Porsche Report January - March 2022 by Composite Colour

OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA INC

Vol 47 Number 1: Jan - Mar 2022

t r o p PORSCHE e R

IS IS THIS THIS THE THE FF UU TT UU RR EE

911

E V ?

www.pcsa.asn.au

Jan - Mar 2022

PORSCHE

REPORT

PORSCHE t r o p e R

OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA INC

Volume 47 Number 1, Jan-Mar 2022

contents 3.

F ro m t h e E d i t o r

34.

11 things about 996

P re s i d e n t ’s R e p o r t

37.

Dinner at The Caledonian

P o r s c h e ’s a m b i t i o n 2 0 3 0

38.

Bremer ton Winery / not 911 Run

P o r s c h e c o d e

39.

Te c h n i c a l - B o x e r v ’s F l a t S i x

13.

P o r s c h e 9 1 1 V i s i o n c o n c e p t

41.

P o r s c h e N e w s ro o m - Ta y c a n 2 0 2 2

16.

M o t o r k h a n a 3 0 J a n 2 2

42.

Six Paint-to-Sample Porsches

19.

P o r s c h e a n d F 1

44.

2023 Porsche 911

21.

S p r i n t 1 M a l l a l a

46.

New GT3 Cup Racer

24.

P i c n i c R u n 2 7 F e b 2 2

48.

Carrera 2/4 – do you need it?

25.

P o r s c h e N e w s ro o m - Ta y c a n P ro d

51.

Roll of Honour

26.

P o r s c h e N e w s ro o m - E l e c t r i c 7 1 8

52.

Porsche 911 Hybrid?

28.

M a c a n To u r i n g

53.

First Drive – Cayman GT4RS

30.

S p r i n t 2 T h e B e n d

55.

2 0 2 2 C a r r e r a 4 G T S

32.

V i s i o n G r a n Tu r i s m o

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

Page 49

J a m M o t o r s p o r t P a g e 2 7

B u i k s M o t o r w o r k s P a g e 4 9

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

C a f a s s o M o t o r B o d y R e p a i r s

Page 50

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

Page IFC

C o l l e c t i n g C a r s P a g e 1 5

Richmonds Classic and Sports Cars

Page 6

C o p y w o r l d P a g e 1 2

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

Page 29

C u t l e r B r a n d s P a g e 5 7

S h a n n o n s I n s u r a n c e P a g e 1 9

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

S o u l G ro w e r s P a g e 2

Page 50

D e a d s h o r t E l e c t r i c a l P a g e 2 0

Jan - Mar 2022

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“Porsche Report” is the official magazine of The Porsche Club of South Australia Inc. (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Chris Baldwin Mobile: 0434 231 840 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

From the Editor As I review the contents of this, the first edition of Porsche Report for 2022, I am acutely aware of the multitude of facets to the activity of members of both the Porsche Club of SA, the wider Porsche community in SA and the national and global brand of Porsche AG. Whilst motorsport activity is the raison d’être for Porsche, it is by no means the commercial engine for the brand – that is well and truly the sale of Cayenne and Macan vehicles, with hybrid and electric powertrains (as you will see in the Porsche Newsroom articles). Taycan is now outselling the 911 in global sales, and the Porsche Taycan Turbo Cross Turismo is one of the most exciting vehicles to emerge on the market. What does this all mean for our Porsche community and Club in SA? Well, we cannot but be influenced by the shifting nature of both powertrains and vehicle design dynamics, as we look across the Porsche model spectrum, and ponder how that may ultimately impact the nature of our motorsport and other club activity for current and future members. That activity will and should reflect and cater for member vehicle models and their variety of uses and enjoyment. For example, how can PCSA activities better cater for the increasing number of club SUV owners? How will the increasing use of EV Porsches impact the format and nature of future motorsport activity? All food for thought. The cover of this edition pictures the futuristic design of the sexy Vision Gran Turismo for PlayStation’s Gran Turismo 7. Whilst it is a concept design for online platforms at present, does it represent design aspects of the future Porsche

911 EV, when and if it arrives? There is certainly no doubt, as we report in this magazine, that Porsche AG is seriously considering the future evolution of a 911 EV and/or Hybrid variant, as the 911 model designation is finally retired, sad as that maybe. As usual, we report on the motorsport and social activity of the Club over this first quarter, from the motorkhana and sprint events to the social runs to Bremerton winery and dinner at The Caledonian and Tower Hotels. We also look at the continued Porsche LMDh testing for entry to the WEC, the new Carrera 4 GTS and the Porsche Classic. To capture and report on the full variety of PCSA activity in a timely fashion for this magazine, we need volunteers who are willing to write articles and take photographs of anything that they feel captures this activity or represents a human-interest aspect to Porsche ownership. The Club Committee is well across this, and a Working Group will shortly be addressing the organisational aspects to facilitate magazine input. As Editor I welcome all feedback as well as informed comment from readers on both the magazine articles and ideas for what we can include in the next edition. The Letters to the Editor section and a Q&A article will hopefully commence in Edition 2 of 2022 and become regular features.

