PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Vol 44 Number 2: April - June 2019
P C SA R oad Trip T he White C o l lection Z uffenha usen T hro ug h T he Ages Sing er Desig n – P o rsche R e-Imagined
www.pcsa.asn.au
PORSCHE t r o p e R
OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 44 Number 2, April - June 2019
contents
3 . E d i t o r i a l 4 0 . T h e P o r s c h e K e i l 5 . P re s i d e n t ’s R e p o r t
41. SCC Championship – Rd 2
6 . T h a n k s N o r m
44. Tim Schenken And Porsche
9 . B i g g e s t F a n 4 6 . T h e W h i t e C o l l e c t i o n 1 1 . Z u f f e n h a u s e n T h ro u g h T h e A g e s
48. Miniature Marvels
1 6 . To p 5 S e c re t P o r s c h e P ro t o t y p e s
50. Mini Porsche
1 8 . S i n g e r D e s i g n – P o r s c h e R e - I m a g i n e d
5 2 . T h e R e v o l u t i o n a r y We i s s a c h A x l e
2 6 . P o r s c h e 9 1 1 – S i n g e r D L S
5 4 . P o r s c h e Tr a g e d i e s
3 0 . R e g u l a r i t y – T h e B e n d
5 6 . P C S A R o a d Tr i p
3 2 . M o re F u n T h a n 6 M o t o r k h a n a
58. Alberton Hotel Dinner
3 5 . C o l l i n g ro v e H i l l c l i m b R e s u l t s
59. Role of Honour
3 6 . H i s t o r i c R a c e r s a t M a l l a l a
60. Porsche Flat 6 Model Engine
38. AMRS at The Bend
our supporters A h r n s H a n d l i n g E q u i p m e n t
Page 34
P o r s c h e C e n t r e A d e l a i d e
Page 4
B u i k s M o t o r w o r k s P a g e 3 4
Richmonds Classic and Sports Cars
Page 2
Cafasso Motor Body Repairs
R S R S p o r t s C a r s
Page 15
Page 24
C o p y w o r l d P a g e 1 0
S h a n n o n s I n s u r a n c e P a g e I F C
C u t l e r B r a n d s P a g e I B C
S o u t h e r n C ro s s G o l d B u y e r s
Page 14
D a v i d B u r re l l a n d C o
Page 14
S p l a s h c a r Wa s h
Page 15
N o r b a r To rq u e To o l s
Page 58
W i l l s h i r e P a g e 2 5
N o r t h Te r r a c e Ty re s
Back cover
W i n g u a r d P a i n t P ro t e c t i o n
Page 24
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editor’s report
We are constantly being told what to do, what we can say and how we should behave, and often by people who may not necessarily be the best suited to deciding the thoughts and behaviours of a nation. On top of that we have Marketers digging ever deeper into our psyche to convince us that we must have things that we really don’t need. For example, bottled water. In Australia we are fortunate to have some of the best drinking water available in the world, and even more incredibly, it’s plumbed into our house, and as drinking water, is virtually free. Yet people in their millions are buying bottled water every week, paying for it, lugging it home and thendisposing the environmentally unfriendly empty bottles afterwards. Why, because the advertising industry has convinced us that this water is better than what comes out of the tap, when in actual fact it is most often simply tap water put through an additional filtering process.Some will say that it tastes better than tap water but blind taste tests done over the years have proven that most people really can’t tell the difference. But many of us still choose to believe the lie. Then there is the juggernaut that is legislation. Now don’t get me wrong, I am all for having a few rules to live your life by to make the world a better place, but at the current rate people will soon be too afraid to do or say anything lest they end up on the wrong side of the law. Look at the ridiculous situation we have created for our school kids where we have gone overboard in trying to protect them from the sun. Of course the initial idea was based on common sense, let’s stop our kids getting sunburned. But, like a hoon in an empty carpark, we have taken this thing a bit far when kids have to wear sunscreen and hats for a 15 minute stint in the playground? And then we wonder why young kids are suffering a new epidemic of vitamin D deficiency. What do you expect when at home they spend most of their time in their room, on their phone, and on the few occasions we can get them outside we cover them from head to toe in sun protection. It’s enough to make a guy want to perform a totally outrageous act just as a form of protest. I’ve made up my mind. It’s time to take a stand. Tomorrow when I’m walking the dog, I am going to jaywalk, at least once. That’ll show em. What has all this got to do with Porsches you might well ask. Well not much if I am honest but there is a link, bear with me. There are some big innovations coming in the automotive world, and it is of course for your own good and you will possibly like
me, have mixed feelings about it.2022 is going to be a big year for new cars because there is change coming. Change that will no doubt make us safer, but at the same time take away even more of our free will. As from 2022 all new cars sold in Europe will have to include a raft of new features, some of the major ones being as follows. They will be fitted with speed limiting devices called Intelligent Speed Assist (ISA). ISA uses GPS and sign recognition cameras to detect speed limits where the car is travelling, and then will sound a warning and automatically slow the vehicle down if it is exceeding the limit. However, drivers will be able to override the device simply by pushing hard on the accelerator, reassuring some motoring groups that have argued that in certain situations – such as when trying to swiftly overtake a vehicle in front – speeding up could be safer. Other measures agreed by the EU include making data recorders mandatory to help investigate vehicle crashes and assist research into increased safety. This feature, in a simplified form is already in many new cars. No more lying to the insurance company about how fast you were going before you lost control, drove through the supermarket doors and crashed into several crates of bottled water. The computer will reveal all. Another feature already standard in many new cars, a lane departure warning system, will become obligatory along with automated emergency braking. So a mixed bag there really, and you can expect Australia to adopt these initiatives also as we are understandably followers in this area, rather than innovators. Especially since we don’t have a local automotive manufacturing industry anymore. More regulation for a good cause of course but just adds to an ever growing list of things designed to protect ourselves from ourselves, and coming to a Porsche near you soon. In other news, I am very pleased to be able to advise that one of our own, Tony Keynes was recently acknowledged in the 2019 Queen’s Birthday Honours List, receiving an Order of Australia Medal for services in the field of athletics. His record and list of achievements in this field is very impressive and extensive and we should all be very proud to be able to call Tony one of our own. Congratulations Tony, very well deserved and overdue recognition of your ongoing commitment to Athletics in Australia.
Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au
Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2019 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au
Of course we have a magazine full of content from the world of Porsche which I hope you will thoroughly enjoy but I must be off now. Got to fuel my inner rebel and find some streets to jaywalk on. A bit reckless I know but hey, you only live once, and who’s going to know. Ohh that’s right, street cameras on every corner. Damn, back to the drawing board. Now where did I leave my bottle of water? Photo: Phil Kellett
We humans are a funny lot. In the main we all want to live a full and enriched life but through legislation and creative marketing we actually seem to be rushing headlong into ever increasing regulation and manipulation.
“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701)
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The flyline is our bloodline. Shaped by Performance. The new Cayene Coupé. Fuel consumption (in l/100km) urban 11.7–11.6, extra urban 8.0–7.9, combined 9.4–9.3, CO₂ emissions 215–212 g/km.
