre Nürburgring Nordschleife race circuit in 5 minutes and 19.55 seconds. This results in an average speed of 233.8 km/h on what is revered by race drivers, engineers and enthusiasts alike as the world’s most difficult track. Driving the Porsche 919 Hybrid Evo, Bernhard beat the previous lap record, set by Stefan Bellof, by 51.58 seconds. For 35 years and 31 days Bellof’s 6:11.13 minutes record remained uncontested. The German driver from Gießen, who tragically died at Spa-Francorchamps in 1985, counted as the biggest racing talent of his time. He drove his record on May 28 in 1983 at the wheel of a powerful 620 bhp Rothmans Porsche 956 C during practice for the 1000-kilometre WEC sports car race. Also his average speed was over 200 km/h. Proud and relieved Timo Bernhard, five-time overall winner of the Nürburgring 24-hours, two-time outright winner of the Le

46

PORSCHE REPORT

Mans 24-hours and reigning World Endurance Champion with the Porsche 919 Hybrid, clambered out of the tight Le Mans prototype cockpit. “This is a great moment for me and for the entire team – the 919 programme’s icing on the cake. The Evo was perfectly prepared and I have done my best on this lap. Thanks to the aerodynamic downforce, at sections I never imagined you can stay on full throttle. I’m pretty familiar with the Nordschleife. But today I got to learn it in a new way”, said the 37-year old from Bruchmühlbach-Miesau. The Evo version of the Porsche 919 Hybrid is based on the car that took outright victory at the Le Mans 24-Hours and won the FIA World Endurance Championship in 2015, 2016 and 2017. Over the winter, it was freed from some restrictions hitherto determined by the regulations. Thus, its hybrid power train now develops a system output of 1160 hp. The Evo weighs only 849 kilograms and its modified (and now active) aerodynamics generate over 50 per cent more downforce compared to the


WEC model. Top speed at the Nßrburgring was 369.4 km/h (229.5 mph). The 919 is powered by a compact two-litre turbo charged V4-cylinder engine and two energy recovery systems – brake energy from the front axle combined with exhaust energy. The combustion engine drives the rear axle while the electro motor boosts the front axle to accelerate the car with four-wheel drive. At the same time it recuperates energy from the exhaust system that otherwise would pass unused in to the atmosphere. The electrical energy that comes from the front brakes and the exhaust system is temporarily stored in a liquid-cooled lithium ion battery.

The Evo also gained a four-wheel brake-by-wire system to provide additional dynamic yaw control. Furthermore, the power steering was adapted for the higher loads and stronger suspension wishbones (front and rear) were designed. Compared to the car in conventional race trim, the dry weight was reduced by 39 kilograms to 849 kilograms. To achieve this, air-conditioning, windscreen wiper, several sensors, electronic devices from race control, lights systems and the pneumatic jack system were removed. Michelin developed special tyre compounds for the 919 Evo that produces more downforce than a Formula One car. .

April - June 2018

47


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106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com 48

PORSCHE REPORT


Story: Norm Goodall Photos: Phil Kellett & Bob Taylor

Porsche and Motorsport, Made For Each Other Motorsport and Porsches are like meat pies and football, made for each other. So you won’t be surprised to learn that if you were to go back in history you would find that our club was originally formed by a group of like minded individuals who wanted to experience what makes a Porsche so special, in a fast, competitive and safe manner. This basic idea has survived to the current day and is the reason why motorsport still has such a strong presence in our club. It could be argued that it is even more relevant today than ever before. Over the years many open road speed limits have been reduced and there are now massive penalties for “speeding” and “dangerous driving!” So the best, and smartest way to exceed the posted speed limit is clearly on the track. Our club offers three very different disciplines to cater to your needs. 1:/ Our primary motorsport activity includes our regular sprint events held at the Mallala Motor Sport Park track, and soon also at the outstanding “Bend” circuit at Tailem Bend. The primary aim of the club at such events is to conduct them in the safest possible manner. To ensure this cars are checked at scrutineering to ensure they are safe before being allowed onto the track. Cars are then sorted with up to ten cars of similar performance/experience put into like groups. This is to ensure each competitor is on the track with cars/drivers of similar performance. Once on the track there is no overtaking once inside the braking markers into any corner. As a testament to this system, in my years of going to Mallala we have never had two cars involved in a collision. At your first event we provide driver training with an experienced driver who will show you the “lines and braking points” around