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

You can send your input to magazine@ pcsa.asn.au I hope you enjoy this issue and look forward to your comments and ideas. Chris Baldwin Editor

PORSCHE Report OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA INC

Vol 47 Number 1: Jan - Mar 2022

IS IS THIS THIS THE THE FF UU TT UU RR EE

911

E V ?

www.pcsa.asn.au

Photo: Porsche AG

The PCSA Magazine should reflect the activity of the Porsche community in SA, in all its guises, and its inter-relationship with the national and global Porsche brand.

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

Jan - Mar 2022 5

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

Very soon you will be receiving emails, asking you to respond to a series of questions and to update your club information. We, as the Porsche Club of SA Inc, are moving to a new database, Club Express, to ensure your information and details are up to date and secure. The new system will give member portal access allowing you to enter events, attend functions, contact the committee and update your details from anywhere you can find the opportunity to log in. Johnny Fricke has spent hours researching and questioning the Clubclub Express group to ensure we are getting the and its members, please contact me best platform available to support our growing by phone or email or one of our committee club and theany diverse needs of a us database members; feedback helps provide system. more opportunities for all our Club members. If you feel really passionate and would like Ourcontribute membership is expanding withthink the number to to the organisation, about now in excess of four of hundred and growing becoming a member the committee or each quarter to and with such expansion, we as a volunteering assist at various functions committee are would lookingbe tomost support the diverse or events, you welcome. To needs of to yousupport the clubthe members. The social continue development of all calendarof is the being finalised as I write this article, aspects Club, we actively encourage with three dinners, themembers AGM and who the Black assistance from club have Tie and ainterest week-end away just someand of those aDinner particular in certain events to come. Keep an eye oncommittees the website for for afurther activities, by joining sub updateswhile and that submit any suggestions to the period particular event is being committeeand via email of any future social organised held. For example, everyevent two or ideawe that youour mayShow like included. years have and Shine Event, which is very demanding and requires many Which of brings to theprior next to item newsand for hours workme months theofevent you theofmembers to contribute and plenty work leading up to andtoon thesupport day. the team will be producing the Show Porsche Lee Fultonwho is organising the 2023 and Partners in the Keep Shine andpage(s) certainly will Porsche welcomeMagazine. any assistance an eye out thetofirst instalment in this issue. you may befor able offer.

president’s report

A major event for the Porsche Club of SA held at the Bend Motorsport Park over the Easter long week-end, Good FridayMembers and Easter Saturday was a resounding Dear success. Although sixteen of our friends from the Porsche Club ofon Queensland were locked Welcome to 2022; behalf of the Committee, ofyou the aevent, those were Iout wish Happy and who much lessfortunate disrupted enough notOntoSunday be affected by Covid19 still New Year. January 30, the first represented other state clubs, along with official Porsche Club event for 2022 was our a large home state contingent. Motorkhana held at Mallala Motorsport Park, with a full field of entrants enjoying another Darien Herreen and his Motorsport teamThis arewas to successfully staged Motorsport event. be congratulated for theevent enormous of followed by the second on theamount calendar, timeFebruary and effort that they put into the again Porsche the Supersprint at Mallala, well Clubs of Australia Easterlike event, not once but attended, but we would to encourage more twice!!!! competitors Why twice, the time female to first come outthe andevent develop was skills scheduled for Easter and then of their in a friendly safe2020 and supportive course Covid19 the major disruption atmosphere. We caused are looking at partnering with to all of us and so thetoevent was acancelled Motorsport Australia develop programat short notice. Imore also need to participation acknowledgeinthe to encourage female incredible support fromas The Bend Motorsport as many speed events possible, with Park and Charise forguidance, all the background professional driverBristow training, and work to allow the event to be rolled in over support. As I previously mentioned thetolast 2021. However, that Darien’sin report, we had ten of did ournot 50 mean competitors work stoppedRally there. It was start the Adelaide either all basically female crews, again with all the re-organisation, planning and navigating, driving, or sharing duties. scheduling and the final result was an event Your willinto keep hardEaster. for whichcommittee will continue theworking future each you we at hope are able to support Justand a note thisyou point that I also need to as many events asDarien possible this year. Doofnot acknowledge, as an employee Qantas forget two-day Event, with many had tothe juggle manyEaster situations at work while of our counterparts joining The still interstate trying to negotiate the future ofus theatevent Bend Motorsport Park. Even if you arestyle not in and he acquitted himself in exemplary competing in the eventthank at The if youofhave both roles as always, youBend, on behalf all the time bring the family and join in the event members Darien. and meet some of our interstate visitors. For those of you was who another have notofvisited The Bend Mark Coupe the Motorsport previously, it is a the must for all South Australians team who made competitors most welcome to experience the service magnificent that the with his excellent at thefacility front desk Shahin havein built with an interest and theFamily great job formfor up all and of course inthe Motorsport, is trulyAs world class. We will support foritDarien. I said the feedback provide updates prior tofrom Easter detailing event and general comments competitors, schedules activities thathas will been provide a visitors andand support groups extremely focus for your visit. Youforward can of to course satisfying and we look Easterjust 2022 come for a drive, a meal or awillcoffee and when more of ourenjoy interstate clubs be joining experience ‘Thechapter Bend’. of Porsche Clubs of us for the next Australia at The Bend. Our social calendar is be published on the Porsche Club website andour in more If you were notSAa competitor Socialdetail on the members only Club Express with Committee members, but mainly Leelink, Fulton, breakfast lunch 911 and organisedruns, a lunch run runs, to thenot Bend forruns members evening at selected all in thefood to sharedinners in the event enjoyinghotels, the excellent schedule. To date a dinner at the Caledonian and beverages track side and an opportunity Hotel was held on withacclaimed a full to have a drive on February Australia’s18 world complement members attending Motor RacingofCircuit. Thank you Leeand and the to all following weekend a successful run to Mannum those who made the effort to attend and meet with another of Mark support some of our excellent interstate show friends. thefrom date in members. Theas date venue2022 for the Black your calendar partand of your planning. Tie Dinner is August 19, 2022 at Penfolds, so mark the date in your diary, along with the weekend away in late October, details available later. If you have any suggestions for Social events or other activities you would find valuable for