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Porsche Centre Adelaide 280 Glen Osmond Rd Fullarton SA 5063 Tel. 08 8379 0777 LVD 189374 www.porschecentreadelaide.com.au
club committee
president’s report Dear Porsche Club Members, Here we are in September already with yet another year rapidly drawing to a close, but with many events from the Club still to come before we reach year’s end.By the time you read this our third get together at the Sporting Car Club in the Goss Bar, and the August 18 Regularity at The Bend will have been held. The final PCSA committee meeting for the current members held on September 3 will see the retirement of Norm Goodall and Geoff Crowe from the group, along with Christine Trimmer who resigned as Membership secretary at the beginning of June. I would like to acknowledge the tremendous effort Christine put into the role of Membership Secretary and her exceptional efficiency in processing memberships ensuring our members felt valued and welcomed to the PCSA. The role of the Membership Secretary is vitally important to us, as for most club members it is the first point of contact for the Club, and therefore a persons’ first impression. The number of positive comments on the efficiency and minimal processing time for membership were always pleasing to hear and a credit to Christine, who took on the role along with balancing her two children and a business, sorry that should be Riley (younger one) and Adam (younger at heart). On behalf of the Committee and all the PCSA members I would like to extend our thanks and gratitude for the exceptional work you did during your tenure as Membership Secretary for the Porsche Club of SA. On a personal level as President of the Club I thank you for your support on the committee and for the cooperation and willingness to follow any request I made at any time. Thanks Christine and thank you for your efforts with the induction and assistance for James as he stepped into the role. Our Vice President James Law is currently our Membership Secretary and took over from Christine at the critical time of the year when all memberships were due at the end of the financial year.Thankyou James. As I mentioned, two other members of the committee retiring are Norm Goodall and Geoff Crowe. Norm to most members is known as the bloke who organizes the Motorsport events and is also rounding up competitors and barking orders at them as they get organized to compete… hmmmm, wonder where he picked that up??? Norm has made an incredible contribution to the Porsche Club of SA as a member of the club, a fearless competitor,a past President,current Motorsport Director and CAMS steward. The amount of work required to organize the events, Hill climbs, Motorkhanas and Sprints can only be appreciated once you have done the role for several years. Having done the role prior to Norm, I have an understanding of the complexity, amount of work, and effort required to have the years events all planned and organized well before the event is scheduled. Norm not only did all the paperwork and related organization, but he was secretary and director of the events. One of the perennial problems we face as a club is getting officials to help at all motorsport events, something for new and existing members to think about and may be offer support throughout the year. I had the privilege to give the Confederation of Motorsport my thoughts on Norm and his contribution to motorsport and it was at that point I gained the appreciation of Norm’s contributions to the Porsche Club of SA, the Porsche Marque, Motorsport and all the competitors he has organized or competed
against. Hence a worthy recipient of the CAMS award he received last year. If you have the time catch Norm at some stage and just ask him how many events he competes in each year and you will gain an appreciation of a true competitor and organizer. A tremendous thank you for your support, effort and true desire to see that the Porsche Club of SA is one of the best in Australia. On behalf of the committee and the members, thanks again for all your time and dedication. Geoff Crowe is another of our committee members stepping down from his role and I would personally like to thank Geoff for his support and advice through my first year as President. Geoff has ably supported Norm with motorsport events as the handicapper and results person. Geoff has been a member of the Porsche Club of SA since the nineties and has always had the passion to represent the Porsche Marque with the great respect we all have for Porsche cars. Once again a past President of the Club who worked tirelessly while in that role and set up a financially secure club that is now able to support its members with subsidies for social events, motorsport events and the Christmas party. On behalf of the committee and the members of the Porsche Club, thank you Geoff and we look forward to your continued involvement with friends and colleagues in the PCSA. This year has more events in store for members with Hill climbs, a Motorkhana and a Sprint at Mallala for our Motorsport members. Anyone interested in attending the events as volunteers, helpers or spectators will be most welcome. Thanks to the efforts of Joy O’Connor and Ray Pryor the Black Tie Dinner is back on the Calendar on Friday November 1, 2019 at the Glenelg Golf Club. The final event for the year will be the Christmas Party. Make sure you check the Motorsport calendar and the Social calendar. Any major date changes we will endeavor to email relevant information as soon as practicable. Thank you for your continued support of the club and if you have overlooked your membership renewal jump online and keep your membership current. I look forward to seeing many of you at the AGM in September; check your emails for updates. Kind Regards
Vic Moore President president@pcsa.asn.au
James Law Vice President 0416 044 051 vicepresident@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
Ron Wishart Social Secretary / Merchandise social@pcsa.asn.au
Christine Trimmer Membership membership@pcsa.asn.au
Phillip Kellett Magazine Editor Mobile: 0409 931 193 magazine@pcsa.asn.au
Vic Moore President of the Porsche Club of SA Geoff Crowe Results / Handicapper 0418 895 660
Warren Edwards Website/Facebook webmaster@pcsa.asn.au
Norm Goodall
Peter Brunnthaler Historic Register/ Licencing 0410 614 911 historic@pcsa.asn.au
Peter Kowalenko Historic Register/ Licencing 0429 390 911 historic@pcsa.asn.au
Geoff Crowe
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Thanks Norm Photos: Ray Clements April - June 2019
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Photos: Porsche AG
Porsche Club Apparel Some of the great new PCSA clothing available to purchase now!! Go to “Merchandise” on our website for order forms and more information.
Merchandise Order Form ITEM
COLOUR
SIZE
PRICE EACH QTY
TOTAL
Cap
Black Only
N/A
$
20.00
$
Mens/ Womens Short Sleeve T-Shirt
Black/ White
$
35.00
$
Black/ White
$
40.00
$
Black
$
45.00
$
Women's Standard Polo (2LCP)
Black/ White
$
45.00
$
Sizes Available 8, 10, 12, 14, 16, 18, 20, 22, 24
Circle
Sizes Available S, M, L, XL, 2XL, 3XL, L12, L14
Mens/ Womens Long Sleeve T-Shirt (ILS) Sizes Available S, M, L, XL, 2XL, 3XL, L12, L14
Mens Standard Polo (2CP) Sizes Available S, M, L, XL, 2XL, 3XL, 4XL, 5XL
Men's Birdseye Polo (2BE)
Grey Marle
$
55.00
$
Men's Long Sleeve Polo (210XL)
Black/ White
$
55.00
$
Sizes Available S, M, L, XL, 2XL, 3XL
Circle
Men's Long Sleeve Business Shirt
Black
$
75.00
$
Black
$
85.00
$
Black
$
85.00
$
Black
$
90.00
$
Sizes Available S, M, L, XL, 2XL, 3XL
Sizes Available 38, 39, 40, 41, 42, 43, 44, 46, 48, 50
Men's Fleecy Hoodie (Code FL17) Sizes Available S, M, L, XL, 2XL, 3XL
Women's Fleecy Hoodie (Code FL18) Sizes Available 8, 10, 12, 14, 16, 18
Men's / Women's Puffer Vest (3ADV) Sizes Available S, M, L, XL, 2XL, 3XL, 4XL, 5XL, L12, L14
Men's / Women'sPuffer Jacket (3ADJ)
Black
$
110.00
$
Black/ Grey
$
120.00
$
Blue/ Grey
$
120.00
$
$
140.00
$
Sizes Available S, M, L, XL, 2XL, 3XL, 4XL, 5XL, L12, L14
Men's Soft Shell Jacket (JK31) Sizes Available S, M, L, XL, 2XL, 3XL, 4XL, 5XL
Women's Soft Shell Jacket (JK32) Sizes Available 8, 10, 12, 14, 16, 18
Men's/ Women's Water Res. Lined Winter Jacket (3TPJ) Black Sizes Available XS, S, M, L, XL, 2XL, 3XL, 4XL, 5XL
$
Delivery (metro standard postage) All prices include GST
TOTAL inc GST
$
Visa/ Mastercard (Circle) Card Number __________________________________________
Expiry Date
_____/_____
Name on Card _________________________________________
CCV Number
__________
Signature
__________________________________________
Name Delivery Address Suburb
______________________________________ ______________________________________ _____________________ Post Code __________
Please email to membership@pcsa.asn.au
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10.00
Story & Photos: James McCracken
Biggest Fan
Calendar of Events 2019 JULY Thursday 18th Friday 19th Sunday 21st Sunday 28th
Social Evening at SCC Club Dinner Collingrove Hillclimb Motorkhana – Mallala
AUGUST Sat/Sun 3rd/4th Sunday 18th Sunday 18th
SCC SA Ch/ship Rd3 - Mallala Regularity – The Bend Foggy Dew Run
SEPTEMBER Sunday 8th Sat/Sun 14th/15th Friday 29th Sunday 29th
Collingrove Hillclimb SCC SA Ch/ship Rd 4 – The Bend AGM Motorkhana - Mallala
OCTOBER Sunday 13th Saturday 26th
Club Run Sprint – Mallala
NOVEMBER Friday 1st Friday 1st Sat 9TH Friday 15th Thursday 17th
Black Tie Dinner Climb to The Eagle SCC SA Ch/ship Rd 5 – Mallala Go Carts / Dinner PCSA Social Evening at SCC
DECEMBER Sunday 1st 4th – 7th
Christmas Picnic Adelaide Motorsport Festival
James sent in this image of his lovely daughter Elizabeth enjoying some bedtime reading. Publication of choice, Porsche Report of course. Another Porsche tragic in the making.