the track as well as the procedures used at a sprint. The only pressure at these events are what you put on yourself as you are encouraged to only drive at a speed that you are comfortable with. All details on how to prepare your car and what you need for a sprint can be found on the Club web site or just call a committee member for more information. 2:/ Motorkhanas are another form of motorsport supported by the club and are also conducted at Mallala on the skid pan. They are mainly a first gear event completing a set pattern in the shortest possible time. There is no reversing and penalties are awarded if you hit cones or go in the wrong direction. There are two classes, up to and including the 993 (plus 944’s to 928’s) and 996 onwards . At a motorkhana you don’t need a helmet or a fire extinguisher! It is a great, very safe form of competition at minimal cost with very low wear and tear to your vehicle! 3:/ Finally our third discipline is Hill climbing. We use the facilities of the Sporting Car Club at the Collingrove hill climb track in the Barossa Valley and compete at their “MultiClub” events. It is always a challenge on cold tyres and a narrow track to make a good time. Again the handicapper has a base time for all models and the system is the same as for the sprints. The SCC runs several come and try days a year also which is a great way to see what hill climbing is all about and get a feel for it. So come out to any of our events and have a go. Finally there is a health warning to all this! Having fun competing can become addictive!

April - June 2018

49


Photos: Warren Edwards 15th April 2018

Soggy Sprint #5

Peter Panopoulas It was a wet old day up at Mallala for our 5th sprint of the year but this didn’t stop our hardy regulars from indulging in a little track time. As a matter of fact the challenging conditions probably spurred them on. Of course there can only be one winner (despite what your primary school teacher might tell you) and Peter Panopoulas proved to be the rain master on the day with Mike Rogers and Steve Langford snapping at his heels.

50

PORSCHE REPORT


Sprint Round 5 - Mallala Place CarNum Entrant 81 Peter Panopoulas 1 8 Mike Rogers 2 34 Steve Langford 3 90 Ian Crouch 4 67 John Fricke 5 84 Steve Thiele 6 33 Anthony Male 7 77 Ray Pryor 8 70 Norm Goodall 9 10 86 Grier Nielsen 47 Adrian Chung 11 Other Marques 18 Cobus VanDer Merwe Invitation Group 97 Alistair Dow 44 Kier Wilson

Car Boxster S 996 C4 Boxster S Boxster 3.4 997 Carerra S 991 C2S 02 Boxster S 944 Turbo 911 SC Boxster 991 Carerra S

Best Time 1.2886 1.3228 1.3579 1.3688 1.3288 1.3092 1.3841 1.4080 1.3778 1.4866 1.4656

HSV

1.3680

Puma Clubman 2012 GTR

1.4458 dns

Steve Thiele

Grier Nielsen

Ian Crouch

Ray Pryor

April - June 2018

51


Photos: Bob Taylor – Facebook: Bob Taylor (4)

AMRS IROC Challenge - Mallala

8th April 2018

The second round of the Australian Motor Racing Series was held at Mallala in April and included spirited racing all round, but of particular interest to us were the IROC Challenge cars. As can be seen, the cars looked great with Greg Keene in his lovely white 911 ably flying the flag for SA.

52

PORSCHE REPORT


Congratulatons Norm and O

Photos: Bob Taylor – Facebook: Bob Taylor (4)

Hillclimb #3 and Motorkhana results

3rd June 2018

Hillclimb

2010-2011

Collingrove Hill Climb #3 Results

Position 1 2 3 4 5 6

Driver Anthony Male Steve Thiele Steve Hevera Ray Pryor Norm Goodall Mike Rogers

Car/Class Boxster S 991 S 911 SC 944 Turbo 911 SC 996 911

Best Time 36.91 36.40 37.27 39.49 35.98 37.87

Motorkhana June 17 2018 Results Motorkhana June 17 2018 Results Photos by: Ray Clements Driver

Class Total Time

Norm Goodall (911 SC) Ray Pryor (944 Turbo) Steve Hevera (911 SC) Stephen Thiele (991 C2S) Tim Sarah (Cayman R) Michael Rogers (996 C4) Katie Sarah (997 Carrera) Stephen Langford (996 Turbo) Justin Coote (Cayman S) Angus Sarah (Cayman R) Ben Sarah (997 Carrera) Anthony Male (Boxster S 986) Vassili Zinchenko (14)