Historic registration, and the new Similarly, the Porschemembership Report (Magazine) financial year. All members who and haveproduce, vehicles requires assistance to develop but in a different form. are I know Chris isthat always on Historic registration reminded they looking for valuable relevant contributions must renew their cluband membership and have in thelogbook form of signed articlestoand reports from their remain legally registered dinners, clubunder runs the andcurrent social gatherings. and insured agreement. I will We have instituted Partner’s Page are email details of timea and location for and logbooks always looking for to write annext article to be presented forsomeone endorsement in the about being the partner of a Porsche club few weeks. member and hopefully also a member, giving aIt perspective others willwefind interesting is with great that pleasure that announce and them to write article. that inspire Helen Kowalenko has their beenown made an The Porsche is of forthe all Porsche our members toSA enjoy HonoraryReport Member Club of and berecognition a part of and often comments areand made Inc, in of her years of service relating to more local content interest. dedication to so many aspectsbeing of theofClub and Now is your chance; (clear, the Porsche marque. photographs As many of you know the good quality 300dpi) with or given details, Christmas function and thecaptions assistance to small large storiesforcan Santa or with the recent suitablearticles presentorchoice the be submitted to our Editor, Chris for Baldwin, children has been Helen’s domain many,for consideration. you are not sure of the type of many years andIf Santa sends his congratulations file, quality or typewith of article contact any too. photo More recently Helen the assistance of your committee members forbeautiful information. her daughter Sarah produced Ifgift you have an (all idea may befor able to be a packages SAthat products) those who regular feature, please attendedmagazine the dinnerarticle at theorBend on Easter submit your suggestions and participants become a were Friday. Many of the interstate contributing member of your Porsche very appreciative. Congratulations HelenFamily. and on Ibehalf know of that Chris is instituting a ‘Letters to Club the past and present members of the Editor’ feature in the magazinesupport. so please feel thank you for your unwavering free to put forward any suggestions, critique, or Vicideas. Moore,

Vic Moore President president@pcsa.asn.au

club committee

James Law Vic Moore Vice President & Membership President 0416 044 051 0412 700 194 vicepresident@pcsa.asn.au president@pcsa.asn.au

Johnny Fricke Vice President & Membership Darien Herreen 0434 272&707 Secretary Motorsport vicepresident@pcsa.asn.au secretary@pcsa.asn.au

Steve DarienThiele Herreen Treasurer Secretary & Motorsport 0412 0427 195 348 634 490 treasurer@pcsa.asn.au secretary@pcsa.asn.au

Steve Thiele Roger Paterson Treasurer Director Motorkhana 0412 195 634993 930 Mobile: 0414 treasurer@pcsa.asn.au motorkhana@pcsa.asn.au

Lee Fulton Ron SocialWishart Secretary Social Secretary 0422 129 710 / Merchandise social@pcsa.asn.au

Chris Baldwin Phillip Kellett Magazine Editor 0434 231 840931 193 Mobile: 0409 magazine@pcsa.asn.au

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

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

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

general committee Mark Coupe Johnny Fricke Lee Fulton

general committee

Peter Panopoulos

Looking forward to a great 2022 and meeting President, PCSA Inc. as many of you as I can at our packed year of events.

Mark Coupe

Kind regards,

Peter Wirthensohn

James Law Roger Paterson

Jan- Mar 2021

Vic Moore, President, PCSA Inc.