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356’s were largely handmade
A 928 near final assembly Early 911’s awaiting shipping to eager owners
Photos: Porsche AG
Zuffenhausen Through The Ages
Porsche has manufactured sports cars in Zuffenhausen for the past 65 years. Over the years, the main plant has become one of the most modern production centres in the carmaking business. Zuffenhausen has seen many changes over the years, with many more to come, and it remains as the heart of Porsche. In the early 1950’s plant 2 became operational at Zuffenhausen
April - June 2019 11 The plant in the early 1970’s
My how things have changed.
928 Shell.
Can you work out what model this shell will become. A 924. 12 PORSCHE REPORT
A new Targa is born
In the 1980’s a new body shop was added and connected to plant 2 by a conveyor bridge
Porsche grew significantly in the early 1960’s.
964 Production line By 2015 there were 6 plants, the Porsche Centre, a Museum and much more
This is how we do it today
Near complete 911s
The future
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Protection
Protection
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#5 Porsche 984
Story & Photos: Porsche AG
Top 5 Secret Prototypes In the Porsche warehouse, there are some prototypes and studies that have rarely or never been publicly presented before. This is a selection of the most interesting models. From 1984 to 1987, the engineers worked on a prototype of a futuristic vehicle concept: the Porsche 984, a compact, lightweight and aerodynamic roadster that is in fifth place. Producing just 135hp, they wanted to focus on reduced air resistance instead of high performance – hence its unladen weight of 880kg. Nowadays, digitalisation is opening up entirely new possibilities for the engineers developing vehicles: the body, drivetrain, chassis and electrics of a new model are now designed on the computer and their functions simulated. 15 years ago, the world was very different: the rear of this episode’s fourth-ranked car is an 16
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impressive reflection of this. Because the Cayenne “Cabrio” has two different rear designs. Normally, two different designs would result in two prototypes being built. In the case of this visually unique vehicle, however, the engineers chose to adopt a more cost-effective approach. For third place, we go back another couple of years: the Porsche 911 Carrera 3.2 Speedster was built in 1987. A oneseater with no frills that was designed for pure driving pleasure – just like the first Speedster in the 1950s. This prototype with the 911 Carrera body is the predecessor of a highly coveted, rare version of the 911 Speedster. In second place is the Porsche “Panamericana” that was presented to Ferry Porsche for his 80th birthday in 1989. One of this vehicle’s design highlights is without doubt its seamless lines. Every line runs smoothly into the
next across the entire car. Overall, the whole “Panamericana” development process lasted just a few months and included some elements that were seen again in the subsequent 911 generation, 993. The latest digital methods are used to develop so-called virtual prototypes. These allow many systems and components to be virtually tested at an early stage and extensively tested in conjunction with other systems – even before real-life prototypes are available. This makes development faster and more efficient. However, in the case of the 918 Spyder “rolling chassis”, there was no option but to try out the hybrid drivetrain. So, in spring 2012, selected journalists were invited to the test track in Weissach, where the “rolling chassis” was intended to convince them of the feasibility of the 918 Spyder.
Story & Photos: Porsche AG
#4 Porsche Cayenne Cabrio
#3 Porsche 911 Carrera 3.2 Speedster
#2 Porsche Panamericana
#1 Porsche 918 Spyder Rollong Chassis
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Singer Design, Porsche Re-Imagined Story: David Lillywhite – Motorious.com Photos: Singer Design When it comes to bespoke air cooled 911’s, they don’t come any better than the cars rolling out of the Singer Vehicle Design workshops. The company was founded in 2009 by Rob Dickinson, former member of the band Catherine Wheel and the company is based in Los Angeles, California Singer Vehicle Designs restores aircooled 964 911 Porsches, turning them into the “ultimate 911” and focuses its restoration efforts on 1989-1994 Porsche 964s.Singer takes these 964s and restores them from the ground up while simultaneously optimising every facet of the car and evoking the classic lines of the original 911. Each Singer Porsche is unique and no detail is overlooked in a Singer build, the attention to detail is 18
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amazing. A new engine, drivetrain, and suspension improves performance, while painstakingly refurbished bodywork and stunning interiors complete the cars. 4,000+ hours go into restoring, tuning, and customizing a Singer Porsche. Some call them the best air-cooled Porsches ever, others the best cars in the world. They are Porsche 911 sports cars that have been restored, reimagined, and reborn. Combining bespoke carbon fiber body panels, the finest in optimised mechanical and electrical components, exemplary materials and finishes, and the spirit of the golden age of the iconic aircooled 911. Of course all this exclusivity comes at a price, and it’s not cheap. Singer Porsche
restorations start at $395,000 plus the donor car, but most customers usually go well over $600,000. At the top of the range is the Singer and Williams collaboration in the form of the wildly reimagined 500 horsepower Singer Vehicle Design DLS. That sells for $1.8 millions, with 75 examples of this restoration being made available to customers. As you would expect there is almost no limit to what can be done. If you have the budget, they will build it, and going by the images supporting this story, it seems there are plenty of willing buyers.
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“It’s what’s on the inside that counts” porsche specIalIsts
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Story: David Lillywhite – Motorious.com Photos: Singer Design
Porsche 911 – Singer DLS 24th March 2019
When Singer met Williams, of F1 fame, magic was promised – but the resultant Dynamics and Lightweighting Study is even better than we could have (re)imagined Singer has revealed the result of its long-awaited collaboration with Williams Advanced Engineering and two legendary Porsche engineers to take its famous ‘reimagined’ classic 911s to another level – and the car is on show at Goodwood this weekend. The LA-based company has become known for its high-quality, reengineered restorations of the classic 1990s 964 version of the 911. However, in November 2017 it announced that it was working with Williams in the UK as well as former Porsche engineers Norbert Singer and Hans Mezger. The result is a classic-shaped 911, still based on the 964, that has had every detail analysed and optimised using state-of-the-art engineering techniques, right down to the 2.7 RS Carrera-style ducktail rear spoiler. Could you ask more than a 911 with classic looks combined with technology that rivals the best any modern manufacturer could offer? The project, referred to as the Dynamics and Lightweighting Study (DLS), began when Singer client and Porsche enthusiast Scott Blattner requested that Singer take his 1990 Porsche 964 to another level, reducing its weight and increasing performance. To enable this to happen, Singer engaged Williams and other technical partners to engineer restoration and modification services that could be carried out on other customers’ cars. The engine remains a normally aspirated, air-cooled Porsche flat-six, but developed by Williams Advanced Engineering working with legendary Porsche engineer Hans Mezger to give 500bhp at a mind-boggling 9000rpm. It’s a 4.0 litre, with four titanium valves per cylinder, twin overhead cams, constructed from magnesium and other lightweight materials to reduce mass, and fuelled by lightweight throttle bodies with F1-style upper and lower injectors, which enhance performance and drivability. You won’t be surprised to hear that the oil system has also been modified to improve lubrication and cooling. Williams Advanced Engineering, with Norbert Singer, was also involved with a full aerodynamic rework of the car, with every surface re-assessed through computational fluid dynamics (CFD) analysis. This has resulted in elimination of front axle lift through the redesign of the front oil-cooler intake and venting, as well as a new front splitter. It’s also resulted in the honing of the most iconic aerodynamic device of the 20th century – the ducktail spoiler of the 2.7 RS Carrera. Now the roof-channel and roof/rear-window spoiler work together with the optimised ducktail and diffuser to generate downforce at the rear. In addition, side-window ram-air intakes and rear deck-lid venting increase engine intake and cooling performance. Total cost for what some consider the best air cooled 911 on the planet, try north of 1.8 million dollars US. Big price, big car!