A A A B B B B B B B B B

4.45 5.15 5.25 4.56 5.10 5.12 5.16 5.16 5.22 5.30 6.03 6.14

Points 75 38 15 100 80 64 50 38 29 20 13 6

Grp Rank

1 5 9 2 3 4 6 7 8 10 11 12

Congratulations Michael 2010-2011

April - June 2018 Motorkhan 53


Story: Vic Moore

Teakle Auto Sprint

31st-1st April 2018

Amanda Sparks & Greg Keene. The Easter weekend of 2018 saw the second running of the Teakle Auto Sprint around the streets of beautiful Port Lincoln. The event is staged along the foreshore and close surrounds of Port Lincoln with Boston Bay as a backdrop. The entire event, from location, set up, organization and planning to the competition and track selection this event had everything and is a credit to the organisers and the Port Lincoln Community. A strong contingent of South Australian Porsche Club members made the journey across to Port Lincoln and I think I speak for all of them in saying congratulations to the people of Port Lincoln on developing such an outstanding event, and we look forward to supporting you again in 2020. Makes me think a sister event on the alternate years held at Victor Harbour would show case the Southern region as well as the Lincoln event does for that region. Club members who made the journey were; Michael Almond - Porsche 991 GT3 Greg Keene - Porsche Cayman GT4 Clubsport Mark Laucke - Porsche Carrera RS 3.0 Vic Moore - Porsche 911 IROC Amanda Sparks - Porsche Cayman GT4 Clubsport Nick Steckeisen - Nissan R 35 GTR Kevin Weekes - Lamborghini Gallardo and local identity and Porsche owner (not a club member….yet !!!!!) Gino Larovere - Porsche 911 SC.

54

PORSCHE REPORT

The event is staged over two days with the Saturday circuit being a short, exciting, tight little street stage to keep the drivers attention right from the start. This is an action packed event with competitors having seven runs over this short sprint track on the first day. The majority of the seventy five competitors got through the first day with minimal disruption or incident. Sunday is a longer stage giving competitors the chance to display their street circuit skills and keep their vehicles away from the concrete and hay(bales) that is….!!!!!! A longer stage for Sunday only allows for five runs but with the additional speed and distance five runs is certainly value for money. Reading through the program and the driver profile section just thought I might quote some interesting lines…..headed, Veterans are ready to Race; “For veteran drivers Amanda Sparks and Greg Keene, the Teakle Auto Sprint will be a tight battle this year. The husband and wife racing team will both be competing at the 2018 event………It was then that Greg came first outright in the 2WD category, driving the Porsche Cayman CT4CS.” Check out the Teakle Autosprint website for all results and Facebook page for footage


Saturdays Run

Sundays Run

Mark Laucke

Gino Larovere

Mike Almond

Vic Moore

April - June 2018

55


Photos by: Bob Taylor – Facebook: Bob Taylor (4) & Ray Clements

SA State Championship Rd 2

9th/10th June 2018

Don 56 Costello PORSCHE REPORT Emanuel Palyaris

Graeme Cook


Roger Paterson

Rory O’Neil - Photo Ray

Photo - Ray

April - June 2018

57


Story & Photos: Marc Sheriff

Famous 4 Cam

550 Spyder. Arguably the most iconic sports car Porsche ever made was powered by a type 547 motor.

The historical racing success of Porsche can be pinpointed back to one event. The design, development, production, and evolution of the Fuhrmann motor. It was an air cooled, four cylinder, twin plug motor with four bevel gear driven overhead camshafts. The motor is known by many names, but all refer to the same piece of engineering masterpiece that created the brand’s reputation as a giant killer. It was, and still is known as the Fuhrmann motor, the 4 cam, the Spyder motor, Carrera motor, and in house at Porsche the Drawer Motor. This final name, due to the design being kept from prying eyes in the office, during its design, it was kept in a drawer, and able to be closed when required. The motor was seen as necessary if Porsche were to be serious about winning international level races. The company had some taste of success in various classes, with the pushrod motor, but felt there was a market for weekend racers, willing to invest in competitive factory built race cars. They also believed that developing a reputation for being able to supply reliable, consistently fast cars, would be great for their reputation as a credible car maker, in what was fast becoming a crowded market segment. The task to design this new motor was placed 58