Jan - Mar 2022

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PORSCHE

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“The Taycan is 100 percent a Porsche and inspires all kinds of people ...we want to offer our mid-engine 718 sports car exclusively in an all-electric form.”

Porsche’s Ambition 2030: More than 80 percent all-electric new vehicles

Story: Porsche AG 18 Mar 2022

ver the past financial year, Porsche AG has underpinned its position as one of the world’s most profitable automobile manufacturers. The Stuttgart-based sports car manufacturer reached a new all-time high in both sales revenue and operating profit. Sales in 2021 were €33.1 billion, €4.4 billion more than in the previous year, representing growth of 15 percent (previous year’s sales: €28.7 billion). Operating profit was €5.3 billion, exceeding the previous year’s figure by €1.1 billion (plus 27 percent). Porsche thus generated an operating return on sales of 16.0 percent (previous year: 14.6 percent). “Our industry is experiencing what is probably the greatest transformation in its history,” says Oliver Blume, Chairman of the Executive Board of Porsche AG. Net cash flow grew by €1.5 billion to €3.7 billion in 2021 (previous year: €2.2 billion). The positive development is also based on the ambitious 2025 profitability program. This is designed to sustainably support earnings through new innovations and business models. The tense world situation calls for humility and caution: “Porsche is looking at the armed conflict in Ukraine with great

concern and dismay,” says Oliver Blume. “We continue to hope for a cessation of hostilities and a return to diplomacy. The safety and integrity of the people are paramount.” To help people in need in Ukraine, Porsche AG has donated a total of €1 million. Experts are continuously determining the degree of impact on Porsche’s business activities in a task force. The supply chains for Porsche plants have been affected, which means that onschedule production is no longer possible in some cases. “We have challenging months ahead of us, both economically and politically, but we are nevertheless sticking to our strategic goal, which has been firmly anchored for years, of ensuring an operating return on sales of at least 15 percent in the long term,” emphasized CFO Lutz Meschke. In 2021, Porsche delivered 301,915 vehicles to customers worldwide. This means that the 300,000 mark was exceeded for the first time in the company’s history (previous year: 272,162 deliveries). The bestselling models were the Macan (88,362) and the Cayenne (83,071). Delivery figures for the Taycan more than doubled: 41,296 customers took delivery of the first all-electric Porsche. This even overtook the iconic 911 sports car, although the latter also set a new record with 38,464 units.

Oliver Blume: “The Taycan is 100 percent a Porsche and inspires all kinds of people – existing and new customers, experts and the trade media. We are stepping up our electric offensive with another model: By the middle of the decade, we want to offer our mid-engine 718 sports car exclusively in an all-electric form.” Last year, almost 40 percent of all new Porsche vehicles delivered in Europe were already at least partly electric – i.e. plug-in hybrids or fully electric models. In addition, Porsche had announced its intention to be carbon-neutral on the balance sheet in 2030. “In 2025, half of all new Porsche sales are expected to come from the sale of electric vehicles – i.e. all-electric or plug-in hybrid,” announced Oliver Blume. “In 2030, the share of all new vehicles with an all-electric drive should be more than 80 percent.” To achieve these ambitious goals, Porsche is investing in premium charging stations together with partners – and additionally in its own charging infrastructure. Further extensive investments are flowing into core technologies such as battery systems and module production. In the newly founded Cellforce Group, high-performance battery cells are being developed and produced that are expected to be ready for series production by 2024.

Jan - Mar 2022

Terminology at Porsche: Do you understand the Porsche code? Story & Photos: Porsche AG

very Porsche model has an official name and an in-house type number. Sometimes the two are identical, sometimes not. Some dreams are difficult to capture in words because they have such long names. One example is the Porsche 356 A 1500 GS Carrera, which, in 1955, conjured up a blissful expression on the faces of car enthusiasts the world over. Visually and technically, the elegant sports car was superb: “Look, there goes a Porsche three five six A fifteen hund …” and it had already zoomed past with its top speed of 200 km/h. Admittedly, names can be complicated. Often, however, there is a logical explanation for the model designations: the Porsche 356 A 1500 GS Carrera model, for example, originated from the Porsche 356 and was part of the refined A series. It had an impressive engine capacity of 1,500 cc (or 1.5 litres) and was labelled as especially swift by the suffixes of GS (Grand Sport) and Carrera (Spanish for ‘racing’). Porsche devotees juggle these abbreviations and codes with skill: the 356 and 911, 964 and 993, GTS, GT and S, Carrera, Spyder, Speedster … they are all part of the Porsche cult – and every mystique has its own code. Yet for many enthusiasts, the typology of Porsche can be confusing. How can a car be called a 911 and a 991 at the same time? Is that a Boxster there or a 987? Or is it a 982? And what do the 4, the S or the Executive mean on the current models? Here are two 356A 1500 GS Carrera 1957