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Tony Keynes, winners are grinners
Story: Tim Sarah Photos: Bob Taylor (Archive images used)
Regularity – The Bend 4th May 2019
The Club held its regularity competition event at the Bend racetrack on Saturday 4th May. It’s an early start to leave Adelaide before 6:30am to be in time for scrutineering, and it was a cool and dark morning. We shared the day with superkarts and Victorian tin tops, which lowers our cost and makes the day a bit longer, but provides good viewing when we are waiting for our turn. We had a good turnout of 29 members, mainly in Porsches, with a couple of fast and furious highly modified Datsuns to spice things up. The field was split into two, and each group got four lots of 15 minutes each. The aim of the first session was sight in the track a bit (and find out where the dusty bits were) and get a feel for what sort of time you could do for the day. We did this because to win the competition you had to nominate your own desired lap time, and then try hard to match it for the remaining three competitive sessions. Winner is closest to their nominated time. This was my first time at this, and I am not a very consistent driver anyway, so I treated the day as a bit of a trial, an opportunity to get to know the track (and my little Cayman) a bit better, and of course to have some fun. In spite of some lurid mud larking off the track which interrupted my trial session, I did a lap which felt kind of okay, added two seconds to that, and set my time at one minute 40 seconds. I tried to get 30
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Norm to tell me whether this was a good strategy, but his Mona Lisa smile remained enigmatic. As I write this I have no idea how I did in the competition, although the times were posted live on the big screens, and I could see that I was sometimes on my handicap, sometimes a decent amount under, and occasionally slower. The “speedhive” app provides full details of your performance on your smartphone too. I don’t reckon I did all that well because I found that I was enjoying driving at a pace that was faster than my handicap, and my drive to have fun was greater than my drive to win! That’s what I am telling myself anyway. The sessions rolled through smoothly and uneventfully. I was at the front of the slower group, and we quickly sorted ourselves out into an appropriate order. My Cayman is better than the heavier 911s under brakes, and certainly seemed easier to be tidy in the corners, but would lose the main straight drag race only to reel the deficit back in under brakes again. Against older Boxsters it was a very close thing in the corners and under brakes, but could use the horsepower advantage on the main straight, where for example Anthony Sullivan and I had some races into the braking zone! Because of the size of each packet and the time it takes to get out on the track, the front markers lap the back by the last few laps, so a clear run for a whole session was difficult for me to achieve. We were using the shorter western track, which is easier to develop a feel for than the longer GT track, with its
greater changes in altitude that add to the challenge. There was a sprinkle of rain during the morning, which was enough to use the wipers, but not dampen the track. The cool and dark morning turned into a cool and windy day, but putting the door down on our own private garage with Peter and Helen Kowalenko and Ray Prior made for a cozy and convivial base. This is the second time the club has run a regularity event at the Bend, and as I previously wrote, my first time. It has a significant advantage over a supersprint format inasmuch as you can self-handicap, as the aim is accuracy of pace rather than absolute speed. For me and my modest skills, this was a very enjoyable way to take part in a competition. I could win even if I am not the fastest driver (I might need to be skilled though). I achieved my aims for the day of putting some experience of the Bend under my belt, learning the regularity format, and most importantly having a load of fun. As always thanks to Norm Goodall and Geoff Crowe for running the event. And of course it wouldn’t be a PCSA magazine writeup that didn’t encourage lots of members to come out and have a go. It really is great fun. I had the opportunity to have another drive day at the Bend in the week after this event, and I took my Ferrari 458 out for its first tracksession. On my first run I was having a load of fun exploring how the very clever electronics give you certain degrees
Cesar Mandieta took out 3rd
2nd place for evergreen Roger Paterson
Position of slip while still not letting you commit gross and untidy spins, and how the DSG gearbox in full automatic mode means you always have the revs you need for the task at hand, until a low tyre pressure warning came on, curtailing my session. I put more air in the affected tyre, reset the pressure settings, and headed out for the next run. Again I had a couple laps of eye opening wonder at the car’s power, stability, and massive braking abilities, until I get a new warning, this time an engine control light. That’s a bit more serious. After many conversations over the phone to the dealership, we cleared the fault by disconnecting the battery, letting it ‘drain’ all the voltage, then restarting. The fault cleared, but my ambitions to have another run were cruelled by the leaky tyre. At this stage I was being given lots of helpful advice from friends and colleagues about the relative reliability of Italian cars and those made in Stuttgart; the old adage about Ferrari owners needing a Porsche so they have something to drive when the Ferrari is in the workshop was ringing true. Just to ram home the calls that the best cars for the track are Porsches, a friend kindly let me have a run in his McLaren, and within a few laps it was leaping to the right under brakes in a rather alarming way, and the hydraulic suspension error warning light came on, accompanied with a very British chiming alarm. Having upset two supercars in one day I was left wondering where my dear little red Cayman was, with new appreciation for its robustness and relative simplicity.
Number
Name
Car
1
50
Tony Keynes
Boxster S
2
51
Roger Paterson
Porsche 911 RS
3
9
Cesar Mandieta
Porsche GT 4
4
70
Norm Goodall
911 SC
5
84
Steve Thiele
911 Carrera S
6
20
Shane Withensohn
Cayman GT 4
7
4
Phil Jaquillard
Cayman GT 4 CS
8
66
Scott McInness
Porsche GT3
9
77
Ray Pryor
944 Turbo
10
81
Peter Panopoulos
Boxster S
11
99
Steve McCappin
GT3 RS
12
10
Anthony Sullivan
Boxter S
13
31
Geoff Vardon
Datsun/Honda
14
2
Steve Hevera
911 SC
15
34
Stephen Langford
Boxster
16
67
Johnny Fricke
GT3 RS
17
213
Anne Brinbridge
Datsun 240 Z
18
14
Timothy Sarah
Cayman
19
8
Michael Rogers
Porsche 911 C4
20
80
Peter Wirhensohn
Porsche 997.2
21
5
Peter Kowalenko
Porsche 911
22
38
David Eglinton
Boxter S
23
71
Ray Bessell
Cayman S
24
58
Andrew Whyment
Porsche 911 Carrera
25
27
Vic Moore
Porsche 911RS
26
92
David Hermann
Porsche 930
27
22
Timothy Pryzibilla
Porsche 911
28
31
Chris Gebhardt
Chevrolet Camaro
29
55
Cameron Arnott
Porsche 911
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Photos: Mark Coupe, Darian Herreen, Brad Trenwith
More Fun Than Six Motorkhana 16th June 2019 What a glorious winter’s day at Mallala! The sun was out to greet the excellent turnout for the last Motorkhana of the championship year, with many first timers, including two husband and wife couples. Everyone clearly had a lot of fun, especially the ladies going by their enormous smiles. A bit stressful for a bloke in fear of being beaten by their wife! It was also great to see a number of passengers signing the necessary waivers to go for a spin with friends, partners or parents. Darien brought out his new pink porker, which was pretty impressive the way it can power slide. Can’t wait to see him harness that performance to maximum effect. Peter Pan brought out his “stock standard” Boxster to join in the fun, and add to the noise pollution, particularly launching off the start! Like him, many were obviously driving as hard as they could. In contrast the quietly spoken, and seemingly sedate
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David Eglington drove very smoothly with perfect lines to achieve a very creditable 4th. Apart from two lightly nudged cones, he could have finished 1st. Norm found a nice balance between aggression and control, and was able to complete a blemish free day for a well-deserved win. He even passed the memory test, which many of the non-geriatrics did not, as can be seen by the number of WD’s, (wrong directions) and episodes labelled “got lost”, while they paused to work out where to go next. Even the estimable Steve Thiele, the current club champion, suffered a memory lapse, costing him the chance of another win, so it can happen to the best of them. Justin Coote was one of the hard chargers, and could also have had the fastest accumulated time for the day without his blemishes, but started with acone hit on both his first two runs. After that his mates were saying “no pressure!”. And he was going so well till a mental fade-out in the second last run. In fact, any
of four other drivers were quick enough to have snatched the win from Norm, had they not made little mistakes, so it was certainly a close run and competitive thing for the win. Motorkhana is such a great way to explore what your Porsche can do in a very safe and fun environment. Despite never getting out of first gear, it is a real challenge in car control, finding ideal lines, and remembering the pattern. Overall, everyone thoroughly enjoyed the goodnatured banter and the challenge of either trying something new, or competing hard for a win, or just to be the best that they could be, but without exception, having a heap of fun. Thanks to everyone for contributing to a great turnout, and one of the most enjoyable days of Porsche club motorsport. I look forward to many happy returns!