PORSCHE REPORT

with Ernst Fuhrmann, in 1952. Fuhrmann had been with Porsche as an engineer since 1947, initially as a camshaft expert. One can only speculate on the level of trust, both financial, and reputational, the Porsche family was placing in him. The motor went from design to prototype remarkably quick, in the days before computer fluid dynamics, and 3D printers, at only six months from drawings to start up on the dyno, on 2nd April 1953. Fuhrmann was born in Vienna in 1918, and graduated from Vienna Technical University with a thesis on the subject of “Cam drive for the control of high speed combustion motors”. If this alone did not qualify him for the task at hand, I am not sure what would. The specification requirements were ambitious at the time. The key aims being 100hp per litre of displacement, and 24 hour reliability for endurance racing, the most prestigious form of motor sport in the era. Fuhrmann believed the path to this outcome lay in a higher revving engine, some 7000rpm, almost unheard of at the time, with more efficient combustion. The keys to achieving this, in his mind, were overhead cams for valve actuation, along with a roller bearing crank. It was actually the connecting rod bearings

that contained roller bearings, not the main crankshaft bearings. Each connecting rod was supported either side on the crankshaft by a main bearing. The second part of the equation was twin spark plugs per combustion chamber, enabling a more efficient detonation of the compressed air/fuel mixture. Having worked for Porsche for as long as he had, and seen the benefits of small capacity, lightweight air cooled engines, he figured he would evolve the same air cooled boxer configuration, that had evolved from the original VW drawings created by Porsche back in the 30’s, rather than come up with a completely new design. A lot of the engineering and calculations had been done for the existing production pushrod motors in this configuration. Valve actuation was driven centrally from the crankshaft, out to each cylinder bank, by a long shaft, which through bevel gears, drove the exhaust cam shaft, which in turn drove the intake camshaft, through a vertical drive, again through a bevel gear. With the limitations of metallurgy in the day, this was deemed to be the most efficient, if alarmingly complex, way to drive the camshafts. Porsche already had some experience in this form of valve actuation with the design of the Cisitalia GP car several years earlier, and benefitted from the calculations, and time put into this. A very similar valve


904 GTS Carrera. Besides being powered by the pinnacle of 4 Cam evolution, at almost 200hp from the type 587 motor, it is consistently recognised as the most beautiful sports car Porsche ever made, by motoring journalists around the world. It was also the final road car for racing. The race car models following this, were race specific. actuation concept was used on the famous Auto Union GP cars, designed by Professor Porsche back in the 20’s. The Cisitalia design is a great story in its own right for another time, which unconsciously created the Porsche motor cars we love today. Lubrication was to be through dry sump technique, to reduce the overall height of the engine. The reliability of the 4 Cam motors was notoriously poor if the gear lash was not adjusted correctly. Adjusting the valve clearances on a Carrera motor, typically takes 20-22 hours by an experienced mechanic! As you can imagine, with a total production of about 1500 motors, the number of experienced mechanics, are few and far between today, should you be the fortunate owner of one of these beauties. The actual process itself, of adjusting the gear lash, and valve clearance, makes for astonishing reading, involving carbon copy paper, to see the contact points on the bevel gears. This does not include the 100+ hours the initial motor assembly took, by the experienced factory technicians, which was about 50 times longer than a pushrod motor assembly, at the factory. The 4 Cam motor evolved over its life, starting in 1953, at 1100cc with the early 550 Spyders, through to 1965 ending in its most powerful guise, out at 2000cc in the 904 GTS Carrera. Interestingly, throughout its life it consistently ran very close to its 100hp per litre of displacement design requirement, and when well maintained, was incredibly reliable in endurance racing. The very first 4 Cam motors were referred to as Type 547. As with all Porsche engineering projects, they were referred to by the number they were by in house project number. There

were some minor design flaws that were quickly becoming apparent. The distributors were driven by each bank of intake valve cam shafts, and the vibrations caused at certain revs, affected the timing. This was overcome with the advent of the 547/2 motor design, which moved the distributor drive to the crankshaft, initially in a 30 degree V-Drive, then later to a 90 degree drive in the 547/3 series of motors. I say series, as there were minor changes that went from 547/3A, and B, differences being fan placement for F1 and experimental fuel injection. There were less than 5 of these motors manufactured, in each type. The 547 series ended with the 547/6 which was reduced in displacement to comply with F1 regulations of the time. In total 774 547 series motors were manufactured. Some of the cars this motor type powered was the 550 Spyder, the 550A, 718 (proper one) RSK, RS60, RS61. Also Formula 1 and Formula 2 Elva-Porsche Bergspyder. Pretty prolific power plant to say the least!

on unbeatable in their class during this time. The 692 series motors totalled 312 units.