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practical aids to help you crack the Porsche code. One number for each order: In order to understand the beginnings of the in-house numbering method, it is necessary to go back to 1931. Each order and every project of Ferdinand Porsche’s newly founded engineering design office, Dr. Ing. h.c. F. Porsche GmbH, was given a consecutive number: the in-house type designation. It started with seven: the design of a saloon car for the German car manufacturer Wanderer. Number 22 became the legendary Auto Union Grand Prix racing car and the Type 60 was the Volkswagen. The numbers therefore rose with each new order, with each engine designed, with each drawing for an axle, gearbox or tractor. On 8 June 1948, by which time the project numbers had climbed to 356, a novelty came about: for the first time an automobile was to be made under the official brand name of Porsche. And it was called the Porsche 356. This not only marked the birth of a legendary brand, but also an iconic model with a memorable design. The 356 underwent further development with each new model year. Substantial advances in development were indicated by adding the letters A, B and C.

901 or 911? The engineers in Zuffenhausen and Weissach retained this system. Order receipts were plentiful – there were test engines, naturally aspirated engines, water turbines, racing cars – and the internal numbers were rising faster and faster. In some of the new sports car types, Porsche again used the internal plant code for the official model name, as was the case in 1953 with the spirited midengined Porsche 550 Spyder. Photo: Four originals: Dr. Wolfgang Porsche, his son Ferdinand, and two Porsche 550 Spyder on the Großglockner High Alpine Road (2020) Yet, it was the successor to the 356 that led the sports car manufacturer to abandon the custom. In view of possible future cooperation with the Volkswagen plant, the new Porsche had to be compatible with the figures used there. As the 900 numbers had not yet been allocated in Wolfsburg, the decision-makers at Zuffenhausen chose 901 for the six-cylinder version and 902 for a subsequent four-cylinder car. However, an unexpected problem arose: Peugeot stated that they had been using three-digit numbers with a zero in the middle since 1929 and therefore owned the legal rights to all similar number sequences in France. The zero was quickly replaced by a one, and the ‘1’ typeface, which had already been created, was simply duplicated for the brochures and type name on the rear of the vehicle. A legend was born, officially christened with the 911 name.

911 Targa 4 GTS

Expansion of the model range Of course, the 911 did not remain the only model line within the Porsche company. The 914 marked the addition of a smaller, lighter mid-engined sports car, and over the years models such as the 924, 928 and 944 joined their elder sibling. They also received their internal number as model names. By now, the practice of using three digits starting with a nine had established itself worldwide as being synonymous with the reliable sporting character from Zuffenhausen. Porsche 914 Soon, the 900 numbers began running out and competing with each other, but the engineers stuck to their system out of tradition. In addition to the various road-legal models, pure racing cars also had to be allocated internal type numbers. One example is the legendary 917: unveiled at the Geneva International Motor Show in 1969, it secured overall victory at Le Mans a year later – the first of many racing successes in the first half of the 1970s under the 917 code. Flexibility in naming Porsche models Flexibility became increasingly necessary when it came to naming all the Porsche models. The 911 is a clear illustration of this: in the 1968 model year, the series received the internal designation of ‘A Series’ for the first time. In 1969, the B Series followed, then in 1970 the C Series, up until the substantially redesigned G Series, which was presented in 1973. However, special models within the series also received their own type number from time to time, as was the case with the internal Type 930, named the 911 Turbo or the Type 954 (911 SC RS). In 1988, a major break occurred in the 911 history with the introduction of the completely redesigned 964 model series. The

993 followed in 1993. Then the 996, 997, a return to 991 and the current model 992. Between the internal codes of the 911, there are still further models to be found, with examples being the Carrera GT (internally known as the 980), the Boxster (the 986 being the first generation, followed by the 987 second generation, the 981 and the 982) and the Cayenne (955). The tradition of the three-digit type codes is maintained today – albeit with a certain degree of creative freedom. In addition to the official designations and the in-house type numbers, the Porsche employees also give some models affectionate nicknames: one model of the 356, for example, was known as the ‘Dame’, the 917/20 version of the Le Mans racing car is remembered as the ‘Sau’, or ‘Pink Pig’. But that is another story entirely. Apart from the official model names, there are also various suffixes to describe the numerous different model versions. Current models Boxster A name first created in 1993 and a portmanteau derived from boxer (engine) and roadster Carrera Originally, ‘Carrera’ was the name of the Type 547 four-camshaft engine designed by Dr Ernst Fuhrmann. Porsche later used this suffix for the most powerful engine versions, such as the 356 A 1500 GS Carrera or the 911 Carrera RS 2.7. However, Carrera has almost become established as a synonym for the 911 model series. The name comes from the Carrera Panamericana, a Mexican endurance race in which Porsche secured major successes with the 550 Spyder. E-Hybrid As well as the combustion engine, the E-Hybrid models also have an electric motor on board, which provides more power while ensuring the powertrain as a whole emits less CO 2. Executive The Executive models of the Panamera range have a stretched body, which primarily benefits the rear-seat passengers. GTS GTS stands for Gran Turismo Sport and was originally a homologation class for motor racing. The 904 Carrera GTS received this badge for the first time in 1963. In 1991, the 928 GTS revived the tradition. The GTS suffix is currently used to designate the especially sporty and exclusive models of a Porsche model series.

