PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Sim Ra c i n g Por s c h e Me g a Q u iz Mot or s p or t i s b a c k a t T h e B e n d Retro F e r r a r i 3 0 8 v s P o r s c h e 9 2 8 R ev iew
www.pcsa.asn.au
Vol 45 Number 2: April - June 2020
This beauty is a beast. Shaped by Performance. The 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.
Porsche Centre Adelaide 280 Glen Osmond Rd Fullarton SA 5063 Tel. 08 8379 0777 LVD 189374 www.porschecentreadelaide.com.au
PORSCHE t r o p e R
OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 45 Number 2, April-June 2020
contents 3. Editorial
34. Ferrari 308 vs Porsche 928
5 . P re s i d e n t ’s R e p o r t
3 8 . P o r s c h e 9 2 8 - 4 P ro t o t y p e
7. Calendar of Events
40. Four Wins
9. Porsche Quiz
42. How to be a Sim Racer
10. The New Cayenne GTS
4 4 . Wo r l d s F a s t e s t P ro d C a r s b y D e c a d e
1 2 . T h e N e w P o r s c h e 9 1 1 Ta rg a
4 8 . P o r s c h e Ta p i ro C o n c e p t
1 6 . H i s t o r y o f T h e P o r s c h e Ta rg a
51. Shape Shifter 912
2 0 . J a m M o t o r s p o r t F e a t u re
53. Fuel - Carburettors
24. Porsche in Scale
55. Fuel – Direct Injection
26. The Bend Regularity
56. Strange Road Rules
30. Iconic Porsche Images in Lego
58. Roll of Honour
3 2 . P o r s c h e ’s F a s t P a s t
59. Signs With Attitude
our supporters Ahrns Handling Equipment
Page 11
N o r t h Te r r a c e Ty r e s
Back cover
Buiks Motorworks
Page 54
Porsche Centre Adelaide
Page IFC
Cafasso Motor Body Repairs
Page 54
Richmonds Classic and Sports Cars
Page 4
Copyworld
Page 8
RSR Sports Cars
Page 11
Cutler Brands
Page IBC
Shannons Insurance
Page 6
David Burrell and Co
Page 52
S p l a s h c a r Wa s h
Page 50
Jam Motorsport
Page 25
Willshire
Page 2
N o r b a r To rq u e To o l s
Page 6
W i n g u a r d P a i n t P ro t e c t i o n
Page 52
April - June 2020
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“It’s what’s on the inside that counts” porsche specIalIsts
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• Seat Belt Supply, Service & Repairs • Classic Car / Compliance Fitments • Restraint & Anchor Point Installation Seating
• Station Wagon, 4WD, Van & Bus • Recaro Seats • Heaters & Massagers • Seat & Foam Repairs 4 Deacon avenue, Richmond Sa 5033 p: 8292 2500 • e: sales@willshire.com.au 2
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www.willshire.com.au
REPORT
Welcome back to a nice new shiny edition of the Porsche report, where at least one thing is shiny and bright in a challenged world. Between the Covid goings on around our own country and the improbable and sometimes comical words coming out of the mouth of Donald Trump (It would be funny if he wasn’t the leader of the free world) I am struggling to keep up. But I have come across a few Covid related one liners that put a smile on my face. Hopefully they will lift the mood at your place also.
At this time Porsche are looking at production of a hybrid 911 but have drawn the line at going full electric as the thinking is that the 6 cylinder layout of the car is too integral to the 911 story. He is also keen to get a manual option back on the table for 911 in Australia as soon as possible.
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Sadly this is the last issue for Willshire as they have made the tough decision to use their advertising dollars in other areas. We have had a long relationship with the team at Willshire and I will miss not having them gracing our pages in future issues. They are still the ultimate one stop shop for all your cars cosmetic needs so please continue to keep them in mind if you can utilise their services.
The longer this goes on, the harder it will be to return to a society where pants and bras are required – Internet meme
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I was social distancing before it was cool – Bumper sticker
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Just remember…someone out there is quarantined with your ex – Bumper sticker
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Coronavirus fears force Christmas in July to be moved to late December – The Betoota Advocate
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Due to quarantine, we will only be telling inside jokes from now on – Graffiti
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If you need 144 rolls of toilet paper for a 14 day quarantine, you probably should’ve been seeing a doctor long before Covid-19 – Boredpanda.com
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Daughter briefly looks up from phone to see planet has been in lockdown for past 3 months – The Betoota Advocate
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Can we uninstall 2020 and install it again? This version has a virus – Bumper sticker
As many of you will be aware Porsche are well and truly back to making cars now, and in a recent interview with Porsche AG’s global 911 and 718 model lines vicepresident Frank Steffen Walliser, indications are they have some big plans for the cars they will be making in the future. Some of the key comments made during a recent interview in Australia include that he would like to make the 911 even more of a drivers car and make it smaller. He also said that he could see a potential return to larger engine capacities within the next 6 years with the implementation of Euro 7 emissions regulations. EU7 regulations will require new engines with bigger displacements and he expects an average increase in capacity of around 20 percent, stating that the new regulations were completely counterproductive to the established CO2 regulations. He indicated new engines of larger capacity for the 911 will be really difficult to achieve but Porsche want to keep six cylinders in the 911. Turbocharging will also be part of the solution going forward.
So as you would expect, not sitting on their hands over there at Porsche HQ. In advertising news we are proud to welcome a brand new sponsor in Jam Motorsport, based out there at The Bend Motorsport Park. These guys are a great fit for our club and I recommend you have a look at what they have to offer when you get the chance. They are very professional and enthusiastic about the business of making cars go faster, and what’s not to like about that?
Another long time advertiser who will be sorely missed in future issues is Norbar and we are equally sorry to see them go also. Despite the shortage of club related events at the moment I have rummaged around and found enough bits and pieces to fill this issue. It is a mixed bag, and I’m sure not everything will appeal to everyone, but hopefully enough in here to keep you entertained and interested regardless. I gave Adrian Streather the task of coming up with a quiz designed to challenge your Porsche knowledge, and man has he delivered. I’m sure you are going to find it a real test, and I am equally sure you are going to do better at answering the questions posed than I did. Answers are at the back of the magazine, no cheating now. We have just started getting back into competition so have a little piece on the June round at The Bend with much more motorsport related content to follow in the next issue. Rev heads rejoice. There is some work going on in the background around potentially setting up a Sim based racing program for those interested. Sim racing has been a big deal for some time now but has really exploded in the wake of professional motorsport involvement related to Covid lockdowns and if we can get something up and running in our own club I think it will be a good thing. Watch for more on this in coming months. Heaps of other bits and pieces and an ineresting comparison between two 80’s heavyweights, the Porsche 928 and Ferrari 308, the Ferrari being one of the best looking cars in the world in my opinion, and I did say best looking, as like the Lamborghini Countach the driving experience most likely doesn’t match the visual appeal.
“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au
Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2019 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au
PORSCHE Report OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Vol 45 Number 2: April - June 2020
Enjoy and be safe. Phil
S im Racing Pors che Mega Quiz Motors port is back at The Bend Retro Ferrari 308 v s Pors che 928 Rev iew
Photo: Bob Taylor
editor’s report
April - June 2020 3
www.pcsa.asn.au
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South Australia’s largest and most experienced independent Porsche dealer. Always buying quality Porsche with immediate settlement.
For a complimentary appraisal speak with one of the team on Ph 8366 2210 265 Richmond Road, Richmond SA 5033 www.richmonds.com.au 4
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president’s report Dear Porsche Club Members, Firstly I would like to congratulate you and your fellow South Australians for the fantastic effort everyone has made during the Covid crisis. While we are not totally free from the virus things are slowly changing for the better with some activities returning with the obvious restrictions. At this point I would like to extend my best to all our friends, family and colleagues interstate, particularly in Victoria, and pass on our thoughts and best wishes to all who are currently in lockdown. A reminder to all of us here in SA, to take care of ourselves, our family and friends and the wider community. Your committee has continued to work throughout the Covid restrictions, albeit via phone or emails. It is timely to reintroduce your committee and the roles each member has fulfilled during 2019/20. James Law is the Vice President and has undertaken the membership role among other social and club activities. Darien Herreen is the Motorsport Director and Club Secretary and has been instrumental in the development of the Motorsport activities and program. Steve Thiele is the Treasurer for the Club and has done an exceptional job managing the Club finances over the past years. Phil Kellett as Editor, has continued to produce the exceptional magazine that we all look forward to receiving each quarter. Ron Wishart, our Social/Events organizer has given us events such as club runs, dinners, Christmas functions and Show and Shines. Warren Edwards our Webmaster who has responded to all requests, emails, broadcasts and Facebook management often with a quick turnaround needed. Warren will be stepping down from this role and I would like to personally thank you Warren for your efforts in supporting the Club with this role. Also on behalf of the committee and the members we thank you for your loyal contribution. Peter Panopoulos has ably supported the Motorsport team and is looking after our advertising group and promotions. Johnny Fricke has taken on a new role as Minute Secretary and is also convening the group implementing the new database and is part of the Motorsport team. Mark Coupe is part of the Motorsport team and supports various committee groups as required. Lee Fulton supports Ron with social activities and has recently taken on a role enabling the club to potentially meet requests from members of the public. Other non-committee roles are filled by Peter Kowalenko and Peter Brunnthaler as a part of the Historic Register team, Joy O’Connor and Ray Pryor special functions and Helen Kowalenko Christmas Party Organiser. The Motorsport program is up and running again with great support from the members, with the
club committee July event being extremely successful. Events need a strong team who can make them happen and the Club is lucky to have a dedicated team lead by Darien Herreen and ably supported by Peter Panopoulos, Johnny Fricke and Mark Coupe.
Vic Moore President president@pcsa.asn.au
All members who have continued to be supportive of the Club are to be congratulated with their prompt response to membership renewals for 2020/21. By the end of the day, the 15th June 2020, eighty members had paid their membership fees and this trend continued. The response from you the members is appreciated by the Committee and makes the Club strong and allows us to continue with the magazine production, social events and motorsport.
James Law Vice President & Membership 0416 044 051 vicepresident@pcsa.asn.au
Darien Herreen Secretary & Motorsport secretary@pcsa.asn.au
Honorary Memberships of the Porsche Club of SA exist as recognition of non-club members who have made significant contributions to the Club for the benefit of its members. The committee supported the recognition of two people who have made significant ongoing contributions to the Club over the past couple of years. Bob Taylor, many of you will be familiar with as he provides the many extraordinary photos that are seen in the editions of the Porsche Report. Bob is not only generous with his time to cover many events but supplies the club with all the photographs at no cost to the club. Bob was made an honorary member of the Club in 2018.
Steve Thiele Treasurer 0412 195 634 treasurer@pcsa.asn.au
Roger Paterson Motorkhana Director Mobile: 0414 993 930 motorkhana@pcsa.asn.au
The other person is Charise Bristow from The Bend Motorsport Park. Charise has over the past two years been incredibly supportive of the Porsche Club in assisting, facilitating and going the extra distance to allow us to hold events at the Bend while negotiating on behalf of the Club to ensure we are able to host professional events without being a financial burden to the competitors or the club. Charise was instrumental in the organization of the Easter Event facilitating many of the requests we made to ensure the program would run smoothly from day one. When Covid caused the postponement of the Easter Event Charise facilitated the rollover of the booking and deposit to 2021. Charise supported the Porsche Club during her association with Motorsport Australia (formerly CAMS) in many aspects of the Porsche Clubs Motorsport activities and continued to do so when she moved to The Bend Motorsport team. At the Sprint Event on the 26th July Charise’s Honorary Membership was announced during the Drivers briefing.
Ron Wishart Social Secretary / Merchandise social@pcsa.asn.au
Phillip Kellett Magazine Editor Mobile: 0409 931 193 magazine@pcsa.asn.au
Warren Edwards Website/Facebook webmaster@pcsa.asn.au
Other news for Porsche Club members is the sale of Buik Motorworks. Mark Buik a longtime supporter of the Club has sold Buik Motorworks to Mark Cheney who will continue to service and maintain road going Porsches from Buik Motorworks premises. Mark will now concentrate on Porsche Racecar preparation. More details will follow in later magazines; meanwhile stay in touch with the team from both businesses. We also welcome Aaron Steer as one of our advertisers in the magazine who heads Jam Motorsport based at the Bend Motorsport Park. I look forward to meeting you at an event in the near future Kind regards Vic Moore President of the Porsche Club of SA Historic Registrar Motorsport Australia State Council Representative
Peter Brunnthaler Historic Register/ Licencing 0410 614 911 historic@pcsa.asn.au
Peter Kowalenko Historic Register/ Licencing 0429 390 911 historic@pcsa.asn.au
general committee Mark Coupe Johnny Fricke Lee Fulton Peter Panopoulos
April - June 2020
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10/12/2013 3:50:50 PM
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Saturday and Sunday September 24-25
Words by Barbara Gare photos by David Gilbert, Warren Edwards
Saturday and Sunday September 24-25
Words by Barbara Gare Barossa & Clarephotos Weekend continued by David Gilbert, Warren Edwards
Saturday and Sunday September 24-25
Words by Barbara Gare
photos by David Gilbert, Warren Edwards Barossa & Clare Weekend continued
Barossa & Clare Weekend continued
Porsche Club SA Calendar 2020 October
July Sunday 26th
Sprint – The Bend
August Sunday 23rd
Sprint – The Bend
Sunday 27th
Weekend away Sprint – Mallala
November Friday 6th G0 Karts and Dinner Sunday 22nd Christmas Picnic – Ashton oval Wednesday 25th – 28th Adelaide Rally
September Saturday 12th Thursday 24th
3rd, 4th, 5th Saturday 24th
Dinner and quiz night PCSA AGM – Sporting Car Clubrooms Sprint – The Bend
December Sunday 13th
Club run and BBQ byo
April - June 2020
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Story:Adrian Streather
Porsche Quiz 1.
Who were the founders of the automotive manufacturing company Porsche KG?
10. What was the most expensive Porsche model sold by Porsche in the early 1990s?
2.
What was the first engine type penned/designed solely by Ferdinand “Ferry” Porsche after WW2 and when?