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76 Woomera Avenue, Edinburgh Parks, SA, 5111 PO Box 1381, Golden Grove Village, SA, 5125 (08)8250 1511 info@ahrns.com.au www.ahrns.com.au www.facebook.com/ahrnshe - Built locally, by locals -
CUSTOM TILT SLIDE TRAYS • CRANES • AXLE, ENGINE AND CHASSIS STANDS • PRESSES • VEHICLE TIE DOWN EQUIPMENT
106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com 34
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Photos: Bob Taylor
Collingrove Hillclimb Results 7th April & 2nd June 2019 Collingrove Hill Climb #2 Results 7th April 2019 Place
Driver
Car/Class
Number
Best Time
1
Roger Paterson
911 RS
51
35.22
2
Steve Thiele
991 S
84
36.11
3
Steve Hevera
911 SC
2
37.11
4
Norm Goodall
911 SC
70
36.60
5
Ray Pryor
944 Turbo
77
39.88
6
David Edkins
Cayman S
963
39.63
Collingrove Hill Climb #3 Results 2nd June 2019 Place
Driver
Car/Class
Number
Best Time
1
Rob Edwards
Carrrera
94
37.62
2
Steve Hevera
911 SC
2
37.57
3
Norm Goodall
911 SC
70
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Photos: Bob Taylor Facebook: Bob Taylor (4)
Historic Racers at Mallala 27th - 28th April 2019
All things past and fast descended on Mallala in April for the SCC Historic Meeting. Of course there were plenty of Porsches on track as you would expect, can’t have past and fast without a Porsche or twelve can you?
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Photos: Bob Taylor Facebook: Bob Taylor (4)
AMRS at The Bend 21st – 23rd June 2019 Round 3 of the Australian Motor Racing Championship hit The Bend in June with plenty of action for all, and a fair representation of Porsches to boot.
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The Porsche Keil Porsche engines and drive trains have been modified and squeezed into a wide variety of race cars over the years. One notable racer of this ilk was the 1969 Porsche Keil, created by Ike Eichelberger and Bob Buck. Based on an Elva Mk VII chassis it was powered by a 180 horsepower, 2.0 litre Porsche flat 4 engine which pushed it all the way to an impressive260kph. The most distinctive feature of the car was the wedge shaped rear clamshell body which was hinged just behind the front wheels and could be raised up at the flip of a switch in the cabin. This would increase the wedges angle of attack from 7 degrees to 20 degrees, greatly increasing the amount of downforce it could provide. At 240kph it was calculated to generate 544 kilograms of downforce, about as much as the car weighed. Unfortunately little is known about its achievements on track but there are records indicating that in its maiden event it made it to practice, set the fastest time and started from pole. Not a bad start. This car is unfortunately no longer with us but must have been a real eye catcher in its time.
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Photos: Bob Taylor Facebook: Bob Taylor (4)
Sporting Car Club Championship – Rd 2 29th -30th June 2019
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Tim Schenken and Porsche
Nurburgring 1000
Many of you will be aware of Tim Schenken who was, and still is, a great ambassador for Australia in the world of motorsport. Among his many racing achievements he had a healthy 34 race starts in F1 in the early 70’s. But were you aware that in the 1970’s Tim was also a regular competitor in Porsche racing cars, perhaps most notably as a winner of the 1977 World Championship For Makes, Nurburgring 1000km event. Tim had a great deal of success racing sports cars in the 1970’s, competing in a diverse range of racing categories and marques, including Porsche. In 1972 he won the Buenos Aires 1000km and Nurburgring 1000km races, finished second in the Daytona 6 hour, Sebring 12 hour, Brands Hatch 1000km and the Watkins Glen 6 hour. In 1973 he finished second at the Vallelunga 6 hour and Monza 1000km races. In 1975 and 1976 he finished second in the Nurburgring 1000km and then in 1977 he won the event in a Porsche 935 for Gelo racing. Tim drove a variety of Porsches through the 1970’s with varying rates of success and certainly represented the marque and Australia admirably during this period. Nurburgring-1977-05-29 44
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Tims 1977 Porsche 935 race winner
Race start 1000km Nurburgring 1977
1975 Spa
1975
1972 Porsche 917
1976 Nurburgring
Tim Schenken
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The White Collection If you happen to be a Porsche fan, you might think that heaven looks like something like this. You might actually think you’ve died and gone to heaven if you ever happen to stumble upon the White Collection, which features over 50 of the tastiest Porsches ever made. Visitors aren’t allowed to take their phones in with them when viewing the cars, nor are they allowed to wear shoes! The cars in this collection are, almost exclusively, extremely rare and collectible models, and all boast low mileages. The collection is vast and immaculately
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presented. Walking towards the middle of the room there is a row of 911 GT2s from 993 right up to the latest 991 – all organised in chronological order. Then there’s a row of air-cooled Porsche Rennsports ordered from first to last, including both M471 Lightweight and M472 Touring versions of the original 2.7 Carrera RS. The water-cooled Rennsports line up opposite, with the holy trinity of Porsche supercars in the 959, Carrera GT and 918 presented, in white, taking pride of place in the middle of the room.Flanking each end of the Rennsport displays there is an extensive Turbo and Turbo S line-up,
plus a long line of rare flatbacks which culminates in a 991 R. There’s a row of Cabriolets in the distance, plus every Porsche Speedster, and some choice Targas. All are meticulously placed in stringently straight lines. When it comes to Porsche collections, this one is epic. Thanks to John Balson from bringing this amazing collection of classic Porsches to my attention so it could be shared with you the members.
The collection includes 1987 959 2005 Carrera GT 2015 918 Spyder
1997 911 GT2 "Strassenversion" 2004 911 GT2 2008 911 GT2 2011 911 GT2 RS 2018 911 GT2 RS
2004 911 GT3 RS 2008 911 GT3 RS 2011 911 GT3 RS 2011 911 GT3 RS 4.0 2016 911 GT3 RS 2018 911 GT3 RS
1989 911 Speedster 1992 911 America Roadster 1994 911 Speedster 1998 911 Carrera Cabriolet 2011 911 Speedster
1973 911 Carrera RS 2.7 Touring 1973 911 Carrera RS 2.7 Lightweight 1992 911 Carrera RS 1994 911 RS America 1994 Carrera RSR 3.8 "Strassenversion 1996 911 Carrera RS
1976 911 Turbo Carrera 1979 911 Turbo 1984 911 Carrera Turbo Look 1986 911 Carrera Turbo Look 1989 911 Turbo 1994 911 Turbo S "Flachbau" 1997 911 Turbo S 2018 911 Turbo S Exclusive
1967 911S Targa 1976 911S Targa 1990 911 Targa 2016 911 Targa 4 GTS
1965 356 SC 1963 356B 2000 GS Carrera 2 1959 356A 1600 GS Carrera De Luxe 1958 356A Speedster 1600 Super 1955 356 Continental
1975 911 Carrera 1988 911 Carrera Club Sport 1989 911 Carrera 1996 911 Carrera 4S 1997 911 Carrera 4S 2010 911 Sport Classic 2014 911 50th Anniversary 2016 911R
1987 944 Turbo Cup USA 1990 944 S2 Cabriolet 1994 968
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Story & Photos: Porsche AG
Miniature Marvels Conceived for kids, built for adults: Bernd Pennewitz makes iconic Porsche replicas—in miniature form with electric drives. An old journalist’s axiom holds that children and animals always make for good stories. Hardly anyone can resist the charm of an adorable infant or the eyes of a loyal hound. Add a sports car, such as a Porsche, and you’ll automatically end up with Bernd Pennewitz and his children in the town of Lüdersfeld in the Schaumburg district of Lower Saxony. Boys prefer technology and like playing with cars, while girls are more socially attuned and like playing with dolls. Or so it’s said. Bernd Pennewitz’s daughters turn such hoary clichés on their heads: these girls drive Porsches. Their father was an avid collector of Wiking toy cars as a boy. In 2000 he started exploring how his personal passion for model cars might be used to enhance the family’s dollhouse. Two years later, the result was a silver James Dean Porsche 550 Spyder, a miniature vehicle measuring 160 centimeters in length and powered by an electric drive. This precisely scaled and detailed replica had everything from a fold-up rear end and tiny instruments to an ignition on the right side of the wheel. Pennewitz has since become a graphic designer and runs a design agency in his chosen field of classic Porsche cars constructed at a scale of 1 to 2.3. And he’s achieved legendary status among model builders. The Spyder was originally conceived as a one-off but, encouraged by the response to his prototype, Pennewitz decided to produce an entire series. He set up a workshop at his 120-year-old farmhouse in Lüdersfeld. The only problem was that, before he could begin production, the Porsche licensing department wanted to see not just one drivable sample within three weeks, but two. Why? “To make sure I could really do what I claimed and wasn’t just a dreamer.” But as soon as he presented his little Spyder in Stuttgart, the licensing contract became a foregone conclusion. “I didn’t even have to unload the second model from my car.” 48