Porsche 930

Jan - Mar 2022

RS The RS (RennSport, or ‘racing sport’) is a road-legal model that has been derived from its motor racing equivalent. The designation is, however, also used for particularly sporty models, such as the 911 RS America. RSR The RennSport Rennwagen, which translates as racing sport racing car, is a purely competition version and is not road legal. S S for ‘Super’ or ‘Sport’: a version with a more powerful engine. Today the S consistently stands for Sport and, in addition to the extra-sporty engine, hints at the equipment enhancements compared with the basic model. Spyder Originally coming from the coach-making term for lightweight, open carriages for two people, the name ‘Spyder’ at Porsche is reserved for open-topped mid-engined sports cars, just like ‘roadster’. The Boxster Spyder already has a legendary predecessor in the form of the 550 Spyder from 1953. Targa The 911 Targa is an open-roofed version of the 911, characterised by its distinctive roll-over protection bar and its fixed (rather than folding), removable roof section. The name comes from the legendary Targa Florio Sicilian road race and means ‘plate’ in English. Turbo These models have an engine with an exhaust gas turbocharger, which produces a powerful boost in performance. 4 Models with all-wheel drive Taycan The Type number is known as J1 or 9J1. (Volkswagen calls it the Y1A [sedan] and Y1B [Cross/Sport Turismo]). Within the Taycan family there’s the typical Porsche model lineup to choose from, including the base Taycan, Taycan 4, 4S, GTS. They’re now available as a Cross or Sport Turismo (the wagon body style), or regular four-door sedan. Even though there is no turbocharger in the Turbo or Turbo S models, Porsche has explained that the Turbo and Turbo S are simply the top-of-the-line models regardless of whether the model line is EV or gasolinebased or not. Case in point: The current 911 (or Type 992) Turbo and 911 Turbo S models, except those two gas-burning sports cars do actually have turbochargers.

been less comfortable but was significantly lighter and therefore faster than the regular 968. GT Similar to GTS, the Gran Turismo (GT) suffix signifies a sportier version of the basic model; the designation has its origins in motor sport, when it was used to homologate vehicles for the GT class. Appearing for the first time in 1955 with the 356 A 1500 GS Carrera GT, Porsche returned to the designation in 1989 for the 928 GT. GT-Cup Near-production racing version and not road legal, used, for example, in the Porsche Carrera Cup. L L for ‘Luxury’: the third version of the original 911 received this suffix in 1967.

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SC Introduced in the model year 1964, the 95 PS 356 SC (Super C) was intended to mark the end of the series. In a similar way to this, the 911 SC (Super Carrera) was introduced in 1977, and was also intended initially to be the last 911 model. However, the series was continued with the 911 Carrera 3.2. Speedster In the Speedster models, the windscreen was significantly lower when compared with the basic model, which gave the car a more streamlined silhouette. In return, the driver had to sacrifice comfort in terms of the equipment provided.

Cayenne E1II

T Although it was also available as a Targa version, the T in the 911 T from 1967 stood for ‘Touring’ – and hence for a less expensive entry-level version of the classic vehicle with a less powerful engine. 924 Carrera GT 1980

986 number system

Historic models CS Available from 1992, the Club Sport (CS) version of the 968 had the same engine but had undergone streamlining for extra sporting character: without electric windows, rear seats and air conditioning, it may have 12

Porsche 914

Two Porsche 550 Spyder

Panamera G1II-Executive

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Jan - Mar 2022

www.copyworld.com.au Porsche’s officially announced plans to make hybrid 911s -the first of which are expected to be launched next year.

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Solid State Porsche: 911 EV Reportedly in the works Story & Photos: Andrei Nedelea & Porsche

Porsche has said in the past that the 911 will live on with ICE power - is this a sign of a plan change? Porsche is fully committed to electrifying its lineup of models, with the exception of one: the iconic 911 sports car that the manufacturer will want to keep selling with an internal combustion engine for as long as that’s possible. The manufacturer

is even looking at synthetic fuels as a means to make it happen in spite of all odds, but it now looks like an electric 911 may be closer than we think.