11. When were welding robots introduced to the Zuffenhausen factory body-in-white production facility?
3.
What was Ferdinand “Ferry” Porsche’s favourite car?
4.
The first five 356s were sold to a dealer in which company?
12. In which model year were all Porsche 911 models fully robot-welded except for seam motorsports homologation welding?
5.
Porsche KG produced two water-cooled front engine 4-door prototypes for which American carmaker in the early 1950s?
6.
Ferdinand “Butzi” Porsche designed the 911 and what other Porsche type that went into production?
7.
When Ferdinand “Butzi” Porsche was forced out of the company in 1972 what did he do?
8.
Which model went into production first and where, 924 or 928?
9.
What was unusual about the V8 engine fitted to one of the 928 prototypes presented to the public in 1977, and what was its story?
13. Which carmaker did Porsche AG engage as a consultant to help redesign its production line? 14. Which Porsche model was the first to exceed 20,000 units in a single model year and in which year did this occur? 15. In model year 1998 three Porsche types shared the same production line at the Zuffenhausen factory. What types were they? 16. In which model year was a portion of 986 Boxster production started in Valmet Finland? You will find the answers to these stumpers on page 60. No cheating now.
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Story:Porsche AG Photos: Porsche AG
New Cayenne GTS With the Cayenne GTS and Cayenne GTS Coupé, Porsche is supplementing its SUV line-up with two new models designed with superb driving performance in mind. Typically for the GTS models, the powertrain plays a particularly important part: instead of the 3.6-litre V6 biturbo engine from its predecessor, a V8 heart now beats once more under the bonnet of the Cayenne GTS. With an output of 338 kW and torque of 620 Nm, the four-litre biturbo engine offers significantly improved performance in all disciplines. Both GTS models sprint from 0 – 100 km/h in 4.5 seconds with the Sport Chrono package and have a top speed of 270 km/h. A lowered performance-oriented chassis, a unique design and enhanced equipment round off the new GTS package. With the Porsche-developed four-litre V8 biturbo engine from the flagship Cayenne model, the new Cayenne GTS now delivers 14 kW (20 PS) and 20 Nm more than its predecessor. This leads to significantly improved performance, something which applies equally to the new Cayenne GTS Coupé: the standard sprint from 0 – 100
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km/h is now 0.6 seconds faster than before with the Sport Chrono package. Top speed has been increased by eight km/h. At the same time, great importance has been placed on efficiency. To match the new car’s impressive performance, its specially configured sports exhaust systems deliver a highly emotive aural experience. Fitted as standard is an exhaust system with its tailpipes located at the outer sides of the car’s rear, designed to produce a rich, sporty sound with a unique character. The high frequency-tuned sports exhaust system is a new development. The chassis set-up of the new Cayenne GTS models creates the ideal prerequisites for outstanding lateral dynamics. The standard steel-spring suspension lowers the car by 20 millimetres and includes Porsche Active Suspension Management (PASM) for active and very sporty damper control. Porsche Torque Vectoring Plus (PTV Plus) is also fitted as standard. In combination with its standard 21-inch RS Spyder Design wheels, the generously
sized grey cast iron brakes (390 x 38 mm at the front, 358 x 28 mm at the rear), fitted with red brake callipers, the new Cayenne GTS models bring the agility and spontaneity of a true sports car to the SUV segment. As an option, deceleration can be optimised by means of the Porsche Surface Coated Brake (PSCB) with tungsten carbide coating or the Porsche Ceramic Composite Brake (PCCB). Further options include 10 mm-lower threechamber air suspension, rear-axle steering and the Porsche Dynamic Chassis Control (PDCC) active roll stabilisation system. The standard Sport Design package ensures a unique and exclusive appearance in combination with numerous accents in Black. The new Cayenne GTS models are equipped as standard with satin-gloss Black 21-inch RS Spyder Design wheels. The LED headlights with Porsche Dynamic Light System (PDLS) and the LED tail light bar are also dark-tinted. The front air intakes, side window trims, tailpipes of the sports exhaust system and the model and Porsche logos on the rear are all in Black.
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Story:Porsche AG Photos: Porsche AG
New Porsche 911 Targa Following on from the Coupé and Cabriolet, the third body variant of the new 911 generation now makes its debut with the all-wheel drive 911 Targa 4 and 911 Targa 4S models. The distinguishing feature of the Targa remains its innovative, fully automatic roof system and, just like the legendary original Targa model from 1965, it features a characteristic wide roll hoop, a movable roof section above the front seats and a wraparound rear window. The roof can be comfortably opened and closed in just 19 seconds. It is powered by a six-cylinder, three-litre boxer engine with twin turbochargers: the 911 Targa 4 now delivers 283 kW and, in combination with the optional Sport Chrono package, accelerates from zero to 100 km/h in just 4.2 seconds – one tenth faster than before. The engine in the 911 Targa 4S boasts 331 kW and reaches the 100 km/h mark in just 3.6 seconds under the same conditions – four tenths faster than its predecessor. Top speed of the 911 Targa 4 is 289 km/h (up two km/h), 12
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while the 4S peaks at 304 km/h (up three km/h).
Management) contributes to provide even better traction in all road conditions.
Both sports cars are fitted with eightspeed dual-clutch transmission (PDK) and intelligent all-wheel drive Porsche Traction Management (PTM) as standard to deliver maximum driving pleasure. Alternatively, the 911 Targa 4S can be ordered with the newly developed seven-speed manual gearbox, with which the Sport Chrono package is included. New technology has also been integrated to extend the range of features for both 911 models and, for the first time, Porsche InnoDrive, which includes adaptive cruise control, is available.
Porsche Torque Vectoring Plus (PTV Plus), which includes an electronic rear differential lock with fully variable torque distribution, is added as standard equipment for the Targa 4S and is available as an option on the Targa 4. Like the other eighth generation Porsche 911 variants, the Targa models are also equipped with Porsche Wet mode as standard. Sensors fitted in the front wheel housings are capable of detecting water on the road surface and, if significant volumes of water are picked up, a signal in the cockpit provides a recommendation for the driver to manually switch to Wet mode. The drive responsiveness is then adapted to the conditions to guarantee maximum driving stability.
The enhanced performance of the new allwheel drive models goes hand-in-hand with further development of the front-axle drive. The clutch and differential unit is watercooled and has reinforced clutch discs for greater robustness and a higher load capacity. The increased actuating torque at the clutch improves its adjustment accuracy and the function of the additional front-axle drive. Overall, the enhanced front-axle drive with PTM (Porsche Traction
The driving dynamics setup for the 911 Targa 4 includes 235/40 ZR tyres on 19-inch alloy wheels on the front axle and 295/35 ZR tyres on 20-inch wheels on the rear axle. As standard, the 4S model is fitted with 245/35 ZR tyres on its 20-inch front wheels and 305/30 ZR
tyres on its 21-inch rears. On the Targa 4, deceleration is taken care of on both axles by 330-millimetre brake discs with black four-piston monobloc fixed callipers. The red-painted brake callipers on the Targa 4S have six pistons at the front axle, four at the rear while its discs measure 350 mm front and rear. The Porsche Ceramic Composite Brake (PCCB) can be ordered as an option. The exterior of the 911 Targa is characterised by the design elements of its 992 model generation. Compared to its predecessors, its body features significantly more pronounced wheel housings at the front and, between its LED headlights, its bonnet has a distinctive recess evoking the design of the first 911 generations. Its rear is dominated by its wider, variably extending rear spoiler and seamlessly integrated, elegant light bar. With the exception of the front and rear sections, the entire outer skin is made from aluminium. The interior echoes the 911 Carrera models and is characterised by the clear and straight lines of its dashboard and its recessed instruments. The 911 models from the 1970s provided the inspiration here. Alongside the central rev counter – very much a defining feature for Porsche – two thin, frameless freeform displays extend the information provided to the driver.
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Story:Porsche AG Photos: Porsche AG
History of The Porsche Targa Porsche introduced the 911 Targa at the International Motor Show in Frankfurt in September 1965. The Targa is neither a cabriolet nor a coupĂŠ, neither a hard top nor a saloon, but something completely new: the first safety cabriolet in the world with a fixed safety or roll bar.
Driving in the open air can now be enjoyed like never before in open-top cars in a variety of different ways thanks to a removable folding roof and a fold-down plastic rear window: completely closed, fully open or just with the centre roof section removed or the rear window folded down. The Targa concept was the starting signal for a totally different kind of Porsche driving experience and would be featured not only in all future 911 generations, but also subsequently in other cars, such as the 914 or the Carrera GT. With the new concept, Porsche was responding to increased safety requirements for open-top cars in the American market, countering
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Story & Photos: Porsche AG
voices calling for cabriolets to be completely banned in the United States. When deciding on a name for the model, consideration was given to race tracks where Porsche has been particularly successful, quickly leading to Targa Florio – the road race in Sicily where Porsche has enjoyed great motorsport success since the mid 1950s. For a short while, “911 Flori” was under discussion, until Head of Domestic Sales Harald Wagner stumbled on the answer by asking the question: “Why don‘t we just call it Targa?” The Italian term also means “number plate”, but legend has it that this only came to light when the copywriters were working on the sales brochure. In August 1965, Porsche applied for a patent for the Targa concept and from autumn 1966 the Targa supplemented the Coupé for the 911, 911 S and 912 with resounding success. From the late summer of 1967, the Targa models could also be optionally ordered with a fixed and heated rear window made of safety glass in place of the fold-down plastic rear window. A solution that became standard equipment just a year later and
which remained a feature of the targa more or less unchanged until 1993. The Targa also remained a fixture of the product range for the second 911 generation, the G series models built from the late summer of 1973. For the first time, the 911 body was sustainably modified, now featuring new box-shaped bumpers with black bellows on the side, in line with new legislation in the United States. The fourth generation of the 911 Type 993 was introduced in autumn 1993 in combination with a new body design, with the development of a new Targa concept from November 1995. For the first time in the 911, the front wings were wider and significantly flatter. The rear wings were also wider and ran in a straighter line to the rear. As well as extensive enhancements to the engine and chassis, generation 993 took the Targa idea in a completely different direction, without the Targa roll bar. The
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roof, made of tinted heat-insulating glass, running from the front window frame to the rear, was now encased within a longitudinal safety structure. Divided into electrical moving segments, it opened smoothly at the push of a button and retracted behind the rear window like a wide sliding roof. The main benefits of the new solution included reduced wind noise with a sun-drenched interior when the roof was closed. A continuing characteristic of this Targa: the tapered rear windows. The new Targa concept of the 993 series combined open-top driving pleasure with the 911 for the first time, without fundamentally changing the classic coupĂŠ roofline. Porsche presented the fifth 911 generation with the 911 Carrera
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Type 996 in 1997. It was completely redesigned and relied on water-cooled six-cylinder boxer engines for the first time. The Targa was available from December 2001 alongside the CoupĂŠ and Cabriolet. Just like its predecessor, the 911 Targa had an electrically operated glass roof, now with a surface area of more than 1.5 square metres. There had never before been that much glass surface area in a Porsche 911. The new Targa was also the first 911 to provide a rear window that could be folded up. This made it easy to access the rear storage compartment with up to 230 litres storage space to load suitcases, bags or other luggage. September 2006 saw the introduction of the 911 Targa belongin
to the now sixth 911 generation, type 997. In principle, it had the same Targa roof design as its predecessor, but with an additional practical rear lid. However, the use of special glass made it possible to reduce the weight by 1.9 kg, and two highgloss polished aluminium strips along the edges of the roof were especially eye-catching. In addition, the 911 Targa was now only available in the two all-wheel drive variants – the 911 Targa 4 and the 911 Targa 4S. In September 2011, Porsche introduced the seventh and fully redesigned 911 generation. Following the coupÊ and cabriolet body variants, the 911 Targa was presented in January 2014, cast as a modern classic with its innovative Targa roof. The classic Targa idea was successfully combined with state-of-the-art roof convenience for the first time. Just like the legendary original Targa, the new model had the characteristic wide bar in place of B-pillars, a moving roof section above the front seats, and a wrap-around rear window without a C-pillar. But unlike the classic models, the roof was opened and closed in the new Targa at the push of a button. The fully automatic roof system spectacularly hid the hardtop element behind the rear seat system. The new 911 Targa represented a high-end, innovative new edition of the 1965 classic.
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JAM Motorsport
Story: Darien Herreen Photos: Bob Taylor, JAM Motorsport
We are excited to introduce a new advertiser to our pages in Jam Motorsport. Jam provide race car maintenance on all race and rally cars worldwide and are a distributor for Wolf Racing Cars, HRX, Stilo, Aim, Kennol oil & Aeroflow. Darien met with Aaron Steer – Director & Mechanical Engineer / Drafter @ Jam Motorsport to discuss all things Jam.
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A little about you? • 33 years old • Grew up in the Adelaide Hills • Started my own business Jam Motorsport in 2016 How did you get into cars and Motorsport? I have always been into motorbikes and cars growing up, so during school I completed a traineeship at Edwardstown Body Repairs (the only approved Porsche repairer in SA) in spray painting and body repairs, as well as an advanced composites course. After school I completed an apprenticeship at Buik Motorworks in Automotive Mechanics. After completing my apprenticeship, I completed a course in mechanical engineering and drafting. What was the first car you drove on track? Porsche 944 S2 at Mallala Motorsport Park in a Porsche Club SA sprint. Where did that lead? From my experience in the Porsche car I moved into Prototype cars. I believe you have a Porsche or two? Yes – after many hours of work I saved and bought a 1968 911T short wheelbase and more recently a 2004 996 GT3 CS.