The 547 series motors were followed by the 692 series motors. These had several refinements towards reliability. First and foremost being the introduction of plain journal rod bearings. Secondly, the aforementioned crank driven distributor drive, with the twin distributors set at 90 degrees, to each other. The 692/1 motors introduced an oil cooler(s), which was lacking from the previous 547 series motors, along with a larger oil pump. These were situated in various positions around the vehicle depending on the vehicle the motor was fitted to. The later 692/3 series motors also received more aggressive camshaft profiles, and larger main bearings on the crankshaft, enabling higher rpms. These motors were primarily used in the famous 356B Carrera GTL Abarth cars, which were nigh

As well as the production 4 cam series motors mentioned above, there were another series, Type 719, which were development prototype motors used as test stand or racing units. There were many experimental aspects tried on the 719 motors, to test viability, reliability and durability. From early mechanical fuel injection, to desmodromic valve actuation, very little was untried in the search for reliable horsepower. Overall, by the end of the type 719 development, sadly very little of the work that went into them, made it to the production series of motors mentioned earlier. Solid records of actual numbers of this series are vague, and conflicting from different sources.

The final production series motors were the big dogs. Type 587. This motor was taken out to 2 litres in displacement, which was as far as Ernst Fuhrmann initially envisioned the motor to go out to, in its future, when originally designed. The increase in displacement was following the established principle that “Displacement = torque”. This was to make the motor more competitive against its rivals on the race track, through better tractability, and more usable low end power. The engine case was significantly reinforced, to increase structural reliability. Both compression and engine speed were also reduced to improve overall reliability, but due to the increased displacement, these were the most powerful series of 4 cam engines. Some 610 motors were built in total and used in both the Carrera 2 series (GS and GT) of road going 356’s, the 904 GTS Carreras, and Elva-Porsche open wheeler race cars.

As you can see, if only through the vehicles the 4 cam motor was fitted to, how important

April - June 2018

59


it was in establishing Porsche as a world class sports car manufacturer. The race wins over the years following the 4 cam’s introduction in the 550 Spyder, through to the 904 GTS Carrera, were comprehensive across many classes, and many overall wins in some of the world’s most important and famous events. Targa Florio, Le Mans, Mille Miglia, Nurburgring 12 hour, Sebring 12 hour, Buenos Aires 6 hour, and naturally, the Carrera Panamericana, to name only a few. There are still plenty of the cars being campaigned in both Europe and North America. Rennsport Reunion at Laguna Seca every few years seems to bring a lot of them out of the woodwork, and plenty of 4 cam video action is available on YouTube, with a little digging, should you want to hear and see Ernst Fuhrmann’s finest in action. There were several 4 cam motor specced cars delivered new to Australia. A few speedsters, a few spyders, several 356 coupes, and a couple of 904s. Most have now left our shores, due to the alarming values of these cars. Sadly it means that most also don’t get driven anymore. Due to their $1.5m+ values there is only one Carrera Speedster that has remained, that the Australian 356 Register has a record of. Conveniently owned by a Queenslander who also has a 4 Cam coupe. I imagine his annual servicing invoices are stratospheric, only superseded by his family’s forthcoming inheritance, some time in the future.

Porsche Cars Australia actually bought a locally delivered car a few years ago, a 356A coupe, with GT spec body. It is the only classic that Porsche Cars Australia actually own. Speaking to PCA recently, they find the car a little temperamental, mainly because it is rarely driven.

There are many modern Porsche enthusiasts who are unaware of the historical significance of these 4 cam motors, and hopefully this little article will help them understand the importance of those little motors that struck fear into the hearts of anyone having to race against them in the 50’s and 60’s.