Electrek quotes an article from Germany’s Manager Magazin where mention is made about not only an electric 911 being in development, but also about the fact that it could actually be powered by a

lithium metal solid state battery supplied by QuantumScape, a US-based battery manufacturer that Porsche’s parent company Volkswagen has the largest stake in. VW invested $100M USD in QuantumScape in 2018 and then an additional $200M in 2020. So far it has secured over $1Bn in additional funding,

“Porsche’s officially announced plans to make hybrid 911s -the first of which are expected to be launched next year” Jan - Mar 2022

“This electric 911 would debut before the end of the decade, which could mean that we will have one more gas-burning 911 generation before Porsche switches to electric.” which it says it will use to try to come up with a solid-state battery for automotive applications, and since VW is a main backer, it makes sense that the group will take advantage of this breakthrough when it is made. The source report points to the fact that this electric 911 would debut before the end of the decade, which could mean that we will have one more gas-burning

911 generation before Porsche switches to electric. And yet Porsche CEO Oliver Blume said that a 911 BEV will never be created - he alluded to the fact that they will be hybrids, not fully electric. However, if we look at Toyota, it plans to first put a solid state battery in the next-gen Prius for the first time and not in a pure EV. Maybe Porsche will try something similar, and this would be inkeeping with what CEO Blume said back in 2018, as well as Porsche’s officially announced plans to make hybrid 911s (the first of which are expected to be launched next year). 16

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Jan - Mar 2022

30th January 2022

PCSA Motorkhana Story: Roger Patterson Photos: Ray Clements A very warm and sunny day at Mallala meant there was a call for the driver’s briefing to be held in the shade. Check-in had been seamless due to electronic checking of licences and memberships before the event. It was great to see the biggest field that we have had for many years. A big welcome was extended to all the newbies, including three driving other marques, and two new Porsche drivers, including Jane who had come all the way from Robe! What a great commitment!

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Proceedings got underway with a couple of warm up runs on the Bandit pattern. Then it started to get tricky on Gables, but people obviously had their heads screwed on and there were remarkably few errors. The leading group were the usual suspects and were in the same order as they were to finish. Diamond Slalom was seemingly quick and simple but caught out a few. Amongst the leaders Steve uncharacteristically hit a rogue cone dropping Darien H

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him 3 places to 6th, only just ahead of Greg Keene and Peter Mayer. Tim looked threatening. Next was Atom with “simple” repetition which resulted in 5 WD’s over the two runs. Darien had kindly hit a cone, giving the rest of us a fighting chance, and Tim leapt ahead to second with a very fast time which had the timekeeper double checking where the error must have been. Justin’s WD put him out of contention, but still ahead of Greg and Peter who also made errors. We went into the last pattern with just over one second separating Darien and Tim, and Tim was on fire. Then disaster struck: Tim strangely found himself transported into another dimension halfway through the first run on Cloverleaf (to be fair he was the first driver on that pattern) and ten seconds elapsed before his brain

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returned to planet Earth enabling him to resume the rest of the pattern. Darien played super-safe and made sure he gave the cones a wide berth on his first run. Tim came back with another FTD, but it was all over, and he found himself back in fourth, where he had started. Meanwhile, Justin was on fire and Peter Pan hit a cone resulting in the narrowest of margins of just four hundredths of a second keeping Justin from overtaking him. In other news, Peter Mayer, who had hit a cone in Atom and slipped 0.2 sec behind Norm, came back to pip him for eighth by just 0.1 second. Other commendable performances were noted: Mark Clayton drove his old Targa 911 to a blemish free and very consistent day, held back I suspect by having the lowest powered Porsche out there. Thomas Pan, on his first-time driving a motorkhana, made no errors all day and actually beat the old man on Atom. Jane Brookshaw also drove a blemish free day and finished it off with a really competitive time on the last run. It was great to see a previous champion in Dave Gilbert back again. A potential 7th eluded him after a WD on the first run of the day. He, along with others, will ‘read em and weep’, but will no doubt be back for another crack next time, when we’d love to see such a great turn out again. Big thanks to Ray Pryor for peerless timing, Ray Clements for the photographic record and Darien Herreen for making sure we all had a great day, helping anyone in need with advice and navigating, as well as the pre-event organisation and part-time officiating. And thanks to everyone for entering! Roger Paterson Motorkhana Director

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Porsche and F1 Red Bull/Porsche Formula 1 Tie-Up Is Just A Mere Formality. Rumors have been brewing for months, but there could be official word as soon as March Story & Photos: Adam Ismail Every couple of months, there are new headlines about how Porsche and, to a slightly lesser extent Audi, are very interested in Formula 1. So interested that they’re attending all meetings constructors are, offering opinions on how future regulations should look and chatting up top execs at different teams behind closed doors. Still, neither Volkswagenowned brand has officially confirmed its involvement. That may change shortly however, according to a report out of Germany. Supposedly, only approval from Volkswagen’s board of directors stands between Red Bull and Porsche joining forces, according to MotorsportTotal. com. Put another way: Both parties are certain they want to work together, which means that they’re probably going to end up working together. From the report, translated by Google: Apparently these talks are now entering the home straight. According to information from ‘Motorsport-Total.com’, the only thing missing is the approval of the supervisory bodies within the Volkswagen Group to finally seal Porsche’s return to Formula 1. This could take place in March, as long as there are no surprising stumbling blocks lurking in the last few meters. You might wonder what use Red Bull might have for Porsche, as the Austrian team essentially purchased Honda’s powertrain tech and some of its engineering talent