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I understand you are heavily involved in prototypes. Yes – I have been heavily involved in prototype cars for around 14 years. During completing my apprenticeship, I would work on prototypes cars after hours and on weekends. Following the completion of my apprenticeship I headed up West Race Cars, before starting my own business in 2016. Is that what led to starting a business? Yes – with overwhelming client support, I started Jam Motorsport. What is that about, what does JAM do? Jam Motorsport is a “one stop” Motorsport shop! We offer the following on Porsche cars, Prototype cars, Open Wheel cars and rally cars: • Engine rebuild and repairs • Gearbox rebuild and repairs • Race car preparation • Race car setup • Composite repairs • Engineering solutions Ground up race car builds and rebuilds Event support at track days and state and national race events Driver development at the track, which includes driver tuition via video and data analysis Race car leasing for track days and race event, state or national
While most national series are suspended due to border restrictions, what are you doing now? We have been very lucky – we have been very busy preparing prototype and Porsche cars for extensive testing locally, as clients see national racing being on pause as a great opportunity for them to develop their skills for better results. I also completed my first Adelaide Rally last year in a 1974 911 RS
and I thoroughly enjoyed it. I found this was a great opportunity for me to further develop my driving my skills, so I bought a 996 GT3 CS as my rally car, as I love driving 911’s and always have. I also really like the challenge of Tarmac Rally. I recently competed in the PCSA event to test the 996 and as a result encouraged Courtney to recently enter and she loved it! You already support a few PCSA members Porsches, and prototypes? Yes – we are lucky enough to support PCSA life member Marty Ewer in his Wolf Racing Cars Tornado and long-time member Mark Laucke in his Wolf Racing Cars Tornado, who are very strong advocates for PCSA, amongst others. The pinnacle of Porsche Motorsport is with the LMP1 project, so it seems to Porsche enthusiasts as a natural progression in racing to jump into a Prototype Car. Porsche cars are so strong in so many disciplines, but at the top end of their engineering, development and testing is always done on their prototype cars, and in typical Porsche fashion – done extremely well. We also support a lot of other local customers as well as many interstate customers at local and national racing events. And now you are expanding the business? Yes – I have just recently expanded Jam into Porsche Motorsport. Since completing my apprenticeship at Porsche, I have been extensively in the Prototype scene, however, increasingly there has been more and more requests for me to embark on Porsche work. Over the years I have been more focused on furthering my expertise on Prototype cars, however as I know so much about Porsche and have always understood the Porsche product it seems only natural that eventually my business would expand into the Porsche space to support Porsche Motorsport enthusiasts. I am very excited to see this side of my business grow and feel privileged that many Porsche Motorsport enthusiasts have already started to support me in this business venture.
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Story:Porsche AG Photos: Porsche AG
Porsche in Scale
There are thousands of Porsche aficionados all around the world, but we’ve met someone who takes this passion to the extreme. He dedicates practically every waking moment of his free time to Porsche, with the brand a firm fixture of almost all of his cherished mementos. We’ll call him Alberto to preserve his anonymity. The dawning of his attraction to the Stuttgart-born brand takes us back to the early seventies. At that time, his early love of rallies led him to contemplate the success of numerous 911 units at the hands of renowned Spanish drivers like José Manuel Lencina, Eladio Doncel or Alberto Ruiz Giménez, who was nicknamed “The Bear”. From that point on, his love affair with Porsche turned into a wholehearted devotion, with his life like a series of events where the brand’s emblem always takes centre stage. When you enter Alberto’s house, you’d be forgiven for thinking you’d stepped into the Porsche Museum. On our visit, we discovered more than a thousand models 24
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at a scale of 1:43, perfectly arranged by theme. Track cars on one side and rally cars on the other, each divided into those from the Spanish Championship and those from international races; underneath them, the different versions of each of the eight generations of the 911; a little further back, the first 356 models launched in 1948, the year in which Porsche was founded, together with the initial prototypes of the Volkswagen Beetle, Ferdinand Porsche’s project to create “the People’s Car”.
Jagdwagen, which was born as the result of a competition launched in 1953 to develop and produce a lightweight highperformance all-terrain vehicle destined for the future German Army. Or the legendary Porsche tractors, including a collection of vans perfectly labelled for all kinds of services offered by the company. Many of these models are dioramas, where the cars come equipped with figures, accessories and an appropriate environment that recreates the setting with total realism.
We move over to a corner where practically all the Porsche vehicles that have taken part in the legendary 24 Hours of Le Mans race in the almost 72 years of the company’s history are lined up. At the centre of the room is a space perfectly laid out to simulate a Porsche showroom, right down to the last detail: reception, exhibition, corporate identity, publicity features, etc...
If you thought that the decoration of this beautiful part of the house was complete with the stunning collection of miniatures at a scale 1:43, you were wrong. Next to them, and without following such a rigorous methodology in the order, we find another pile of models of different sizes, including several Lego ones, and an endless number of objects relating to Porsche. The office chair is an original Porsche seat to which Alberto has attached arms and wheels. How could it not be?
There are also a selection of unusual models like the Porsche Type 597
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Photos: Bob Taylor, Darien Herreen
The Bend Regularity 27th June 2020
With motorsport back on the agenda at The Bend it was good to see a strong turnout from our octane starved members. A good effort by all but Peter Wirthensohn took out top honours closely followed by Norm Goodall with Ian Crouch rounding out the top three.
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PCSA Round 4 Results Porsches Rank Name
Car
1
Peter Wirthensohn
Carrera S
2
Norman Goodall
911 SC
3
Ian Crouch
Boxster
4
Peter Panopoulos
Boxster S
5
Raymond Pryor
944 T
6
Darien Herreen
911 R
7
Graham Cook
996
8
Anthony Male
Boxster S
9
Roger Paterson
911 RS
10
John Fricke
991 GT3 RS
11
David Edkins
Cayman R
12
Adam Turnbull
911 S
13
Victor Moore
911 RS
14
David Eglinton
Boxster S
15
Brooke Major
997 GT3
16
Stephen McCappin
991 GT3 RS
17
Donald Halley
944
18
Stephen Langford
Boxster S
19
Rob Edwards
997 GT3
20
Antony Keynes
Boxster S
21
Tim Hearse
930
22
Andrew Wyment
911 SC
23
Steven Hevera
911 SC
24
Eddie Lane
944
25
Aaron Steer
996 GT3
26
Chris Meulengraaf
991 GT3 RS
27
Keith Wong
996 Cup
Other Marques 1
Tim Williams
M2
2
Grant Parkyn
M3
3
Alastair Dow
Clubman
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Story:Porsche AG Photos: Porsche AG
Iconic Porsche Images in Lego
As one of the UK’s leading automotive photographers, Dominic Fraser would normally be travelling the world shooting cars. But with travel restrictions putting a temporary stop to that, he found himself stuck at home with no creative outlet. Glancing around his house on the south coast of England, his eyes settled upon his children’s Lego and a hit Instagram series began.
there, and the grandstand is miles away. With the Lego, I needed to bring the grandstand closer and then play with focal lengths because the recreation needs to have as many elements in focus as possible. In real life, you can blur the grandstand out and the reader’s brain will fill that gap with its assumed knowledge. Not so with tiny plastic bricks.
“I’ve got a house full of cameras that weren’t doing anything and I found it incredibly frustrating because all I wanted to do was create something,” explains Fraser. “Rather than doing nothing, I decided to use Lego’s Speed Champions models to try to re-create some of my favourite images from motoring history. I started with Audi and the quattro because we had that particular Lego in the house, but then I decided to model a series of Porsche images because the cars and the pictures are so iconic.”
“I also needed to position things so that they look correct in the camera frame. There’s a lot of trial and error to make sure the scene looks realistic – the lighting angle is really important so if you’re trying this at home, pay close attention to where the sun is. The lighting position is vital for replicating a shot – especially this one - so I positioned a torch to mimic the sun peeking through at the top of the frame. None of this impacts the photographer on a real shoot because they are just focusing on the moment, but when you have to actually build the scene, it makes a massive difference.”
A fan of the brand since he began photographing cars in 1991, Fraser’s interest in Porsche was helped in no small part by an early experience with rally legend and Porsche ambassador Walter Röhrl. “We were doing a shoot at the Motorsport Arena Oschersleben and we needed some in-car shots of the 964 race car,” he explains. “Walter was more than happy to drive me around, and the memories of the speed and the noise have never left me. Needless to say, I was holding on with great difficulty! The man is a legend.” While he’s not had bad weather, traffic or technical problems to deal with, shooting with Lego has still had its challenges. “If anything, it’s helped my photography because I’ve really had to think about the technicalities of the shot, and to visualise exactly what I’m trying to capture,” he says. “It’s been a more conceptual process than I’m used to with actual cars – in real life, you shoot much more in the moment.” “Once I’ve settled on an iconic shot to recreate, I study the details and think about what I can actually see. It’s amazing how much the brain fills in gaps with a normal photo, but with the Lego images it’s a bit different. To recreate the image of the 919 Hybrid in the pit garage, I had to think long and hard about the technicalities of the shot and what I was trying to capture. There’s no track so I can discount that, even though I know it’s 30
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“The first thing I did to recreate the 917 at the Goodwood Festival image was to make sure the whole set felt correct. The startline at the Goodwood Festival of Speed is so iconic that you can sometimes forget the details that make up the scene – I’ve been there loads of times but still had to remind myself. Simply by building the straw bales and trees, along with the start gantry, you instantly create that sense of Goodwood. “Then it was a case of applying some of the skills I’ve learnt in my day job to create a way to take a car-to-car tracking shot, but in miniature. The blur comes from a slow shutter speed and a camera mounted on a tracking ‘car’ running ahead of the 917 – just as it would in life size. To ensure everything stayed in focus, I tied a piece of string between the 917 and the camera car so that the two were pulled along at exactly the same speed. Afterwards, I simply removed the makeshift tow-rope with editing software. “I was quite pleased as this was the only ‘post’ alteration that I had to do. Unlike in reality, no shots were made up of several photographs comp’d together, and there was no need for special editing effects.”
“If you look closely at the iconic 930 Turbo jump image – originally shot by Jeff Zwart and famously appearing as a backdrop in the US sitcom ‘Seinfeld’ – you’ll see the car kicks up some dust in the original photo. I really wanted to show that in the Lego shot because it would make my recreation even more realistic. I sprinkled some grit over the Lego floor and then used a camera sensor blower to ‘puff’ the dirt into the air. “It’s important to think about the background in your image. The original shot I was working on here has a blurred-out landscape so I decided to set this scene up in my garden. The bushes at the bottom of my garden are the right shade of green and because they’re far enough away, I managed to blur them out so that you can’t make them out in any detail – just like in the original. “The final trick with this image relates to the wheels. When a car jumps in real life, the wheels drop out of the arches because the suspension drops. Lego models don’t have any springs or dampers, so to make the wheels appear lower, I built a second ‘false’ floor. It was then simply a case of suspending the car with some string – which I edited out afterwards using Photoshop – and pressing the camera shutter release. It’s these little details that aren’t easy to spot at first but they make all the difference in a realistic recreation. “If anyone wants to try this at home I recommend using a pair of tweezers to put the stickers on: it’s time consuming but worth it because when you’re focussed on the car in such detail, you notice when something isn’t quite right.” If the accuracy of Fraser’s final images are anything to go by, it’s a tip worth noting.
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Hans Herrmann
Richard Attwood
Story:Porsche AG Photos: Porsche AG
Porsche’s Fast Past
A total of 19 overall victories, countless class successes and incredible emotions have linked Porsche with the 24 Hours of Le Mans, the world’s largest and most traditional motorsport event, for more than six decades. On 14 June 1970, Porsche achieved its first overall victory there with the 580 hp 917 KH sports car. 50 years later, on the weekend of June 13 and 14, 2020, the Porsche Museum presented the original winning car in its exhibition. Ever since Porsche participated in this endurance classic for the first time in 1951 and took an immediate class victory with the 356 SL, this race has become indispensable for the sports car manufacturer. But it was a long way to the first big triumph. Until the late 1960s, Porsche skilfully played the role of underdog and successfully concentrated on the smaller displacement classes. So Porsche initiated a change in strategy in the late 1960s. In 1969 Porsche was only 75 metres or a good second short of victory in the closest Le Mans finish in history. But already in the preparation
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phase for the 1970 race much of what had been learned in the years before was incorporated: Gerard Larrousse and Willy Kauhsen in the Martini Porsche 917 LH, followed by Rudi Lins and Helmut Marko in the Porsche 908/02 took second and third places respectively, making it a triumph for Porsche. This first win set a precedent: One year later, 33 of the 49 starters were driving a sports and racing car made in StuttgartZuffenhausen – a record which is still held today. A Porsche 917 KH also won the race in 1971. In 1974, Porsche heralded the turbo era at Le Mans with the launch of the 911 Carrera RSR 2.1 Turbo. Porsche recorded the first turbo victory in the history of the race with the 936 Spyder in 1976 with the same car winning again with the works team one year later in 1977. A customer team first entered the list of winners two years later. The success with the Porsche 935 K3 marked the first-ever victory of a rear-engine racing car at Le Mans – and a production-series racing car based on the Porsche 911.
Between 1981 and 1987, Porsche racing cars remained unbeatable at Le Mans. The longest winning run in the history of the 24 Hours began with the third and last victory of the Porsche 936 Spyder. In 1982, the works team launched the new type 956, taking all three places on the podium on its début at Le Mans. The 956 featured Porsche’s first aluminium monocoque chassis and innovative aerodynamics which allowed a powerful downforce without any noticeable increase in air resistance. In the 956 and its successor, the 962 C, the sports car manufacturer drove forward the development of electronic injection and ignition systems as well as today’s very popular Porsche dual-clutch transmission (PDK). From 1983 onwards, Porsche customers also started the race in the 956 and 962 C. Nine Porsche 956 cars featured in the top ten winning teams in 1983 followed by eight in 1984 and 1985 respectively. The 1990s saw four overall victories by the works team and Porsche customers in three different types of racing car, starting
in 1994 with the Porsche 962 Dauer Le Mans GT, developed in Weissach and based on the 962 C, followed by the TWR Porsche WSC Spyder developed by Porsche, in which a customer team won in 1996 and 1997. In 1998, the Porsche 911 GT1 `98 entered the race with the first carbon fibre monocoque designed by Porsche as well as the first carbon fibre brakes used by the works team – and won to coincide with the 50th anniversary of Porsche receiving an operating permit for the first sports car, the 356 “No. 1” Roadster.
crossed the finishing line first in the Porsche 917 KH from Porsche Salzburg with the start number 23. “It was a race dominated by rain and it felt we had to permanently keep changing the tyres and adapt to the situation at hand. It was not the wear that forced us to change tyres, but the constantly changing weather. The fact we harmonized so well together as a driving team led us to victory. To compete in a 24-hour endurance race with just two drivers is no mean feat,” says Hans Herrmann looking back.