Personally, I have been fortunate enough to experience two 4 cam powered vehicles as a passenger, and as you can imagine, through my passion for these motors, I was overwhelmed with the experience. The intake noise was only overtaken by the cackle of the exhaust over 7000rpm. The acceleration is unbelievable for the era, which naturally is helped by the light weight cars these were in. The 718 RSK that I was fortunate enough to be driven in, was so raw, and exciting, it would be hard to experience something more pure as a race car. It is hard to believe they were designed as a road car! The other 4 cam powered car was a Carrera 2 GS. It was basically a luxury grand tourer, in comparison to the RSK, and seemed to have an unending rev range. It just kept getting faster and faster. In its day, it is hard to imagine a car that would surpass it, for both overall performance and comfort. It is easy to see how both of these cars have become so valuable in the world market. Not just for their rarity, obvious beauty, and high performance, they both actually provide a visceral experience that is unforgettable.

Thank you Ferry Porsche for appointing Ernst Fuhrmann the task of establishing the Porsche sports car identity.

Type 547 showing the complexity of the bevel driven camshafts. This is the Exhaust Camshaft

References: •Porsche Carrera: The Early Years of Porsche Motorsport. Rolf Sprenger & Stephen Heinrichs. Published by Delius Klasing Verlag 2015. •Porsche Excellence was Expected. The Complete History of the Sports and Racing Cars. Karl Ludvigsen. Published by Automobile Quarterly Publications 1977. •The Porsche 4 Cam Engines. Peter Pohl. Published by HAGI Publishing 2016. •Personal interview with Marco Marinello, of Eleven Parts, Zurich Switzerland. •Personal interview with Greg O’Keefe, of 356 Unlimited, Melbourne Victoria.

Type 692-4 in as new condition

Type 547 showing the distributors being driven by the intake cam shafts

60

PORSCHE REPORT

Type 547 Cutaway diagram. Note the 90 degree valve placement in the combustion chamber, and long bevel drive shaft to the heads


356 GTL Abarth. Not the prettiest of Porsche’s road cars, but a prolific race winner. Powered by type 692 motors.

718 RSK Spyder. The end of the evolution of the Spyder series of sports cars. Powered by the final series of type 547 motors.

April - June 2018

61


Story: Vic Moore

10th Anniversary Mt Alma Mile

31st-1st April 2018

The tenth anniversary of the Mount Alma Mile was run on Saturday 21st and Sunday the 22nd of April 2018 at Mount Alma off the Inman Valley road, a few kilometers west of Victor Harbour. Entries were down slightly this year with 120 competitors ready for the two day challenge. For those of you not familiar with the event, the climb is the traditional mile, starting with a good straight, climbing sharply with a tricky right uphill which opens to faster flowing curves to the finish. The event allowed us three runs on the Saturday and four on Sunday and the best accumulated times then qualifying for the Shoot-out. There were fewer Porsche Club members than previous years with the following members competing; Kevin Weekes: Lamborghini Gallardo Julian Newton: Mercedes GTC Vic Moore: Porsche 911 IROC Nick Streckeisen: Nissan R35 GTR While many of us are competing to better our own PBs, Nick had a battle all weekend which eventually saw him gain a very creditable second (even though not in a Porsche) place,0.89 seconds behind Kevin Mackrell, a great drive Nick. 62

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An addition to this years event saw the inclusion of a street display in Victor Harbour outside the Hotel Victor, where we also had a dinner with the chance to catch up on the events of the day over some extremely good fare and a very entertaining talk from Kevin Weekes. Once again, another SA motorsport event with excellent organization and planning from Ultimate Motorsport Events and all the officials, allowing us as competitors to arrive and enjoy two days of driving. If you have not had a chance to compete in this event I thoroughly recommend you check it out next year. It gives you the opportunity to tackle a challenging climb which has that added distance to really test your skills. Later in the year the Willunga Hillclimb is another UME event worth considering.


Photos: Ray Clements

Mt Cotton, Advanced Driver Training

At the invitation of The Porsche Centre Adelaide, Ray Clements jumped at the opportunity to put his driving to the test at the Mount Cotton driving complex located 30 minutes south of Brisbane. Over the course of two days he had the pleasure of driving a variety of Porsche’s finest while pushing the cars, and himself, to the limit. High speed braking, winding through a slalom course and trying to keep the cars on the island on the skid pan demonstrated to Ray just how capable a modern Porsche is, but also that even these cars had their limits, albeit very high ones.

attended one of these events previously maybe it’s time to talk to the Porsche Centre and book your spot for the next one. Going by Ray’s enthusiasm post the event, you will not be disappointed.