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Pennewitz threw himself into his work. To help finance his start-up, he sold his real Porsche 356. The requisite technical expertise and craftsmanship were “essentially already there.” His previous work on design objects for trade fairs and marketing projects was helpful in building the car bodies. He fashioned the initial shape of the 550 Spyder’s outer shell from a block of rigid foam. “I set about cutting, grinding, cutting some more—first with a chainsaw, then with ever more precise tools.” Once half of the model was shaped, he used templates to transfer it to the other half. The chassis was designed on the computer, and its components and the baseplate were laser-milled from steel and aluminum. The question of what type of drive system to use solved itself. For safety reasons, a combustion engine was out of the question. Pedals weren’t an option because the miniature Porsche was too close to the ground for kids to effectively churn their legs. Pennewitz quickly found a suitable electric motor and cheekily declared “I’m proud of the fact that I basically built the first series of E-Porsches,” he added with a wink. What this one-man operation needed for series production was a network of suppliers—all the more so when he developed a second car, this one modeled on the 356 Speedster. He found skilled providers for the plastic car bodies, but spent sleepless nights worrying about the paint jobs. “Painting plastic is a supreme skill in this industry. I spent years trying to find a company that could do what I needed.” The search for turnsignal lights, wheels, and other special parts was no less timeconsuming. Pennewitz and his wife managed to locate a number of items online that could then be adapted. But some things were impossible to find, like headlight covers. Pennewitz had to make the molds himself to have the thermoplastic parts cast. But how does he sell his precious creations? “There’s a surprisingly wide range of customers,” he notes. And then adds that discretion is a matter of honor in this business. That makes sense—the price for one of his 356s starts at €10,000. Hence many vehicles in his fleet are probably driven on winding roads through park-like estates. But Pennewitz is adamant that he does
not advertise his products as children’s cars. For one thing, this would lead to problematic liability issues. Aside from that, an astonishing number of buyers are adults who have simply fallen in love with his little classic cars. “One of our first customers was a man who ran straight up to our stand at the Techno Classica fair in Essen and shouted, ‘I want this, where do I have to sign?’” he recalls. Other interested parties turned out to be owners of 356s who wanted to have exact miniature copies parked next to their originals. Pennewitz has now made more than 150 small cars, including models of the equally legendary Porsche 904 GTS. Of course he has also considered the daring step of making a 911. But for that he would need a sponsor to finance all the development work, like with the 904. Pennewitz hopes to turn over his oeuvre to younger hands and is looking for someone who shares his passion and commitment. This man, who has never actually sat in one of his cars, wants to continue having fun building them. For even if Pennewitz sends his little Porsche gems from Lüdersfeld to the far corners of the earth, he ultimately makes every single one of them for himself.
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Story & Photos: Porsche AG
Mini Porsche
Question: Pick the mini joke car? Answer: They all are but if you picked the “Smart car”, extra points.
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Story & Photos: Porsche AG
The Revolutionary Weissach Axle It was 1973 and new suspension designs are gaining ground. Suddenly the future for rear-engine cars looks uncertain. Porsche’s developers and decision makers are concerned. The 911, which has been on the market for nine years, is selling well and is a major commercial success. But the question is: how much longer will that continue? Voices prophesying the end of the car’s career cannot be ignored. Some people in Zuffenhausen even think that the 911 has exhausted its potential—mistakenly so, as it’ll turn out. In Zuffenhausen and at the recently opened development center in Weissach, work is already well under way on a successor— the 928. It’s the first Porsche with a front engine: a 4.5-liter V8 assembly with 240 hp. For purposes of weight distribution, the transmission is located on the rear axle and connected to the engine via a longitudinal shaft in a rigid central tube. Known as the transaxle principle, familiar to many from the Porsche 924, this isn’t the only technical innovation to debut with the futuristically designed 928 in 1977. The car also sets new standards in drivability. The Weissach axle is a “revolution in suspension that’s still the basis of our work today,” says Manfred Harrer, director of suspension development at Porsche. The Weissach axle—which stands for Winkel einstellende, selbst stabilisierende Ausgleichs-Charakteristik (angle-adjusting, selfstabilizing equalization characteristic)—allows Porsche to solve a problem that’s both fundamental and pressing. Higher racingoriented performance levels and an increasing number of tires that allow faster speeds in curves are prompting more drivers to hit—and sometimes exceed—their limits. Seemingly respectable family cars are suddenly being referred to as “widow makers,” and sports cars have the reputation of being “for men only”. Drivers who enter curves at high speeds and take their foot from the gas have to countersteer immediately to prevent the rear of the car from fishtailing. Ralph Nader, who will become one of the world’s leading consumer protection advocates, publishes
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a widely read book in 1965 entitled Unsafe at Any Speed. Cars suddenly find themselves in the firing line. The first prototypes of the 928 also suffer from unstable selfsteering tendencies. This is because lateral forces in curves cause the outer rear wheel to switch to a positive track, as if a person’s foot were turned out. What’s almost even worse is that releasing the accelerator during a curve causes a frontward shift in the car’s center of gravity, which lowers the load on the rear. Not only that—the effect of the engine drag torque on the wheels causes them to turn slightly outward. In right-hand curves, for example, the greater load on the left rear wheel will cause it to turn to the left, meaning that the wheels turn somewhat toward a “toe-out” position. The car oversteers when releasing the accelerator in curves. Porsche’s Hans-Hermann Braess and Gebhard Ruf endeavor to find out how to counteract this tendency. They study new axle designs with a special focus on so-called elasto-kinematic elements. In simple terms, these are the rubber bushings between the axle components and the suspension. If they compress more on the front suspension points than the rear, and if this effect is supported by suitably adapted axle kinematics for accelerator release, then the goal can be achieved—the wheel will be pointing “toe in.” In other words, it’ll turn in accordance with the curve and stabilize the rear axle. Not exactly a simple matter. “Engineers had already understood the theory behind this phenomenon back in the 1950s and 1960s,” explains Harrer. “The challenge was putting it into practice. At the time we just didn’t have the IT power or simulation systems that would’ve let us make targeted track changes to the outer rear wheel.” A meticulous development process is launched under the direction of Porsche engineers Wolfhelm Gorissen, Manfred Bantle, and Helmut Flegl. It includes working with what today might appear to be strange test objects—an Opel Admiral
outfitted not only with the suspension components of the future 928 but also with a second steering wheel in the back seat. Bantle sits in front and drives while Walter Näher, who will later make a name for himself as a racing engineer, sits in the back and simulates the effect of the change to the “toe-in.” Their efforts show that even slight angles are sufficient to stabilize the handling. But these have to be extremely quick—within 0.2 seconds—to achieve the desired effect. Their painstaking adjustments pay off. “The Weissach axle suddenly gave the 928 much more stable self-steering properties because the car no longer oversteered,” recalls Frank Lovis, who was a test driver for Porsche at the time. “It didn’t make the car any faster in curves, but it did make it much easier to handle, especially for average drivers.” Harrer, too, finds it difficult to overstate the importance of the Weissach axle. “This
pioneering work laid the foundation for modern axle kinematics, which have been continuously refined by Porsche over the years.” The fully developed axle arrived in the modern world when it first appeared in a Porsche 911, namely, the 993, where it could handle not only longitudinal but also lateral forces. “We have a much more advanced understanding of material properties these days,” remarks Harrer. Rubber bearings are now elastomers: high-tech components with sophisticated chemical engineering and precision properties that have long since acquired progressive paths and whose enhanced damping qualities provide much greater suspension and acoustic qualities—throughout the car’s entire service life.
installation spaces. These include SUVs like the Porsche Cayenne and Macan and sports sedans like the Panamera, not to mention the fully electric sports cars of the future. The technology has also long since acquired active elements, like the active rear-axle steering in the current generation of the Porsche 911, which makes the classic car even more agile, stable, and drivable. It also includes regenerative braking systems, which Harrer expects will see “further dynamic breakthroughs” in the near future. For the next technological milestones are already in sight, such as car bodies that share information electronically with other vehicles in order to warn them of road conditions like unexpectedly slick surfaces on curves. Or electric drive systems that further enhance vehicle agility levels by means of targeted torque vectoring to individual wheels. Despite all the electronic and active suspension control systems, there’s one thing Harrer doesn’t want to change. “Our cars will always have systems that balance out the axles. But thanks to modern simulation technologies, we no longer have to try out twenty different stabilizers, but maybe only three.” However, the final touches at Porsche will not be made by technical systems. Test drivers’ experience, skills, and subtle discernment will continue to play a crucial role in the future.