Following this success, Porsche turned its attention in motorsport to developing close-to-production race versions of the Porsche 911 and its support of private teams. At Le Mans, this commitment was rewarded with eleven class victories between 1999 and 2018. 2014 saw the works team return to compete for the overall victory. Designed “from scratch” in Weissach, the Porsche 919 Hybrid featured unique technical solutions. Only the Porsche generated electric power for the high-performance battery by converting kinetic energy produced when braking and additionally by means of a turbine generator unit in the exhaust gas stream of a V4 turbo engine. The overall system comprising the electric motor and combustion engine delivered around 900 PS. This avant garde solution proved to be a success: from 2015 to 2017, Porsche scored a hat trick at Le Mans.
Many of the competitors – amongst them numerous Porsche cars – gradually dropped out of the race. “Le Mans is a race where everything goes right, or it doesn’t. In those days, the 24 Hours was more like an endurance drive than a race,” remembers Richard Attwood. “To win Le Mans with Porsche and Hans came fully unexpectedly because our car didn’t have the right set-up for speeds. Hans and I were simply a dream team.”
With 108 class wins and 19 overall victories under its belt, Porsche is the most successful manufacturer in the almost 100year history of Le Mans. Hans Herrmann and Richard Attwood can still vividly recall the events of that first win. In 1970, after exactly 4,607.811 kilometres or 343 laps, Hans Herrmann and Richard Attwood
We worked on the car in training until the very last minute. Hans Herrmann: “The 917 started out as a very difficult racing car. It was driving us rather than the other way round – until we managed to optimize the aerodynamics and transform it into a winning car.” Back home in Stuttgart, the Porsche victory was celebrated with a motorcade through the city and in the main square. “The victory gained in significance over the years. Who would have thought that Porsche would become the record title holder at this race,” says a pleased Richard Attwood. “I was also unaware at the time that I was contending with another personal challenge: I couldn’t eat anything during the race and could only drink milk to stay fit to drive. Because what I didn’t know was I had come down with mumps.”
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Ferrari 308 vs Porsche 928 Zuffenhausen and Maranello set off in entirely new directions with these two designs. A pair of enthusiasts discover that it’s not what they can do, but how they go about doing it, that separates these two cars. As the 1970s unfolded, both Porsche and Ferrari found themselves at a crossroads. At Porsche, the issue was particularly urgent: The time had come to design the eventual replacement for the 911, the bread-and-butter car that was heir to the Zuffenhausen firm’s glorious sporting history. Meanwhile, 230 miles to the south in Maranello, Ferrari was wrestling with the challenge of building a successor to the beautiful and beloved Dino 246.
1991 Porsche 928 GT Engine type: V8, water-cooled, alloy block and cylinder heads, two overhead camshafts per bank Displacement: 4,957cc Bore x stroke: 100.0mm x 78.9mm Compression ratio: 10.0:1 Induction: Bosch LH Jetronic injection system Horsepower: 326 @ 6,000 rpm Torque: 317-lbs.ft. @ 4,100 rpm Transmission: Five-speed manual Brakes: Front, discs; rear, discs Suspension: Front, independent double A-arms with coil springs; rear, independent Weissach multilink design Number produced: 61,221 Top speed: 171 mph 0-60 mph: 5.6 seconds Quarter mile: 14.2 seconds
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Two very different carmakers, two very different sets of challenges. Yet the bold new designs that resulted were in many ways similar, and promised to change the course of both manufacturers’ fortunes. For Ferrari, it was the 308, the first V8powered road car to roll out of Maranello bearing the company’s name. For Porsche, it was the 928, a two-plus-two coupe that threw decades of tradition out the window with its water-cooled, frontmounted V8, the company’s first. Both promised hedonistic levels of luxury and performance for those who could write the sizable check. But only one would lead the way to the future.
The powerplant Porsche developed for its new flagship was a beauty: a 4,474cc, 16-valve, single overhead-cam V8 with a linerless alloy block and alloy heads that produced 219hp in U.S. trim. The engine was equipped with the Bosch K-Jetronic fuel injection system, often referred to as a continuous injection system or CIS. Delivering the power to the rear wheels was either a five-speed transaxle or (more often) an optional automatic sourced from Mercedes-Benz. At the rear was the innovative Weissach axle, which counteracted any tendencies to oversteer through a linkage designed to induce a kind of passive rear-wheel steering.
The 928 had been under development for six years when it was unveiled at the 1977 Geneva Motor Show. As an automobile, the 928 was a fine piece of engineering; as a Porsche, it was heresy on wheels. Starting with a blank sheet of paper, Porsche’s engineers had come up with something as un-911 as possible. Porsche’s daring was rewarded with critical acclaim, including European Car of the Year honors in 1978. It was the first time a sports car had been so honored.
All of that sophisticated machinery was wrapped in a smooth hatchback body designed in-house by Anatole Lapine. The majority of the body was steel, with aluminum used for the doors, hood and front fenders; there was a substantial luggage compartment in the rear, and a wide and deep cabin where two passengers could stretch out in comfort. Two children or very small adults could be squeezed into the vestigial rear seats for short periods.
The 928 was born as Porsche was going through a transition, with the arrival of a new chief executive, Ernst Fuhrmann. Fuhrmann, who was responsible for the design of the Carrera engine in the 1950s, believed that the time had come for a front-engined grand tourer to appeal to American tastes. A shift to water cooling, it was thought, would help the car meet America’s ever-tightening emissions standards.
Lapine favored unadorned designs-”When little kids draw a car, they draw a beetle. When little kids draw a fast car, they draw a flattened beetle with a big exhaust pipe: in other words, a Porsche. That’s how simple and archetypal good design is,” he once said-and the 928 was a distinctive design that borrowed almost nothing from Porsches that had gone before. Poly-urethane nose and tail sections that bounced back on impact gave the car the appearance of having no bumpers,
and skyward-gazing, pop-up headlampssupposedly based on the Lamborghini Miura-lent the car its nickname, the “shark” or “land shark.” Priced at $28,500, about 50 percent more than a 911, the 928 took its place in Porsche’s range alongside the 911SC, the 930 Turbo, and the 924-which, although it was the first front-engine Porsche on the market, actually followed the 928 on the drawing board. The luxury coupe went through a number of changes during its 18 years in production, its engine becoming larger and more potent. As the fuel crisis of the mid-1970s faded, Porsche introduced the 928S, with a 4.7-liter, 234hp V8 engine that pushed the car toward the 150mph barrier. There followed the Series 3 S, with a four-valve, quadcam engine making 288hp; the 4,957cc, 316hp S4; the GT with its revised, 326hp engine; and the ultimate 928, the GTS, its 5,400cc, 345hp engine being the most powerful to reside under that sloping hood. By the time the 928 was shunted aside to make room for the new Boxster in 1995, production, which had been in a steady decline, amounted to 61,221 cars, with two in five going to the United States. The car that was to have succeeded the 911 had instead become a blind alley. Why? In his book Porsche: Excellence Was Expected: The Comprehensive History of the Company, its Cars and its Racing Heritage, Karl Ludvigsen writes that “L. J. K. Setright-an admirer of the original 928, which he felt ‘deserved to be considered the best car in the world’-judged that Porsche had willfully wrong-slotted the subsequent path of development of its V8. During the Schutz years of the 1980s, he wrote, ‘an equally wealthy and more tasteless class of customers began to clamor for the glamour of association
with sporting competition. Sadly, Porsche was only too ready to accommodate them and the 928 deteriorated rapidly as it was developed in succeeding versions, each of which was successively more sporting, more powerful, more noisy, more harsh than the previous one.’ In Setright’s view the 928 became ‘steadily less gentlemanly, less useful, less convincing, until finally the customers so lacked conviction that production faltered to a halt in 1995.’ “A Porsche insider, Peter Falk, begged to differ,” Ludvigsen writes. “’The last 928 was a really outstanding car,’ he said, but in the same breath admitted that ‘we didn’t have the same heart for these cars as for the 911.’ Working on the 928 was a duty, not a pleasure, for the Weissach engineers. Good though it was, the eight never rivaled the affection that they and their customers felt for the more demanding and-just for that reason-more satisfying 911. Nevertheless, the 928 completed a product cycle of 18 years, not at all a disgraceful record by motorindustry standards.” Over at Ferrari, again the issue was one of redefinition. The Dino 308 GT4 had been introduced in 1973 as Ferrari’s first mid-engine, V8 powered car, but its wedge styling by Bertone and its two-plus-two configuration made it a hard sell on the heels of Pininfarina’s voluptuous 246 Dino. To fill out the V-8 range with a two-seater that would take the Dino’s place and would be the first-ever road-going Ferrari not to have a V12 engine, Maranello turned away from Bertone and back to its traditional partner, Pininfarina. Leonardo Fioravanti, from whose pen flowed the Dino 246 and the Daytona, came through with a masterstroke, a design that overnight redefined what
a Ferrari looked like in the mind of the public. With its low, knife-edged nose, soaring roofline, concave side air scoops and subtle lip spoiler out back, the 308 GTB instantly made everything else look dated on its introduction at the 1975 Paris Salon. Its curves evoked the 246, but the design was one of a kind. It became the first roadgoing V8-powered car to wear the Ferrari badge from the outset. How successful was it? In an interview last year in Classic & Sports Car magazine, Fioravanti listed it as the only Ferrari in his personal collection. No less a design giant than Giorgetto Giugiaro once called the 308 GTB “the most perfect car I’ve ever seen.” Under all that curvaceous bodywork-done in fiberglass for the first 712 cars before a switch to steel-was a robust, oval-section tube frame, within which was mounted the same 2,927cc engine
1977 Ferrari 308 GTB Engine type: V8, water-cooled, alloy block and heads, two overhead camshafts per bank Displacement: 2,927cc Bore x stroke: 81mm x 71mm Compression ratio: 8.8:1 Induction: Four Weber 40DCNF carburetors Horsepower: 240 @ 6,600 rpm Torque: 195-lbs.ft. @ 9,000 rpm Transmission: Five-speed manual Brakes: Front, discs; rear, discs; vacuum assist Suspension: Front, independent double A-arms with coil springs; rear, independent double A-arms with coil springs Number produced: 2,897 (19751980; includes fiberglass cars) Top speed: 154 mph 0-60 mph: 6.5 seconds Quarter mile: 15.8 seconds
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used in the 308 GT4. With alloy block and heads and equipped with a quartet of Weber carburetors, the engine produced 240hp in U.S. tune. The V8 was installed transversely, leaving enough room for an adequately sized cockpit and even a small luggage space behind-provided that your luggage was of the asbestos-lined variety. All 308s were equipped with a five-speed gearbox, mounted transversely like the engine. A limited-slip differential and solid driveshafts with constant velocity joints delivered power to the rear wheels. The motoring press got it right away. “When Ferrari replaced the much-loved Dino 246 with the 308 GT4 2+2, there were murmurs that much of the very special character of the original car had been lost,” John Bolster wrote in the magazine Autosport. “The new V8 engine was a vast improvement on the V6, which was rather low on torque in the lower-middle ranges, but Bertone’s body was less sporting than its immediate predecessor. Now Ferrari has produced an additional model which has all the glamour of the Dino 246 plus the extra horsepower and, above all, the massive torque of the V8.” The 308 GTB joined the 308 GT4 and 12-cylinder 365 GT4 Berlinetta Boxer in the Ferrari lineup, carrying a price tag of $28,500-oddly enough, exactly the same as the first-year 928, and about $6,000 more than its Dino stablemate. A GTS, or spider, version with a removable fiberglass roof panel was added in 1977, and those two bodystyles would carry on throughout the 308’s production. Two generations succeeded the initial model: the 308i, with fuel injection and the Marelli Digiplex ignition system, debuted in 1981, but was down to just 205hp in U.S. trim, thanks to emissions controls; the 308qv, or Quattrovalvole, arrived in 1982, with its four valves per cylinder boosting output back up to 235hp. Like the 928, the 308 underwent no major styling changes. The 308 proved to be the most commercially successful Ferrari yet, with 21,678 produced; a later version, the 328 GTB/GTS, came on the scene in 1985 with a 3,185cc version of the V-8, and accounted for another 7,412 cars before production ended in 1989. Yet the 328 was not the end of the line. From the 348 to the F355 to the 360 to today’s F430, Ferrari’s unbroken line of mid-engine, V8-
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powered road cars can trace its origins to the original 308 introduced 30 years ago. Were the 308 and the 928 meant to go head-to-head in the mid-1970s exotic car market? They do differ in many ways, most significantly in the Porsche’s greater overall size and power and its two-plus-two configuration. Yet they stack up against each other in so many other ways. They were next-door neighbors in the upper limits of the price scale for their whole histories, their sticker prices starting at the identical $28,500 figure and jogging side-by-side up the scale; in 1989, the last year of the Ferrari’s production, the price had risen to $71,900, within a tick of the Porsche’s $74,545. Their 0-60 mph and quarter-mile times favor the bigger-engined Porsche, but not by as much as you might think, thanks in large part to their similar power-to-weight ratios. Enough of this paper comparison-what are they like to drive? We thought there was no better way to find out than to ask two enthusiasts who are intimately familiar with the cars. So we invited Dave Chamberland, owner of a 1991 Porsche 928GT, and Dennis Bosch, owner of a 1977 Ferrari 308 GTB, out to Hemmings headquarters in Bennington, Vermont, for an afternoon of driving. Dave and Dennis spent part of the afternoon behind the wheels of each other’s car, racking up points and demerits in comparison with their own. We didn’t need to warn these two guys against trashtalking; it was clear from the beginning that neither has blinders for only his own marque, and can appreciate an excellent automobile, wherever it comes from. But it was also clear that these were two discriminating and knowledgeable drivers who would subject the cars to critical scrutiny. How did it turn out? Let’s have them tell the story. Styling Include Dave among the many admirers of the 308’s delicious shape. “The Pininfarinadesigned Ferraris are classic and always will be. Beautiful. Sexy. Muscular. There’s nothing else to say,” he said. Dennis was complimentary, too. “I love the styling of the 928. This car has a wonderful bodystyle, sleek, smooth and finished. When you look at it, there doesn’t seem to be any part of the intended