Thankfully Ray has plenty of photos and memories to take away from this special experience. To anyone who has not

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Story: Porsche

Porsche 1st With Braided Carbon Fibre Wheels temperatures followed by a long cooling process. The central lock is then inserted into the finished wheel and the wheel is protected with clear lacquer.

Porsche has become the world’s first vehicle manufacturer to offer lightweight wheels with braided carbon fibre and they are available now as an option for the Porsche 911 Turbo S Exclusive Series. Carbon, the characteristically black hightech material, can be fully appreciated with a protective layer of clear lacquer. Together, the innovative wheels weigh around 8.5 kilograms less than standard alloy wheels, which is a reduction of 20 per cent. They are also 20 per cent stronger. With a reduced unsprung weight, the tyres trail the surface of the road better and are perfectly optimised for absorbing longitudinal and lateral forces. Lower rotating masses mean more spontaneity both in acceleration and

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braking. The result is increased driving dynamics and driving pleasure. Manufactured entirely from carbon fibre reinforced polymer (CFRP), the wheel is essentially comprised of two components. The wheel centre is made from carbon-fibre fabric. This involves cutting and assembling over 200 individual components. The second component is the rim base made from braided carbon fibre by what is currently the world’s largest carbon fibre braiding machine with a diameter of approximately nine metres. The wheel centre is then braided into the rim base. The assembled wheel is impregnated with resin and pre-hardened at high pressure and high temperatures. The finished wheel is hardened at high

Porsche is the first company in the global automotive industry to use this extremely complex technology. The braiding technology offers key advantages over the more conventional method of manufacturing pre-impregnated carbonfibre fabric: This production technique makes the material structure of the carbon considerably denser and more compact. This increases rigidity. Using the material more efficiently also produces less waste. The new carbon wheel is made from a total of 18 kilometres of carbon fibre, or eight square metres of carbon-fibre fabric.


Story & Photos: Ron Wishart

Cudlee Creek Breakfast Run Breakfast, especially the coffee, was pursued by all and the staff at the café did a good job in looking after us as well as their regular customers. I was talking to one of those customers who commented that she was awoken by all these Porsches rushing past her house on Corkscrew Road and said it was better than her regular alarm clock. We aim to please.

We had a good turnout for the Cuddlee Creek Breakfast run with 25 cars and their passengers attending. The Tower Hotel was the designated gathering point prior to the run itself. This gave us a chance to get re-acquainted, discuss and admire the newer cars and scrutinize the older cars. We also welcomed three couples who were new members and had not been on a run before. The night before had seen some heavy winds and rain but thankfully the morning was calm but overcast. There was some trepidation on the condition of the road and possible debris so everyone was aware to be on the lookout. There was still a chance of rain and as usual everyone was made aware that the roads through the hills have cyclists and to give them plenty of room.

We headed out at 8am for the breakfast destination of the Cudlee Creek Café. It was planned to be a short trip, no more than an hour of travel, to keep the hunger pangs satisfied. A short distance from the carpark and we were heading up Norton Summit Road into the hills. We ended up travelling along the ridge on Marble Hill Road continuing on to Montacute Road before turning off onto the aptly named Corkscrew Road. From Corkscrew Road we turned onto Gorge Road which basically led us to our destination. It wasn’t without incident though. A large roo jumped out in front of Colin South’s car with Adrian Streather following. Colin was shaken but not stirred by the event but we all survived unscathed, including the roo.

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Apollo Intensa Emozione I know this thing isn’t a Porsche but you will have to indulge me here as it’s just too wild a machine not to share. This Apollo Intensa Emozione is close to a road going Batmobile as I have seen in a long time. Apollo, in cooperation with a company that runs the Mercedes-AMG DTM racing program, is the producer of this wild child, and if you want one, you’re out of luck as they are only producing ten and word is, they have all been spoken for. Ohh, the price tag of $2,670,000 US might be a barrier for some also. The car features an engine based on the Ferrari berlinetta’s 6.3 litre V12 which produces 582 kW at 8,500 rpm and will propel it from zero to 100 km/h in around 2.7 seconds with a projected top speed of 335 km/h.

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