In 2018 development work continues, in part because the benefits of the Weissach axle are constantly being adapted to new vehicle concepts and more compact
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Porsche Tragedies You would know by now that I love the creative things people get up to sometimes with their cars. But let me just say, even for me, sometimes people just seem to take things that one step too far, as can be seen in the pics on these pages. Oh dear.
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Story & Photos: Ron Wishart
PCSA Road Trip 18th/19th May 2019
Cars taking part in the weekend away at Robe
This weekend away event was held earlier than in previous years. Unfortunately, for a variety of reasons, the turnout was a little less than we had planned for. We started out with ten couples but this started to get whittled down through a work injury, grand child serious illness, a couple of cases of flu. Then on top of that a couple of partners were unable to come. So as it turned out we began the trip with six cars and a total of ten people.
Vince, Margret, and myself at the viewing platform for the cutting.
Saturday morning at 8.30 we duly departed the Porsche Centre heading out on the freeway to our first stop at Meningie for coffee. It wasn’t long before disaster struck for Grant and Kay Brindal in their Targa. A collapsed inner right front wheel bearing had Grant pulling off the highway into Stirling. Nothing could be done except for a ride back home on a tray top. Now we’re down to five cars.
The evening dinner was set for 7pm and was a short walk up the road from the motel. There just happened to be a pub
We decided the best thing to do next was head off to Penola and check in to the motel, figuring that Phil and Piers would make it there before us anyway. The motel at Penola, The “Alexander Cameron Suites” placed us all together in a separate wing of the complex and the rooms were spacious and comfortable.
The first hop to Meningie was an easy drive and “My Friends Café” served up the coffee. The next part of the trip was a drive along the Coorong to Robe. We stopped for lunch at the Robe hotel which was most pleasant as it overlooked the sea. This is where we all started to unwind and got to know each other a little better. After lunch we headed off to have a look at the man-made marvel of the Woakwine Cutting.Unfortunately we lost Phil and Colleen in their silver Boxster and Piers O’Donnell in his Cayenne when they missed the turn-off (I think they were busy looking at the Caterham between them and Vince and Margret Musolino). Alison and Mark Wylie stopped in Robe after lunch for a little while and caught up to
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Phil Spencer at Robe
on the way and everyone was happy to drop in and check out the art on the walls of the Royal Oak Hotel and enjoy a cleansing ale before dinner. Off to dinner at ‘Pipers of Penola’. This restaurant is arguably the best restaurant in the region and they didn’t disappoint in the dishes on selection. The evening became a talk fest in between courses so much so we were the last people to leave at around 11pm. The next day was a quick drop into the Naracoorte Caves. This place is extensive
Piers at Robe
and you would need a few hours to spare, and maybe a guided tour. We decided to have a quick look in a wood artisans display nearby before heading off to Keith for lunch at Henry & Rose cafĂŠ. After lunch we parted and headed back to home. The plan was to have a quick stop at Coonalpyn to have a look at the mural on the silos but the weather was starting to turn nasty and everyone kept on going. Thanks to Vince and Margret Musolino for their excellent suggestions of accommodation and dining. Hopefully those who were unable to make the trip have fully recovered. Enjoying a cleansing ale before heading off to the restaurant
Dinner at Penola
April - June 2019
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Story & Photos: Ron Wishart
Alberton Hotel Dinner 27th April 2019
The club dinner at the Alberton Hotel was well attended which made for a great night. The hotel provided a private dining room with a TV and video setup which we put to good use as Jim Pierson’s cousin, Winston, supplied a disc with all the shots
he had taken from the Show-n-Shine back in March. This provided a great backdrop for the evening generating lively discussion about the cars and people who were at the show. Meals were excellent, with one slight exception for Alex and Dianne, and
served up in good time. The hotel had the measure of how to split the bill by way of giving a tab to each couple or individual. If you forgot to pay you would have lost your credit card. No problems here though with all credit cards present and accounted for by the end of the evening.
Take precision care where your rubber meets the road
Norbar Torque Tools can supply your torque tool requirements for use on: • Wheel Nuts • Engine Rebuilds • Gearbox Rebuilds • Suspension Assembly • Brake Assembly
| T: +61 (08) 8292 9777 | E: norbar@norbar.com.au | www.norbar.com.au | 58
Porche PORSCHE Advertisment May 10.indd 1
REPORT
10/12/2013 3:50:50 PM
Story & Photos: Porsche AG
Porsche Flat 6 Model Engine The Porsche flat-six boxer engine model kit made by Franzis Verlag is a hot item in the Porsche Museum gift shop in Zuffenhausen, and no wonder. It’s a miniature masterpiece—a sentiment shared by fans. A concealed electric motor slowly sets the model in motion. Tiny light diodes flash red: 1 – 6 – 2 – 4 – 3 – 5. The ignition sequence is perfect; the sound comes from a small speaker under the 1:4-scale flat engine. The finished model was achieved with a grand total of 290 pieces, at least two hours of assembly time, and not a drop of glue on the fingers. Instead, the parts are fit and screwed together, as with the original, a six-cylinder Porsche 911 from 1966. Porsche fans wouldn’t be Porsche fans if they didn’t approach this kit with exacting attention to detail. One of them turned it into a functional model that can generate up to 3,000 rpm. “Incredible,” says Frank Wessels, with an admiring whistle. The fifty-two-year-old model enthusiast from Havixbeck, near Münster, Germany, inspects his version of the 911 model. “It’s amazing that such engine speeds are possible! The engine has to have special bearings made of metal for that. Otherwise it would be tricky—just in terms of the play between the parts alone. You’d quickly have a piston-smasher on your hands.” He laughs and turns the engine, positioned on the workshop cart in front
of him, to face him. Then he suddenly becomes thoughtful. A small lathe, a bit of brass—that’s all it would take to put some bearings on the crankshaft. Not a problem. His garage is well equipped and as tidy as can be. Wessels also tinkers with full-sized cars, of course, but his passion is reserved for model building. It took him only two hours to assemble the engine model. In the process, he noticed details that he wanted to refine further. Nießlein’s passion is creating a patina, or the impression of aged construction parts. The process takes hours. With the exhaust, for example, Nießlein first coated it with a suitable paint and then rubbed it with oil paint and turpentine. The dark oil paint remained in the small grooves in the plastic. The simple molded part thus became a work of art—with the addition of tension bands made of super-thin sheet aluminum just 0.4 millimeters thick. “More of a foil,” says Nießlein. His engine, of course, has a metal tension band around the blower housing and the matching decal. With gasket paper, chrome foil, brass screws, and the painstaking application of spray paint, a miniature masterpiece took shape.He’s always put a good deal of time into building the engine kits. After what has often turned out to be weeks of painstaking effort, the stunning results inspire covetous glances in the living rooms and workshops of his friends.