design missing. The car works,” he said. Character This is where the rubber meets the road, possibly the single greatest difference between these two cars. “Many cars are described as demanding of all of your attention or as requiring respect. The Ferrari is this kind of car,” Dave said. “But it doesn’t ‘demand’ or ‘require.’ It simply presents itself as what it is, and the driver willingly drives this car with complete attention without immediate realization that total immersion in the experience has occurred.” To Dennis, the 928 spoke of comfort and ease. “I love the idea that you can have all of what you have in that car, and still have room for a suitcase. That’s what a GT is supposed to be, isn’t it? This is a car designed for a person’s long-term comfort,” he said. “With my car, you’re always working.” Performance Our driving course-and other motorists tootling around between errands-didn’t let our drivers begin to approach the limits of either car. But they did get a glimpse of what the cars are like in real-world driving. “The 928 is what I’d call a sleeping tiger,” Dennis said. “It offers you comfort and ease around town, but once you’re out in the hills and on curves, look out! It’s a tiger. That 32-valve V8 engine produces lots of great, smooth power. The car responds well. I wouldn’t say that it’s slower to respond than the 308, but it’s tamer-it has a more civilized feel to it.” “In 1977, this car’s performance probably put it in many lists of top performers,” Dave said of the 308. “Today, this car is not likely to be near the top of any list of performance statistics. Nevertheless, it is wonderfully fun to drive. The engine and transaxle make that wonderful Ferrari noise. I describe it as the sound you might imagine coming from a refrigerator-sized sewing machine made by Swiss watch makers coupled with a rumbling popping exhaust.” Handling Here, driver involvement seemed to be a dividing line. “Because there’s no assistance applied to any of the Ferrari’s controls, there’s
nothing that filters the communication from the road and the car to the driver. You know exactly the location of every wheel relative to the lane. You know the exact condition of the pavement and you know how the car will react to inputs,” Dave said. “The Porsche is responsive, but not overly sporty,” Dennis said. “I found it easy to handle, thanks, no doubt, to its nearly 50/50 front-rear balance and its passive rear-wheel steering. It doesn’t require the same amount of work from the driver that the 308 does-you don’t feel like you’re going to get sucked off the road because the tires are following grooves in the highway.” Braking Both have powerful brakes, but it’s the presence of power assist on the 928 that marks a clear distinction. Dennis was impressed by the Porsche’s big four-piston Brembo calipers, shared with the 911 Turbo. “The brakes are very good, and require much less force than those in the 308. They work well and in balance with the power, and they felt great to me,” he said. “Since there’s no filtering of the 308 experience due to driver aids like powerassistance, communication of what the brakes are doing is perfect,” Dave reported. “You need a big set of right quadriceps to make the car stop, and if you are so-equipped, the response is linear and modulation is easy.” Sensory Impressions The Porsche allows the driver a much greater degree of isolation than the Ferrari, both agreed. “The 308 is about total immersion of the senses,” Dave says. “Yes, it’s noisy. A bit hot too. Don’t Italian cars come with A/C? But-the windows are down. You’re listening to a symphony. It’s sunny and clear. Who cares about A/C?” “With the 928’s windows up, it’s quiet; with the windows down, you get the great sound of that throaty exhaust. There’s really not much other noise to speak of,” Dennis said. “It’s not like my car, where you have to get used to the cabin heat in the summer, and you always emerge smelling of fuel-burned or unburned, depending on how the carburetors are doing.” Ergonomics It’s the old story, Italianate style vs. Germanic efficiency, it seems. “The cockpit ergonomics in the 308 have obviously taken a back seat to the other aspects of the car,” Dave said. “The door release pulls are hidden and upside down. The side-view mirror is useless. I didn’t bother with the climate controls-other than
to facilitate natural cooling via the window switches. Worst of all, the pedals are squished toward the central tunnel by the front wheel well; clutching is best done by contortionists. Due to the pedal placement I would not be able to drive this car for more than an hour or so.” “The seats in the 928 are wonderful-they feel like true buckets, and the leather they’re covered with is just beautiful,” Dennis said. “I really appreciated how easy it was to get comfortable behind the wheel-those seats adjust in a hundred different ways. I found the controls pretty conveniently placed. That console is huge, massive.” Desirability Dennis and Dave were diplomatic, but you don’t have to read too closely between the lines to know that there was no possibility of a trade of pink slips on this particular afternoon. “The desirability of the driving experience this car offers is very high. I just need to find one with pedals that are in front of my feet rather than in the passenger’s side,” Dave said. “I have three 928s. Enough said. But, the 928 requires some active mental discipline to achieve the ‘total immersion’ experience that comes effortlessly when driving the Ferrari. If I could only have one car, it would be a 928.
But if I can have four, it’ll be three 928s and a Ferrari.” “Because I have a Carrera 2, I wouldn’t run out and buy a 928-the Carrera answers a lot of that need for me,” Dennis said. “If I wanted a GT, I would certainly consider a 928 as a cruising GT car. The 928 is a very nice car for cruising, a fine track car that you can drive to and from the track. My wife would love this car. This is a touring car that lives up to the GT tag.”
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Porsche 928-4 Prototype While seemingly at odds with the Porsche’s roots as a sports car maker, the Panamera Sport Turismo wagon seems like a great fit in the brand’s lineup because of its combination of style and extra utility. But the company has toyed
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with the concept of offering a longroof variant of an existing model before. A one-off 928 shooting brake (currently in Porsche’s warehouse) called the 9284 was built in 1984 as a 75th birthday present for Ferry Porsche.
The Porsche Development Centre in Weissach, Germany, started on this birthday present by taking the existing 928 S and stretching it by 250 millimetres. The designers used the extra space to fit a pair of more comfortable rear seats
inside. They also made the B-pillar more upright, so it was easier to get back there. A higher roof ensured that occupants had enough headroom, and a rear hatchback made the most of the bigger boot. Up front, fixed headlights replaced the production 928’s pop-up units. Ferry Porsche must have liked the colour green because a dark shade of it covers the exterior and much of the cabin, including the leather trim and carpet. Despite the extensive body modifications, the company left the powertrain the same as the standard 928. The 5.0-litre V8 produced 306 horsepower, which allowed for an estimated top speed of 162 miles per hour. Quite respectable for its day.
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Porsche has proven that performance can also be experienced on four full-value seats since the introduction of the Cayenne, Panamera and Macan. But the vision itself goes even further back. Porsche had already thought about creating a sports car feeling for four when it designed the Type 356.
Story:Porsche AG Photos: Porsche AG
Four Wins 356 Type 530
This 356 was different. It had larger doors, a lengthened wheelbase and the roof was raised slightly at the rear. And even if the vehicle with the internal designation Type 530 still had two doors, it marked the start of the vision of a Porsche for four at the start of the 1950s. Ferdinand “Ferry” Anton Ernst Porsche himself had the great desire that a sports car should also offer space for families. After all, he became a father himself at the age of 26 and attached great importance to family life – as well as to sporty driving. Initially, development of a Porsche with four full-value seats was slow to get moving.
Type 754 T7
After the era of the 356 and the 530 prototype, the next attempt was made in 1959. The Type 754 T7 was developed under the direction of Ferry Porsche’s son, Ferdinand Alexander. The basic features already reflected its soon-tofollow successor: the Porsche 911. Its characteristic front end up to the A-pillar and the fastback make it possible to recognise up to the present day that the T7 was already very close to the goal of the sports car icon. In order to create more space, further attempts were made and the Types T8 as a 2+2-seater and 40
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the T9 as a full-value four-seater were developed in parallel. Ferry Porsche personally approved further development of the T8 in 1961. This in effect represented the birth of the 911.
928 S
With the presentation of the 928 in 1977, which was actually intended to replace the 911 after more than 14 years, a new chapter started in the search for a full-value four-seater model. In 1984, Porsche decided to build a more comfortable variant of the 928. The result was a two-door saloon with four seats. A one-off model was completed punctually for Ferry Porsche’s birthday in 1984. A two-door saloon with four seats as a more comfortable variant of a 928 S. However, the gift from the employees to the company patriarch did not make it into series production.
928 H50
At the same time, a new variant of the 928 increasingly took shape. In 1986, there were two types with four doors and different rear ends on the drawing board in Zuffenhausen. However, after extensive development tests, Porsche also discarded this attempt in 1989: the rigidity of the 928 body was not convincing. A model of the two prototype designs, a black four-door vehicle with estate-type rear end, is still in the museum collection today.
989
While sports car history was still being made in parallel, new attempts were made to establish a Porsche for four. With a 300 PS 3.6-litre V8 engine at the rear, the Type 989 created by Harm Lagaay was ready to set an important milestone as the first four-door Porsche. This time everything seemed to have been done the right way. But Wendelin Wiedeking stopped the start of factory production for economic reasons upon taking up his position in the Executive Board. In 1993, all efforts were needed for the new model lines Boxster and Carrera. At the end of the 1990s, there was a renaissance of the Porsche for four. The version of a Porsche with four full-value seats remained alive in the drawers of the company. After the launch of the Cayenne in 2002, a further spacious dream went into series production in the summer of 2009: the Panamera. Its development shows that sometimes the time was not yet ripe or that internal circumstances sometimes thwarted bold plans. But Porsche always believed in a sports car for four and finally realised this vision. And the range was even recently electrified: with the Taycan.
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Story:Porsche AG Photos: Porsche AG
How to be a Sim Racer Sim racer Max Benecke grew up around motorsport, attending races, tuning into F1 with his family and even driving a go-kart as a youngster. But the financial realities of progressing onto the track at a professional level soon put an end to his real-world racing aspirations. “I always had a console at home though,” reveals the 26-year-old, who lives near Frankfurt. “And I was addicted to racing games. In the early 2000s I got into Gran Turismo 4 and this is where I began to get competitive. I always wanted to be the best, but at a certain point racing against the AI gets boring.”
own merit, thrusting the sport into the headlines with world famous drivers competing in front of increasingly large online audiences. Now Benecke regularly finds himself driving wheel-to-wheel with the likes of Formula One stars Max Verstappen and Lando Norris. “It’s great to drive against them,” Benecke says. “They can give you really good input into the car. But I’ve also learned a lot from watching people race in real life – the racing lines, braking points and how much speed to carry through the corners. There are plenty of parallels between virtual and real racing.”
In 2009, Codemasters released ‘F1’, the officially licensed F1 racing game, and Benecke began racing online in various digital leagues that were soon popping up around the world. He formed firm friendships with various competitors, many of whom are now working and racing with him today.
So where do people like Benecke find their edge? “Sim racing is a lot about practice,” he explains. “It’s really about setting up the car, driving five or six laps and looking at your pace. Then repeating this for hours and hours, where in real life, because you have limited track time, it’s more about the feeling you have in the car and how quickly you can find the limit. “It depends on the level of competition and how much time we have, but for the Esports Supercup we do a lot of laps. Before the opening round in Barcelona, when we only had a week before the race, I was driving eight to nine hours a day in the sim. You get to the limit after five or six hours, but then you have to find those last few tenths in the set-up, which can be really frustrating. We generally do between 30 and 40 hours of practice for each race.”
Benecke’s reputation began to grow as one of the very best online sim racers, but it was still a relatively unknown discipline that was failing to attract the attention of major names in motorsport. “The 2018 Porsche Sim Racing Trophy was a changing point. Porsche said we have to do a bit more. They put out the Esports Supercup and the Porsche SimRacing Summit in 2018 too – it was an important moment when big brands began to get behind sim racing.” And then, of course, came Covid-19. The cancellation of all physical motorsport arrived at the precise moment that sim racing was gaining real traction on its 42
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Benecke now races for Team Redline, which has nine drivers, Verstappen among them, and staff employed solely to study their cars’ telemetry and improve the set-up. It’s a serious business, complex
and involved and now with plenty to play for as prize pots grow exponentially and professional careers are forged. Here, Benecke shares his top tips on everything from how to get started in sim racing to getting the best from yourself and your car. Getting started “I recommend buying a game that isn’t too expensive – Codemaster F1, Gran Turismo or Asseto Corsa – where you only pay once. Then buy yourself a cheap wheel and pedal combination set –Logitech or Thrustmaster sell them for around 200 euros. It’s what I did and is great for getting started. Then, just drive. And drive against others and see how you feel. If you like it, you can always upgrade, but just make sure that you’re dedicated enough before you start to really invest. “If you feel that sim racing is something you’d really like to pursue, upgrade your game. ‘iRacing’ is quite expensive – you pay monthly or yearly on subscription and you have to pay for cars and tracks additionally, so there can be a lot of money going out! I think iRacing is the best platform in terms of competition. It has a unique system that enables you to drive all the time and matches you to other drivers. And other companies are now really investing in it. “Start to think about upgrading your hardware. I would always recommend you change your pedal system first because having better gas and brake pedals makes a huge difference to any car on any game. Then upgrade to a better wheel system
– and only then maybe consider a triple screen set-up. But as a beginner, start cheap and see if you like it!” Set-up
stiffness and downforce is having in the corners, on the attitude under braking and during turn in. It can be intimidating to start with if you’re on your own, but it’s worth committing some time to.”
“There’s a lot you can change on your car in iRacing, from tyre pressure and ride height to roll stiffness, camber and toe and wing settings. And for every element of the set-up you can go in many different directions. It can be hard to figure out what works from track to track, but as a general rule, if it has faster corners, make sure your set-up isn’t too soft to stop the car sliding away on exit. And conversely, on slower tracks have the car a bit softer or it will bump all the time.
“You can feel the differences when you’re driving, but the key to getting the right set-up is to put in really consistent lap times. When we change something in the set-up we go out and drive five laps and pit. And if those five laps weren’t all within one tenth of a second it’s almost useless. So, if you can’t be that consistent, then the telemetry really does help you see what’s happening.”
“You can set your wing from one to nine, with one being the lowest level of downforce. With a track like Donington, for example, you want to go close to the maximum because you need all the available downforce. But on a low downforce circuit like Le Mans a wing set of nine will cost you 5-7 km/h on the straights, so you’ll lose a lot of time on a four-minute lap. There you want a two or three wing setting.
“Learn from others: watch what other drivers are doing, especially with the brakes. When I first came to iRacing my braking was a huge issue. Ninety per cent of the time you lose is on the brakes, so make sure your braking is absolutely on point. It’s the slow in, fast out method. You know the drill!
“You can log the telemetry of the car to help get your set-up right. Watch what happens to the tyre temperatures and tyre wear. It will tell you what effect the car’s
Technique
“In terms of driving style, master your line and use every bit of the track. If there’s a kerb on the entry to a corner, use it. Go almost onto the grass to make the best of every corner. Use all the space available wherever possible and try to brake at exactly the same point on every single lap.
“There’s not much of a difference between qualifying and the race in sim racing, except for fuel. In a race you start with 50 or 60 litres against seven or eight in quali, and depending on where the tank is you’re going to have a different feeling from the car. You’ll either lose downforce in the front or rear, so practice both to have a feeling for the car in either situation.” “Try to be as smart as you can, thinking not just about your braking point but what your opponent is doing. Ask yourself, if you were behind right now, what would you do in this precise moment? There is a lot of thinking behind passing and defending. Try to think two or three corners ahead too, so you know when you’re going to have the inside line. Put the guy in front under pressure by letting him know you’re there. And be patient!” “I’ve said it before, but the single most important thing you can do if you want to progress in sim racing is to keep practicing. Have as professional an approach to it as you can. Be dedicated, stay fit, stay positive and remember to enjoy it! Do all this and the opportunities will open up for you.”
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Worlds Fastest Production Cars by Decade Story: Mihai Andrei - (Feature Post, Technology) Cars have revolutionized the world we live in, and fast cars have fascinated people since the very beginning — often times for no real reason other than fame and glory. Let’s be honest — how often will you get to drive your car at 300 km/h, even if it’s able to go that fast? No matter the reason, we like fast cars, so let’s learn a bit more about them. Here’s a list of the fastest production cars, decade by decade. 1880-1889 | Horse carriage | 10-30 mph (16-48 km/h) I know, I know, this is not a car, it’s a horse-drawn carriage — but we needed a reference point. This is the Benz Motorwagen, one of the sleekest carriages ever made. There’s no definite maximum speed for carriages, but since speciallybred horses can reach some 40 mph free, it seems safe to say that 30 mph should be the top speed with the weight of the carriage and the passengers. It’s a real piece of art and history, but let’s move on to some real cars! 1890-1899 | Stanley Runabout | 35 mph (56 km/h) Oh yeah, now we’re talking! F.E. and F.O. Stanley were twins born in Kingsland, Maine, on June 1, 1849. They operated a dry-plate photographic business in Massachusetts until they entered the car industry in 1896 with a splash. They developed this magnificent car with a steam engine, the best option considering the available technology at the time. Steam engines often have fewer than 25 moving parts, so this powerful engine for its time was quite simple in essence, though its complexity was impressive. In 1897 the duo began producing automobiles in Massachusetts, selling over 200 by the fall of 1897. 1900-1909 | Mercedes-Simplex 60HP | 73 mph (117 km/h) The Mercedes Simplex was an automobile produced from 1902 to 1909 by the Daimler Motoren Gesellschaft (DMG, Daimler Motor Society, a predecessor 44
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of Daimler-Benz and Daimler-Chrysler). It continued the use of the Mercedes name as the brand of DMG, rather than Daimler. This car featured powerful engines, with power ranging from 40 (at 1300 rpm) to 60 horsepower. It used a magneto-electric spark ignition system, with a single spraynozzle carburetor. It represented quite a step forward at the time, being quite unlike any other vehicle in its day. Because of this, the Simplex quickly became popular with royalty, nobility, and the other creme de la creme of the day. Needless to say, this car cemented the dominance of Mercedes in the field of automobiles, a legacy the company carries to this day. 1910-1919 | Austro-Daimler Prince Henry | 85 mph (136 km/h) In 1911 Austro-Daimler began producing the Prinz Heinrich (in English: Prince Henry) model; this car featured an overhead cam 5,714-cc four-cylinder engine developed by Ferdinand Porsche. The car’s production figures suffered during the First World War as the 4,500 workers of Austro-Daimler contributed in large numbers to wartime production. Unfortunately, soon after that, the company began collapsing. Still, this car remains an epitome of the luxury and technological prowess of its time. 1920-1929 | Duesenberg Model J | 119 mph (191 km/h) The Duesenberg Model J is a luxury automobile made by Duesenberg. Created in 1928, the car was meant to compete with the most powerful and elegant cars of the time, and it did an amazing job at that. Unfortunately for the company, the car was introduced just a few years before the stock market crash that led to the Great Depression and was sold only until 1937. Although smaller than other engines of the time, it generated 265 hp. This made the car amazingly fast for its time. It was dominant and had all you could want in a high-end car. It could have become a staple, cherished to this day, if not for the circumstances of the time. 1930-1939 | Duesenberg Model SJ | 140 mph (225 km/h) You’re probably starting to notice a trend for these last few cars. The Duesenberg J was so dominant at its time that the company did what every respectable car company would do — they pimped it out. The SJ had a 320 hp, inline, eight-cylinder engine with a centrifugal supercharger, a three-speed manual transmission, beam-type front, live rear axles with semi-elliptic leaf springs, and four-wheel vacuum-assisted hydraulic drum brakes. Interestingly enough, the car was initially designed for Mae West, who ultimately declined the design. Joke’s on her, right?
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1940-1949 | Jaguar XK 120 | 132 mph (214 km/h) Perhaps the best testament to how dominant the Duesenberg was at its time is that for the next decade, no one could create a faster car — although, in all fairness, no one really cared about that during WWII. After the war, it was time for the Jaguar to rise to prominence. The XK was sold between 1948 and 1954. It was Jaguar’s first sports car since the SS 100, which ceased production in 1940. For high speeds, the windshield had to be folded down, which must have given riders quite a thrill. 1950-1959 | Aston Martin DB4 GT | 153 mph (246 km/h) High speed and high class seem to go hand in hand, and the Aston Martin DB4 GT was the epitome of both. With supreme class and luxury, it was the undisputed ruler of the highways, and even today, they are sold at lavish auctions for dazzling prices. Due to the huge popularity, huge price tag, great look, and rarity of the DB4 GT, many replica cars have been constructed, and even those replicas sell extremely well. 1960-1969 | Ferrari 365 GTB/4 “Daytona” | 174 mph (280 km/h) Of course, no “Fastest” list would be complete without at least one Ferrari. Better known as the Ferrari Daytona, The Ferrari 365 GTB/4 was a traditional front-engined, rear drive car. The car achieved fame not only for being the fastest of its decade but also for being driven by Dan Gurney and Brock Yates in the inaugural Cannonball Baker Sea-To-ShiningSea Memorial Trophy Dash. The event showcased not only the car’s maximum speed but also its capacity to maintain high speeds over long periods of time. The duo won with an average speed of 80.1 miles per hour (129 km/h), completing the distance from New York to L.A. in 35 hours 54 minutes (2,876 miles (4,628 km)). 1970-1979 | Ferrari GT4 Berlinetta Boxer | 175 mph (281 km/h) Ferrari continued to assert its dominance over the next decade as well. Amidst hotter and hotter competition, in which Lamborghini said its Countach could do 200 mph (and it couldn’t), it was again Ferrari who took the crown. It’s worth noting that no BB was ever originally sold in North America, as Enzo did not believe it to be worth the cost of complying with the extra environmental and safety regulations. Today, he’d probably sell it only in the US.
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1980-1989 | Ferrari F40 | 202 mph (325 km/h) Its direct competitor, the Porsche 959, was almost just as fast at 200 mph, but Ferrari again took the crown. An endless debate emerged between which one was better, and that debate still hasn’t been answered today; but in terms of speed, the Ferrari F40 takes the crown. 1990-1999 | McLaren F1 | 240 mph (386 km/h) An emblematic car, the McLaren F1’s speed was only limited by its engine rpm — it was so aerodynamic that wind resistance was almost negligible. It was so amazingly fast that it won the LeMans not only in its class but also in the prototype class, something which was unheard of for a streetcar — to this date, this is considered one of the most incredible feats in motorsports. In 1994, the British car magazine Autocar stated in a road test regarding the F1, that “the McLaren F1 is the finest driving machine yet built for the public road” and that it “will be remembered as one of the great events in the history of the car, and it may possibly be the fastest production road car the world will ever see.” But it wasn’t. 2000-2009 | Shelby Super Cars (SSC) Aero | 257 mph (414 km/h) The SSC Aero came with a bang, and to this day, it lost the title of ‘fastest production car’ by just a scratch. The SSC Ultimate Aero held the title of the fastest production car in the world from 2007 until the Bugatti Veyron came out in 2010. Simulation and testing at NASA’s Virginia facility had shown the Ultimate Aero TT theoretically capable of attaining approximately 273 mph (439 km/h), enough to surpass the production car record-holding Bugatti Veyron’s 253.7 mph (408.3 km/h). 2010 – 2019 | Bugatti Veyron 16.4 Super Sport | 268 mph (431 km/h) The original version had a top speed of 407 km/h (253 mph), but the superspeed version went even further. The Veyron features an 8.0-liter, quad-turbocharged, W16 cylinder engine, equivalent to two narrow-angle V8 engines bolted together. Each cylinder has four valves (for a total of 64), but the VR8 configuration of each bank allows two overhead camshafts to drive two banks of cylinders so only four camshafts are needed. It’s a monumental car, and a spectacular engineering achievement by all standards. An honorable mention goes to the Hennessey Venom GT, which recorded a top speed of 270.49 mph (435.31 km/h) — but only in one direction (runs
in both directions need to be achieved to compensate for the wind speed) and only 16 cars have been ever sold — too little to be considered a production car.
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Porsche Tapiro Concept The Porsche Tapiro is a concept car designed by Giorgetto Giugiaro, built by Porsche and displayed at the 1970 Turin Motor Show. The Tapiro is powered by a longitudinally mounted air-cooled 2.4 liter flat-six engine producing 164 kW at 7,800 rpm, has a 5-speed manual transmission, rear wheel drive and independent suspension. The Tapiro started out in life as a Porsche 914/6 before going through some drastic changes. It went on to influence a great deal of Giugiaro’s own designs, including big names like the Maserati Boomerang and the DeLorean DMC-12. Compared to the car upon which it was based, the oneoff Tapiro was almost eight centimeters longer and 10 cm wider, while retaining the same wheelbase. It was lowered by 10 cm and was the first car to have a “seagull wing” opening for the doors and the rear panels of the engine compartment. Glass was an important design element used by Giguiaro and it is most evident when you look at the Tapiro from above. The back of the car also had a wide plexiglass area, while at the front there was a functional air intake installed on the upper section of the windscreen. While the regular 914 had either a VWsourced flat-four 1.7-liter engine with 60 kW or a larger 2.0-liter flat-six Porsche mill with 82 kW at the time of its launch, the Tapiro received a beefier 2.4-liter unit rated at 164 kW available at 7,200 48
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rpm. A fully functional car, the concept was engineered with a five-speed manual gearbox and had an official top speed of 245 kph. Following its world premiere at the Turin Motor Show in 1970, the car made its U.S. debut a year later at the Los Angeles Imported Automobile and Sports Car Show. In 1973, it made an appearance at the Barcelona Motor Show before being sold to Waldo de los RĂos, an Argentine composer. This is where the story gets a bit murky as some are saying the car was crashed in an accident while others believe it was the victim of a firebomb in Madrid. An image of the aftermath suggests the
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second scenario is the most plausible as the body appears to have suffered only from the fire. There were plans to restore the car, but these fell through. Ultimately, the Tapiro was sold back to Giugiaro and it was on display for a while, mounted on a pole, outside the company’s headquarters. Sad end for this one off Porsche wonder.
Protection
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Protection
Shape Shifter 912 Some people have way to much time on there hands as we can see from our ‘good old boy’ Karl Gaskins efforts with his Porsche 912. Karl bought his then-beige Porsche 912 new in 1966, trading off a 1953 Studebaker Starlight Coupe and a splitwindow Beetle to acquire Porsche’s flatfour special. The 912 is frequently praised for its handling given that it’s lighter and less tail-happy than the flat-six flagship 911 that the 912 shares its great-looking body style with, but Karl soon grew to dislike that slow four-cylinder engine. The flat-four wouldn’t hold a tune, perpetually leaked from its valve cover gaskets and pushrod tube seals, plus the heater kept putting an oily haze on the inside of the windshield. “The worst part was that a Toyota Corolla could outrun it,” Gaskins wrote. Ouch! So, he set about fixing that the best way he could: by getting rid of that Porsche flat-four. Its first replacement was a Corvair engine, which was also aircooled and horizontally-opposed but the end result was not to his liking and proved to be too much for the 912 clutch. So Karl stopped driving his 912 in 1978 with the intention of making the car exactly like he wanted it next time. He revived his 912 project in the early nineties purchasing a Cadillac Eldorado for its 500ci engine and transaxle, but never quite figured out how to make a decent rear suspension with this setup. He still wasn’t happy with the big, obsolete Caddy engine, either.