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ROLL OF HONOUR Past Presidents
1974/75 D. Christison 1975/76 D. Christison 1976/77 D. Christison 1977/78 P. Dennis 1978/79 B. Clements1 1979/80 B. Clements 1980/81 T. Klaveniek 1981/82 T. Lynas 1982/83 T. Lynas 1983/84 T. Lynas 1984/85 T. Lynas 1985/86 J. Nicholls 1986/87 B. Lynas 1987/88 P. Rosenzweig 1988/89 T. John Past Presidents 1989/90 T. John 1974/75 D. Christison 1990/91 T. John 1975/76 D. Christison 1991/92 T. John 1976/77 D. Christison 1992/93 T. John 1977/78 P. Dennis 1993/94 D. Eckert 1978/79 B. Clements1 1994/95 D. Eckert 1979/80 B. Clements 1980/81 T. Klaveniek 1995/96 P. Dixon 1981/82 T. Lynas 1996/97 P. Dixon 1982/83 T. Lynas 1997/98 P. Dixon 1983/84 T. Lynas 1998/99 P. Dixon 1984/85 T. Lynas 1999/00 P. Kowalenko 1985/86 J. Nicholls 2000/01 P. Kowalenko 1986/87 B. Lynas 2001/02 P. Brunnthaler 1987/88 P. Rosenzweig 2002/03 P. Brunnthaler 1988/89 T. John 2003/04 M. Rooke 1989/90 T. John 2004/05 J. Palmer 1990/91 T. John 2005/06 J. Palmer 1991/92 T. John 2006/07 S. Elshaw 1992/93 T. John 2007/08 S. Elshaw 1993/94 D. Eckert 2008/09 A. Sparks 1994/95 D. Eckert 1995/96 P. Dixon 2009/10 A. Sparks 1996/97 P. Dixon 2010/11 N. Goodall 1997/98 P. Dixon 2011/12 N. Goodall 1998/99 P. Dixon 2012/13 N. Goodall 1999/00 P. Kowalenko 2013/14 K. Obst 2000/01 P. Kowalenko 2014/15 K. Obst 2001/02 P. Brunnthaler 2015/16 K. Obst 2002/03 P. Brunnthaler 2016/17 G. Crowe 2003/04 M. Rooke 2016/17 G. Crowe 2004/05 J. Palmer
2015/16 R. Paterson 2016/17 D. Herreen 2017/18 S. Thiele
Hillclimb Champion
2004/05 J. Palmer 2005/06 J. Palmer 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2008/09 G. Keene 2009/10 A. Plate 2010/11 N. Goodall & O. Sheahan 2011/12 R. Paterson 2012/13 R. Harrison 2013/14 R. Paterson 2014/15 A. Trimmer 2015/16 R. Paterson 2016/17 S. Hevera 2017/18 S. Thiele
Lady Competitor of the Year
PCSA Roll of Honour
2005/06
Motorkhana2006/07 Champion
J. Palmer S. Elshaw S. Elshaw A. Sparks A.Sparks N.Goodall N.Goodall
2007/08 2004/05 M. Ewer 2008/09 2005/06 M. Ewer 2009/10 2006/07 D. Gilbert 2010/11 2007/08 P. Kowalenko 2011/12 2008/09 R. Paterson Motorkhana Champion 2009/10 D. Gilbert 2010/11 M. Almond 2004/05 M. Ewer 2011/12 R. Paterson 2005/06 M. Ewer 2006/07 D. Gilbert 2012/13 R. Paterson 2007/08 P. Kowalenko 2013/14 R Paterson 2008/09 R. Paterson 2014/15 D. Herreen 2009/10 D.Gilbert 2015/16 R. Paterson 2010/11 2011/12
M. Almond R. Paterson
Hillclimb Champion
Sprint Champion
2004/05 J. Palmer 2004/05 J. Palmer 2005/06 J. Palmer 2005/06 M. Rooke 2006/07 J. Palmer & M. Ewer 2006/07 J. Palmer 2007/08 A. Sparks & M. Ewer 2007/08 P. Jaquillard G. Keene 2008/09 2008/09 O. Sheahan A. Plate 2009/10 2009/10 A. Eime 2010/11 N. Goodall & O. Sheahan 2010/11 N. Goodall 2011/12 R. Paterson 2011/12 M. Ewer 2012/13 R. Reynolds Sprint Champion 2013/14 A. Trimmer 2004/05 J. Palmer 2014/15 D. Herreen 2005/06 2015/16 Mat Curyer M. Rooke 2006/07 J. Palmer 2016/17 T. Keynes 2007/08 P. Jaquillard 2017/18 M. Rogers 2008/09 O. Sheahan 2009/10 A. Eime N. Goodall Club 2010/11 Driving Champion 2011/12 M. Ewer 1985/86 T. Lynas
1986/87 T. Lynas Club Driving Champion 1987/88 D. Wallis 1988/89 T. John 1985/86 T. Lynas 1989/90 R. Catford 1986/87 T. Lynas 1987/88 D. Wallis 1990/91 T. Gentile 1988/89 T. John 1991/92 T. John 1989/90 R. Catford 1992/93 R. Catford 1990/91 1993/94 T. Matthews T. Gentile 1991/92 1994/95 R. Paterson T. John 1992/93 R. Catford 1995/96 R. Geue 1993/94 T. Matthews 1996/97 P. Dixon 1994/95 R. Paterson 1997/98 D. Gilbert 1995/96 R. Geue 1998/99 M. Ewer 1996/97 P. Dixon 1999/00 M. Ewer 1997/98 D. Gilbert 2000/01 M. Ewer 1998/99 M. Ewer 2001/02 D. Gilbert 1999/00 M. Ewer 2002/03 M. Ewer 2000/01 M. Ewer 2003/04 M. Ewer 2001/02 D. Gilbert 2002/03 M. Ewer 2004/05 J. Palmer 2003/04 M. Ewer 2005/06 M. Ewer 2004/05 J. Palmer 2006/07 M. Ewer 2005/06 M. Ewer 2007/08 A. Sparks 2006/07 M. Ewer 2008/09 G. Keene 2007/08 2009/10 R. Paterson A. Sparks 2008/09 G. Keene 2010/11 N. Goodall 2009/10 R.Paterson 2011/12 R. Paterson N. Goodall 2010/11 2012/13 R. Reynolds R. Paterson 2011/12 2014/15 D. Herreen
1990/91 S. Gentile 1991/92 P. Klaveniek 1992/93 J. Nicholls 1993/94 L. Scammell 1994/95 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks 1998 to 2004 Not awarded 2004/05 M. Ruediger 2005/06 M. Ruediger 2006/07 A. Sparks Lady Competitor of the Year 2007/08 A. Sparks 1990/91 S. Gentile 2008/09 A. Eime 1991/92 P. Klaveniek 2009/10 A. Eime 1992/93 J. Nicholls 2010/11 A. Eime 1993/94 Scammell 2011-2018 NotL.awarded
1994/95 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks Club PersonNot ofawarded the Year 1998 to 2004 1987/88 T. Nicholls 2004/05 M. Ruediger 1988/89 K. Herbst 2005/06 M. Ruediger 1989/90 T. John 2006/07 A. Sparks 2007/08 A. Sparks 1990/91 T. John 2008/09 A. Eime 1991/92 D. Wallbridge 2009/10 A. Eime 1992/93 L. McDonnell 2010/11 A. Eime 1993/94 L. Scammell
1994/95 L. Scammell 1995/96 P. Dixon 1996/97 B. Smith Club Person of the Year 1997/98 P. Kowalenko 1987/88 T. Nicholls 1998/99 H. Kowalenko 1988/89 K. Herbst 1999/00 D. Callow 1989/90 T. John 2000/01 J-A. Brunnthaler 1990/91 T. John 2001/02 M. Rooke 1991/92 D. Wallbridge 2002/03 K. Somerville 1992/93 L. McDonnell 2003/04 C. Johnston 1993/94 L. Scammell 2004/05 G. Cook 1994/95 L. Scammell 2005/06 N. Goodall 1995/96 P. Dixon 2006/07 R. Ruediger 1996/97 B. Smith 2007/08 J. Sheahan 1997/98 P. Kowalenko 2008/09 R. Weekes 1998/99 H. Kowalenko A. Seaman 1999/00 D. Callow 2000/01 H. Kowalenko J-A. Brunnthaler 2001/02 M. Rooke B. Gare 2002/03 K. Somerville R. Pryor 2003/04 C. Johnston 2010/11 K. Obst 2004/05 G. Cook 2011/12 R. Pryor 2005/06 N. Goodall 2012/13 J. Pierson 2006/07 R. Ruediger 2013/14 J. O’Connor 2007/08 J. Sheahan 2014/15 D. Wiffen 2008/09 R. Weekes 2015/16 A. Seaman A. Seaman 2016/17 R. Clements H. Kowalenko 2017/18 Not awarded B. Gare 2015/16 A. Seaman 2010/11 K. Obst 2016/17 R. Clements 2011/12 R. Pryor 2017/18 Not awarded
Honorary Life Members
Trevor John
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PORSCHE
REPORT
Kaz Herbst
Wayne Obst
Stuart Elshaw
David Gilbert
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