The next idea for the 912 came courtesy of Patrick Motorsports in Arizona. They were flipping the ring and pinion on Porsche 930 transaxles to stuff small block V8 engines into mid-engine Porsche 914s. Never mind that the 914 was the entry-level successor to the 912 which used a completely different drivetrain layout: Gaskins now wanted to convert his rear-engine car to mid-engine. So in 1995, Gaskins bought a limited-slip, four-speed 930 transaxle with a custom shifter and cable assembly for the 912, along with an adapter to use a small block Chevy V8 with it. Gaskins extensively modeled his project, adding meaty fender flares and removing the bumpers in favor of flat, streamlined panels. Instead of extensively bending the metal to create the wheel arches, Gaskins used a series of flat aluminum pieces bolted together in a fan shape to make the more complicated parts of the body. Originally, Gaskins tried to make the rear fenders out of four pieces of aluminum, but Karl’s attempt to make those curve around the fenders resulted in deformed metal that wasn’t going to hold its shape well. Karl added a new metal firewall to move the engine forward. It featured a removable panel to allow easier access to the front of the engine. The original 912 rear window and rear quarter-windows were removed in favor of a new rear window over the new firewall as well. Karl had a reason for adding such a radical widebody: he also upgraded
the suspension, steering, and brake components to those of a wider 1981 Porsche 911 SC. Another 911 SC was the donor of a rear torsion bar tube with all the mounting points for the SC swing axle and brake assemblies. Karl welded his new 911 SC torsion bar tube to the subframe 12.5 inches back from its original location, and cut out the center of the tube between the subframe rails so the new engine block and oil pan would fit. This is what ultimately stretched the wheelbase of the car. Life got in the way of finishing the car at the time as the Gaskins family built a house and put two sons through college— but the project 912 certainly wasn’t forgotten. About eighteen years later, Karl revived his hilarious franken-build. By then, the GM LS engines were all over the place, and he switched to a junkyard 6.2 Escalade V8. Clearly, this was the answer to Karl’s power problem. The 912 would have twice the number of cylinders and nearly four times the displacement it did when it was stock. The Escalade’s L92 engine also made upwards of 550 horsepower—nearly five and a half times what the stock 912 engine made on a good day. Gaskins’ finished car weighs only around 2,400 lbs, and he says he only spent around $15,000 over the life of the car to get it done. Best of all, he proved that you can completely rework a Porsche at home, on a budget, such that you can still have fun with it afterwards and not feel like you’re ruining the car (really!!!! Ed).
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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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Technology Explained: Carburettors Story:Josh Barnett – www.total911.com From the Solex of pre-1967 cars, to the Webers of early 911Ss and Zeniths of later 911Ts, the air/fuel mixture in Porsche’s early flat six engines was fed into each cylinder by a pair of three-choke carburettors. A carburettor’s job is to mix together air and fuel before it is pulled into the cylinder during the intake phase of the internal combustion cycle. Making use of the Bernoulli principle (the same scientific tenet that explains how an aerofoil creates lift/downforce), the inside of a carburettor is shaped like an hourglass, with a narrow section at its centre creating a venturi. At this narrowing, the air travelling through the carburettor is forced to speed up. When this happens, thanks to the Bernoulli Principle, the higher velocity air creates a low-pressure zone, forcing a vacuum effect that draws petrol out of the float chamber,
through a jet and into the intake tract of the carburettor. Airflow through a traditional carburettor is controlled by two butterfly valves. On a downdraft unit, where air flows in from the top-mounted velocity stacks as per a Porsche 911, the uppermost butterfly valve, mounted about the venturi, is the choke. This is used to prevent airflow during cold starts when engines need a rich mixture (more fuel per unit of air) in order to start. However, in all carburetted 911s, the choke is removed, simply leaving the throttle butterfly valve mounted below the venturi and main intake jet. Whenever the intake valves in the cylinder head opens, the suction created by the downward movement of the piston, sucks air into the top of the carburettor. As the throttle pedal is pressed, the valve
inside the carburettor rotates, increasing allowing more air to flow through the venturi, sucking in more fuel from the float chamber. Mounted to the side of the carburettor’s body, the float chamber is a reservoir filled with fuel, from which the petrol is sucked into the venturi. The chamber’s name comes from the float that is used to control the level of fuel stored inside the reservoir. As the float drops, it pulls down on the float arm, opening up a float valve. Fuel can then be fed into the float chamber via the pressurised fuel line. Carburettors were a simple mechanical system for mixing fuel and air however, Porsche quickly began phasing them out in favour of mechanical fuel injection in a move designed to improve throttle response.
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106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com
0418 891 466
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Direct Fuel Injection Story:Josh Barnett – www.total911.com In a traditional petrol injection engine, fuel is injected into the intake manifold where it mixes with air. This air-fuel mixture is then transferred into the combustion chamber when the intake valves open. This basic fuelling principle has been used on Porsche 911s since the introduction of the ‘E’ in 1968, the first road-going offering from Zuffenhausen to feature Bosch fuel injection. For the second-generation 997 though, Porsche made the move to direct fuel injection (DFI), the first major revision to the sports cars injection technology in 40 years. DFI, as the name suggest, injects the petrol straight into the combustion chamber, leaving pure air to be fed through the intake manifold. DFI technology first made it onto the second generation of Porsche 997 Carrera.
By injecting petrol directly into the cylinder (at pressures up to nearly 2000psi) better homogeneity of the air-fuel mixture is achieved. This creates a leaner mixture than standard fuel injection, resulting in improved fuel economy. Similarly, the cone angles of the 9A1 engine’s multi-hole injectors have been specifically calculated to optimise torque, power output, fuel consumption and emissions. DFI is able to inject the fuel closer to the source of ignition (the spark plugs) producing a more even flame front. Because of this, the fuel mixture is burnt more completely, increasing efficiency, reducing emissions and improving power output. DFI also enhances combustion chamber cooling, allowing greater compression ratios to be used, again resulting in increased efficiency and power.
Injecting the fuel straight into the combustion chamber allows the DFI system to engage multiple injector pulses during a single combustion phase. In the 9A1 engine, Porsche utilises up to three pulses during cold starts and high engine loads, the former to speed up catalytic converter heating, the latter to optimise torque. The engine management system is able to individually regulate the injection timing for each cylinder in the flat six, while the injection rate for each bank can also be controlled. To make sure that the fuel is being burnt as efficiently as possible, emissions are monitored by Lambda sensors in the exhaust system which feed back to the control unit, allowing for accurate adjustments to be made to the mixture.
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Strange Road Rules Now you might think that here in Australia we have a lot of road rules, and you would be right. But on the whole at least most of our road rules make sense. Other parts of the world have their own unique take on road rules, as you will see below.
Russia. The Russians must have missed the western idiom, ‘a little mud never hurt anyone’. Drive a dirty car in the country and it’ll cost you around 2000 roubles (that’s around $40).
Here’s a little known local road law that makes sense when you think about it, but for some reason still brings a smile to my face. “You must not lead an animal from a vehicle, including a bicycle”. Clearly if you got this wrong it would likely end very badly for the animal you are leading, and if you’re on a bike, probably you also.
Cyprus. Most of us wouldn’t hesitate to reach for the water bottle and take a drink when driving. Do so in Cyprus however, and you could find yourself with a hefty fine. The country has made it illegal to eat and drink behind the wheel – even in the heat of summer. 56
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Scandinavia. Ever noticed that Volvos always have their lights on? That’s because they can’t be switched off. Scandinavian traffic laws require lights to be on at all times, due in part to the region’s gloomy conditions for a large majority of the year, but also for general safety.
Germany. A German autobahn is no place to be should your car run out of juice. Despite being famously free of speed restrictions, autobahns are ruthlessly efficient and governed by a number of serious laws. Run out of fuel, and you face a six-month driving ban or up to five years in prison.
America. You may curse them when you’re running late, but red lights mean stop. Not stopping could have serious consequences. But in the USA, you can turn right on a red, as long as the road is clear of pedestrians and traffic.
Denmark. Generally speaking in Australia checking beneath your car for human activity is not normal behaviour. In Denmark however, road safety officials have thought of every eventuality – making it a legal requirement to check for people beneath your car before starting the engine.
USA. In the USA, driving laws vary from state to state. In some it is an offence to keep alcoholic beverages in the ‘cab’ of a car. So if you’re cruising down Skyline Drive, with the wind in your hair and John Denver on the stereo, stick that six-pack of Bud Lights in the boot (which is known as the ‘trunk’ when you’re Stateside).
Singapore. Come within fifty feet of a pedestrian in Singapore and expect a whopping fine as well as several angry catcalls from the rambler in question. The city is cleverly designed to keep motorists well away from pedestrians, and has one of the smoothest and most efficient road networks in the world. France. If you’re pottering down to Poitiers, be aware that ‘drivers of all motor vehicles and motorcycles must carry a breathalyser’. If you don’t show the gendarme your kit when asked, you’ll get fined. France. In France, children under 10 are not allowed to travel on the front seat of a vehicle without a special child restraint. The only exception is if the vehicle has no back seats (so they’re ok in your Lotus), no rear seatbelts (isn’t that illegal?) or if the rear seat is already occupied with children under 10 (wearing seatbelts, presumably).
Spain. In one-way streets in some Spanish cities you can only park on the side of the road where houses have uneven numbers on uneven days of the month, and on the side of even numbers on even days. Got it?!
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ROLL ROLL OF OF HONOUR HONOUR
2014/152014/15 D. Herreen D. Herreen Past Presidents Past Presidents HillclimbHillclimb Champion Champion 2015/162015/16 R. Paterson R. Paterson 1974/751974/75 D. Christison D. Christison 2004/052004/05 J. PalmerJ. Palmer 2016/172016/17 D. Herreen D. Herreen 1975/761975/76 D. Christison D. Christison 2005/062005/06 J. PalmerJ. Palmer 2017/182017/18 S. Thiele S. Thiele 1976/771976/77 D. Christison D. Christison 2006/072006/07 J. PalmerJ.&Palmer M. Ewer & M. Ewer 2018/192018/19 N. Goodall N. Goodall 1977/781977/78 P. DennisP. Dennis 2007/082007/08 A. SparksA.&Sparks M. Ewer & M. Ewer 1978/791978/79 B. Clements1 B. Clements1 2008/092008/09 G. KeeneG. Keene Lady Competitor Lady Competitor of the Year of the Year 1979/801979/80 B. Clements B. Clements 2009/102009/10 A. Plate A. Plate 1990/911990/91 S. GentileS. Gentile 1980/811980/81 T. Klaveniek T. Klaveniek 2010/112010/11 N. Goodall N.&Goodall O. Sheahan & O. Sheahan 1991/921991/92 P. Klaveniek P. Klaveniek 1981/821981/82 T. Lynas T. Lynas 2011/122011/12 R. Paterson R. Paterson 1992/931992/93 J. Nicholls J. Nicholls 1982/831982/83 T. Lynas T. Lynas 2012/132012/13 R. Harrison R. Harrison 1993/941993/94 L. Scammell L. Scammell 1983/841983/84 T. Lynas T. Lynas 2013/142013/14 R. Paterson R. Paterson 1994/951994/95 L. Scammell L. Scammell 1984/851984/85 T. Lynas T. Lynas 2014/152014/15 A. Trimmer A. Trimmer 1995/961995/96 L. Scammell L. Scammell 1985/861985/86 J. Nicholls J. Nicholls 2015/162015/16 R. Paterson R. Paterson 1996/971996/97 A. SparksA. Sparks 1986/871986/87 B. Lynas B. Lynas 2016/172016/17 S. HeveraS. Hevera 1998 to 2004 1998 Not to 2004 awarded awarded 1987/881987/88 P. Rosenzweig P. Rosenzweig 2017/182017/18 S. Thiele S. Thiele Past Presidents Past Presidents Hillclimb Hillclimb Champion Champion Lady Competitor Lady Competitor ofNot the Year of the Year 2004/052004/05 M. Ruediger M. Ruediger 1988/891988/89 T. John T. John 2018/192018/19 R.Edwards R.Edwards 1974/75 1974/75 D. Christison D. Christison 2004/05 2004/05 J. Palmer J. Palmer 1990/91 1990/91 S. Gentile S. Gentile 2005/06 2005/06 M. Ruediger M. Ruediger 1989/901989/90 T. John T. John 1975/76 1975/76 D. Christison D. Christison J. Palmer J. Palmer 1991/92 1991/92 P. Klaveniek P. Klaveniek 2006/07 2006/07 A. Sparks A. Sparks 1990/911990/91 T. John T. John Sprint2005/06 Champion Sprint2005/06 Champion 1976/77 1976/77 D. Christison D. Christison 2006/07 2006/07 J. Palmer J.&Palmer M. Ewer & M. Ewer 1992/93 1992/93 J. Nicholls J. Nicholls 2007/08 2007/08 A. Sparks A. Sparks 1991/921991/92 T. John T. John 2004/05 2004/05 J. Palmer J. Palmer 1977/78 1977/78 P. DennisP. Dennis 2007/08 2007/08 A. SparksA. & Sparks M. Ewer & M. Ewer 1993/94 1993/94 L. Scammell L. Scammell 2008/09 2008/09 A. Eime A. Eime 1992/931992/93 T. John T. John 2005/06 2005/06 M. Rooke M. Rooke 1978/79 1978/79 B. Clements1 B. Clements1 2008/09 2008/09 G. KeeneG. Keene 1994/95 1994/95 L. Scammell L. Scammell 2009/10 2009/10 A. Eime A. Eime 1993/941993/94 D. Eckert D. Eckert 2006/07 2006/07 J. Palmer J. Palmer 1979/80 1979/80 B. Clements B. Clements 2009/10 2009/10 A. Plate A. Plate 1995/96 1995/96 L. Scammell L. Scammell 2010/11 2010/11 A. Eime A. Eime 1994/951994/95 D. Eckert D. Eckert 2007/08 2007/08 P. Jaquillard P. Jaquillard 1980/81 1980/81 T. Klaveniek T. Klaveniek 2010/11 2010/11 N. GoodallN.&Goodall O. Sheahan & O. Sheahan 1996/97 1996/97 A. Sparks A. Sparks 2011-2019 2011-2019 Not awarded Not awarded 1995/961995/96 P. Dixon P. Dixon 2008/09 2008/09 O. Sheahan O. Sheahan 1981/82 1981/82 T. Lynas T. Lynas 2011/12 2011/12 R. Paterson R. Paterson 1998 to 2004 1998 to 2004 Not awarded Not awarded 1996/971996/97 P. Dixon P. Dixon A. Eime A. Eime 1982/83 1982/83 T. Lynas T. Lynas 2009/102009/10 2004/05 2004/05 M.the Ruediger Ruediger Club Person Club of Person Year ofM.the Year 1997/981997/98 P. Dixon P. Dixon N. Goodall N. Goodall 1983/84 1983/84 T. Lynas T. Lynas 2010/112010/11 2005/06 2005/06 M. Ruediger M. Ruediger 1987/88 1987/88 T. Nicholls T. Nicholls 1998/991998/99 P. Dixon P. Dixon 2011/12 M. Ewer M. Ewer Sprint Sprint Champion Champion 1984/85 1984/85 T. Lynas T. Lynas 2011/12 2006/07 2006/07 A. Sparks A. Sparks 1988/89 1988/89 K. Herbst K. Herbst 1999/001999/00 P. Kowalenko P. Kowalenko R. Reynolds R. Reynolds 1985/86 1985/86 J. NichollsJ. Nicholls 2012/132012/13 2004/05 2004/05 J. Palmer J. Palmer 2007/08 2007/08 A. Sparks A. Sparks 1989/90 1989/90 T. John T. John 2000/012000/01 P. Kowalenko P. Kowalenko 2013/14 2013/14 A. Trimmer A. Trimmer 1986/87 1986/87 B. Lynas B. Lynas 2005/06 2005/06 M. RookeM. Rooke 2008/09 2008/09 A. Eime A. Eime 1990/91 1990/91 T. John T. John 2001/022001/02 P. Brunnthaler P. Brunnthaler 2014/15 2014/15 D. Herreen D. Herreen 1987/88 1987/88 P. Rosenzweig P. Rosenzweig 2006/07 2006/07 J. Palmer J. Palmer 2009/10 2009/10 A. Eime A. Eime 1991/92 1991/92 D. Wallbridge D. Wallbridge 2002/032002/03 P. Brunnthaler P. Brunnthaler M. Curyer M. Curyer 1988/89 1988/89 T. John T. John 2015/162015/16 2007/08 2007/08 P. Jaquillard P. Jaquillard 2010/11 2010/11 A. Eime A. Eime 1992/93 1992/93 L. McDonnell L. McDonnell 2003/042003/04 M. Rooke M. Rooke T. Keynes T. Keynes 1989/90 1989/90 T. John T. John 2016/172016/17 2008/09 2008/09 O. Sheahan O. Sheahan 1993/94 1993/94 L. Scammell L. Scammell 2004/052004/05 J. Palmer J. Palmer 2017/18 2017/18 M. Rogers M. Rogers 1990/91 1990/91 T. John T. John 2009/10 2009/10 A. Eime A. Eime 1994/951994/95 L. Scammell L. Scammell 2005/062005/06 J. Palmer J. Palmer P. Panopoulos P. Panopoulos 1991/92 1991/92 T. John T. John 2018/192018/19 2010/11 2010/11 N. Goodall N. Goodall 1995/961995/96 P. Dixon P. Dixon 2006/072006/07 S. Elshaw S. Elshaw 1992/93 1992/93 T. John T. John Club Person Club Person of B. the Year of the Year 2011/12 2011/12Champion M. Ewer M. Ewer 1996/97 1996/97 B. Smith Smith 2007/082007/08 S. Elshaw S. Elshaw Club Champion Driving 1993/94 1993/94 D. Eckert D. Eckert Club Driving 1997/98 1997/98 P. Kowalenko P. Kowalenko 2008/092008/09 A. Sparks A. Sparks 1985/86 1985/86 T. Lynas T. Lynas 1987/88 T. NichollsT. Nicholls 1994/95 1994/95 D. Eckert D. Eckert Club Driving Club Driving Champion Champion 1987/88 1998/99 1998/99 H. Kowalenko H. Kowalenko 2009/102009/10 A. Sparks A. Sparks T. Lynas T. Lynas 1988/89 1988/89 K. Herbst K. Herbst 1995/96 1995/96 P. Dixon P. Dixon 1986/871986/87 1999/00 1999/00 D. Callow D. Callow 2010/112010/11 N. Goodall N. Goodall 1987/88 1987/88 D. Wallis D. Wallis 1985/86 1985/86 T. Lynas T. Lynas 1989/90 1989/90 T. John T. John 1996/97 1996/97 P. Dixon P. Dixon 2000/01 2000/01 J-A. Brunnthaler J-A. Brunnthaler 2011/122011/12 N. Goodall N. Goodall 1988/89 T. John T. John 1986/87 1986/87 T. Lynas T. Lynas 1990/91 1990/91 T. John T. John 1997/98 1997/98 P. Dixon P. Dixon 1988/89 2001/02 2001/02 M. Rooke M. Rooke 2012/132012/13 N. Goodall N. Goodall 1989/90 R. Catford R. Catford 1987/88 1987/88 D. Wallis D. Wallis 1991/92 1991/92 D. Wallbridge D. Wallbridge 1998/99 1998/99 P. Dixon P. Dixon 1989/90 2002/03 2002/03 K. Somerville K. Somerville 2013/142013/14 K. Obst K. Obst 1990/91 1990/91 T. Gentile T. Gentile 1988/89 1988/89 T. John T. John 1992/93 1992/93 L. McDonnell L. McDonnell 1999/00 1999/00 P. Kowalenko P. Kowalenko 2003/04 2003/04 C. Johnston C. Johnston 2014/152014/15 K. Obst K. Obst 1991/92 1991/92 T. John T. John 1993/94 1993/94 L. Scammell L. Scammell 2000/01 2000/01 P. Kowalenko P. Kowalenko 1989/90 1989/90 R. CatfordR. Catford 2004/05 2004/05 G. Cook G. Cook 2015/162015/16 K. Obst K. Obst 1992/93 1992/93 R. Catford R. Catford 1990/91 1990/91 T. GentileT. Gentile 1994/95 1994/95 L. Scammell L. Scammell 2001/02 2001/02 P. Brunnthaler P. Brunnthaler 2005/06 2005/06 N. Goodall N. Goodall 2016/172016/17 G. Crowe G. Crowe 1993/94 1993/94 T. Matthews T. Matthews 1991/92 1991/92 T. John T. John 1995/96 1995/96 P. Dixon P. Dixon 2002/03 2002/03 P. Brunnthaler P. Brunnthaler 2006/07 2006/07 R. Ruediger R. Ruediger 2017/182017/18 G. Crowe G. Crowe 1994/95 R. Paterson R. Paterson 1992/93 1992/93 R. CatfordR. Catford 1996/97 1996/97 B. Smith B. Smith 2003/04 2003/04 M. RookeM. Rooke 1994/95 2007/08 2007/08 J. Sheahan J. Sheahan 2018/192018/19 V. Moore V. Moore 1995/96 1995/96 R. Geue R. Geue 1993/94 1993/94 T. Matthews T. Matthews 1997/98 1997/98 P. Kowalenko P. Kowalenko 2004/05 2004/05 J. Palmer J. Palmer 2008/09 2008/09 R. Weekes R. Weekes 1996/97 P. Dixon P. Dixon 1994/95 1994/95 R. Paterson R. Paterson 1998/99 1998/99 H. Kowalenko H. Kowalenko 2005/06 2005/06 J. Palmer J. Palmer 1996/97 A. Seaman A. Seaman Motorkhana Motorkhana Champion 1997/98 D. Gilbert D. Gilbert 1995/96 1995/96 R. Geue R. Geue 1999/00 1999/00 D. CallowD. Callow 2006/07Champion 2006/07 S. ElshawS. Elshaw 1997/98 H. Kowalenko H. Kowalenko 2004/052004/05 M. Ewer M. Ewer 1998/99 M. Ewer M. Ewer 1996/97 1996/97 P. Dixon P. Dixon 2000/01 2000/01 J-A. Brunnthaler J-A. Brunnthaler 2007/08 2007/08 S. ElshawS. Elshaw 1998/99 B. Gare2001/02 B. GareM. RookeM. Rooke 2005/062005/06 M. Ewer M. Ewer 1999/00 M. Ewer M. Ewer 1997/98 1997/98 D. GilbertD. Gilbert 2001/02 2008/09 2008/09 A. SparksA. Sparks 1999/00 R. Pryor R. Pryor 2006/072006/07 D. Gilbert D. Gilbert 2000/01 M. Ewer M. Ewer 1998/99 1998/99 M. Ewer M. Ewer 2002/03 2002/03 K. Somerville K. Somerville 2009/10 2009/10 A.Sparks A.Sparks 2000/01 2010/11 2010/11 K. Obst K. Obst 2007/082007/08 P. Kowalenko P. Kowalenko 2001/02 D. Gilbert D. Gilbert 1999/00 1999/00 M. Ewer M. Ewer 2003/04 2003/04 C. Johnston C. Johnston 2010/11 2010/11 N.GoodallN.Goodall2001/02 2011/12 2011/12 R. Pryor R. Pryor 2008/092008/09 R. Paterson R. Paterson 2002/03 2002/03 M. Ewer M. Ewer 2000/01 2000/01 M. Ewer M. Ewer 2004/05 2004/05 G. Cook G. Cook 2011/12 2011/12 N.GoodallN.Goodall 2012/13 2012/13 J. Pierson J. Pierson 2009/102009/10 D. Gilbert D. Gilbert 2003/04 2003/04 M. Ewer M. Ewer 2001/02 2001/02 D. GilbertD. Gilbert 2005/06 2005/06 N. Goodall N. Goodall Motorkhana Motorkhana Champion Champion 2013/14 2013/14 J. O’Connor J. O’Connor 2010/112010/11 M. Almond M. Almond 2004/05 2004/05 J. Palmer J. Palmer 2002/03 2002/03 M. Ewer M. Ewer 2006/07 2006/07 R. Ruediger R. Ruediger 2004/05 2004/05 M. Ewer M. Ewer 2005/06 2014/15 2014/15 D. Wiffen D. Wiffen 2011/122011/12 R. Paterson R. Paterson 2005/06 M. Ewer M. Ewer 2003/04 2003/04 M. Ewer M. Ewer 2007/08 2007/08 J. Sheahan J. Sheahan 2005/06 2005/06 M. Ewer M. Ewer 2006/07 2015/16 2015/16 A. Seaman A. Seaman 2012/132012/13 R. Paterson R. Paterson 2006/07 M. Ewer M. Ewer 2004/05 2004/05 J. Palmer J. Palmer 2008/09 2008/09 R. Weekes R. Weekes 2006/07 2006/07 D. GilbertD. Gilbert 2007/08 2016/172016/17 R. Clements R. Clements 2013/142013/14 R Paterson R Paterson 2007/08 A. Sparks A. Sparks 2005/06 2005/06 M. Ewer M. Ewer A. Seaman A. Seaman 2007/08 2007/08 P. Kowalenko P. Kowalenko 2017/192017/19 Not awarded Not awarded 2014/152014/15 D. Herreen D. Herreen 2008/09 2008/09 G. Keene G. Keene 2006/07 2006/07 M. Ewer M. Ewer H. Kowalenko H. Kowalenko 2008/09 2008/09 R. Paterson R. Paterson2009/10 2015/162015/16 R. Paterson R. Paterson 2009/10 R. Paterson R. Paterson 2007/08 2007/08 A. SparksA. Sparks B. Gare B. Gare 2016/172016/17 D. Herreen D. Herreen 2010/11 N. Goodall N. Goodall 2009/10 2009/10 D.Gilbert D.Gilbert 2010/11 2008/09 2008/09 G. KeeneG. Keene 2010/11 2010/11 K. Obst K. Obst 2017/182017/18 S. Thiele S. Thiele 2011/12 R. Paterson R. Paterson 2010/11 2010/11 M. Almond M. Almond2011/12 2009/10 2009/10 R.Paterson R.Paterson 2011/12 2011/12 R. Pryor R. Pryor 2018/192018/19 J. Coote J. Coote 2012/13 R. Reynolds R. Reynolds 2011/12 2011/12 R. Paterson R. Paterson2012/13 2010/11 2010/11 N. Goodall N. Goodall
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PCSA PCSA RollRoll of Honour of Honour
2011/12 2011/12 R. Paterson R. Paterson
Honorary Honorary Life Members Life Members
Wayne ObstStuart Elshaw Kaz Herbst Wayne Obst David Gilbert David Gilbert Stuart Elshaw Trevor John Trevor John Kaz Herbst
PORSCHE PORSCHE REPORT REPORT PORSCHE REPORT 58 62
Signs With Attitude We have all seen the occasional sign that has made us look twice, but I’m sure you would agree the signs on this page just might make you look a third time. What were they thinking?
April - June 2020
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Story:Adrian Streather
Porsche Quiz 1: Who were the founders of the automotive manufacturing company Porsche KG? Answer: Louise Piëch nee Porsche and her brother Ferdinand
Answer: 914
2: What was the first engine type penned/designed solely by Ferdinand “Ferry” Porsche after WW2 and when? Answer: V8, 1948. 3: What was Ferdinand “Ferry” Porsche’s favourite car? Answer: Ford Galaxie imported from the USA. 4: The first five 356s were sold to a dealer in which company? Answer: Switzerland. 5: Porsche KG produced two water-cooled front engine 4-door prototypes for which American carmaker in the early 1950s? Answer: Studebaker.
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6: Ferdinand “Butzi” Porsche designed the 911 and what other Porsche type that went into production?
7: When Ferdinand “Butzi” Porsche was forced out of the company in 1972 what did he do? Answer: He created the company Porsche Design. 8: Which model went into production first and where, 924 or 928? Answer: Porsche 924 at the VW/Audi plant in Neckarsulm Germany 9: What was unusual about the V8 engine fitted to one of the 928 prototypes presented to the public in 1977, and what was its story? Answer: It was fitted with a Jim Reynolds all-alloy V8 engine originally paid for by Bruce McLaren and is what
REPORT
the Porsche and Mahle used as a blueprint for the 928 V8 engine. 10: What was the most expensive Porsche model sold by Porsche in the early 1990s? Answer: Porsche 944 Turbo Cabriolet. 11: When were welding robots introduced to the Zuffenhausen factory body-in-white production facility? Answer: September 1985. 12: In which model year were all Porsche 911 models fully robot-welded except for seam motorsports homologation welding? Answer: 1989 13: Which carmaker did Porsche AG engage as a consultant to help redesign its production line? Answer: Toyota.
14: Which Porsche model was the first to exceed 20,000 units in a single model year and in which year did this occur? Answer: Porsche 993. 15: In model year 1998 three Porsche types shared the same production line at the Zuffenhausen factory. What types were they? Answer: 993, 986 and 996. 16: In which model year was a portion of 986 Boxster production started in Valmet Finland? Answer: Model year 1998.