after the Japanese automaker announced its departure from Formula 1 in late 2020. The arrangement between Honda and Red Bull at the moment is sort of dubious, but the long and short of it is that Honda essentially scrapped its exit strategy after winning the championship last year. Unplanned success has a habit of doing that. As of now, Honda will continue working alongside Red Bull for 2022 — something indicated by the tiny “HRC” logos on the Red Bull and AlphaTauri chassis — until the end of 2025. Red Bull motorsport boss Helmut Marko has been quite happy about the renewal of this partnership in his discussions with the media, because why wouldn’t he be? Courtesy of Motorsport.com: “We have now also found a completely different solution to the one originally envisaged,” Marko told Autorevue magazine. “The engines will be manufactured in Japan until 2025, we will not touch them at all. That means that the rights and all these things will remain with the Japanese, which is important for 2026 because it makes us newcomers”. As Marko alludes, at the end of 2025, things change. A lot. That’s when the existing power unit development freeze — a decision made by the FIA because it didn’t want to leave Red Bull engine-less, ironically — ends and the new regulations

that Porsche and Audi are so excited for kick in. As my colleague Bradley said on his Flat Sixes blog, “While Red Bull could theoretically engineer its own powertrain for the 2026 regulations, there’s practically nobody better prepared to build a small displacement engine and electric motor than LMP1 champions and Formula E competitors Porsche Motorsport.” MotorsportTotal adds that Red Bull hosting its own powertrain development on site in Milton Keynes might’ve actually helped seal the deal, because it would be too expensive for Porsche to do all of the heavy lifting in Weissach. From the report: Theoretically, a model with two locations would be conceivable. In Milton Keynes, Red Bull is building the perfect conditions with Red Bull Powertrains to be able to develop the chassis and engine under one roof. At the same time, the existing Porsche Motorsport location in Weissach could also do some groundwork in the area of powertrains. Meanwhile just down the hall from Porsche, Audi is reportedly continuing its negotiations with McLaren and Williams simultaneously. The fact Williams is still being mentioned alongside McLaren on this subject is a little surprising, given that brief but extremely weird brouhaha over Audi almost maybe sort of buying McLaren last fall. That could still very well happen, Reuters reported a short while after that earlier story broke — so perhaps Williams remains a backup in case it falls through.

Jan - Mar 2022

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Sprint at Mallala

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Jan - Mar 2022

Story & Photos: Lee Fulton

Mannum Drive and Picnic What an amazing day to go for a drive through the Adelaide Hills, The Barossa Valley to the Riverland at Mannum. We met at 9.30 on a Sunday at The Feathers Hotel at Burnside before leaving for a 90 minute drive and then picnic on the banks of the River Murray at Mannum. Twenty members joined the drive with their GTS, Boxster, GT4, Targa’s, Carrera S, 997 Turbo and a Honda R. We left the carpark and headed in an easterly direction on Greenhill Road, towards Summertown, Basket Range and then on to Lobethal. From there to Gumeracha, Birdwood and Mt Pleasant before heading to Tungkillo. Finally we drove through Palmer to end up in Mary Anna reserve in Mannum, on the banks of the River Murray. The mood was upbeat as the drive was very enjoyable, with its mixture of long straights and twisty sections to test the power and handling of the cars.

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There was ample parking at the picnic site, enabling everyone to feel confident their pride and joy was safe and secure, not to mention the lovely backdrop. Both new and not so new members mingled freely with each other further enhancing a wonderful day. The weather was generally overcast but still warm without being too hot. It was incredibly relaxing with many people on the river in speed boats, water skiers, river boats and the Proud Mary Paddle Steamer. What a great day driving, relaxing, sharing good times and of course Porsche stories. Thank you for all who attended; Pam and I had an excellent time. Thank you for the positive feedback we received about a great day which included an interesting drive, a lovely venue and the opportunity to spend time with other members of the PCSA. What more could you ask for?

Story & Photos: Damon Lowney Courtesy of: Porsche Club of America

Macan T Becomes First Porsche Four-Door To Get ‘Touring’ Treatment For the past several years, Porsche has made a special T variant of the 911 and 718/Boxster/Cayman model lines, taking a base model and sprucing it up with an exclusive assortment of handling and style upgrades. The automaker has now announced it will give the T treatment to the Macan. The Macan is the first four-door Porsche to become a T, or Touring, model. That means the base engine present is a 2.0-liter turbocharged four-cylinder with 261 horsepower and 295 pound-feet of torque, which is no different from a regular Macan. Porsche notes the engine weighs 129 pounds less than the 2.9-liter twin-turbo V6 in the S and GTS models. Though Porsche doesn’t mention the full weight of the SUV, we imagine it will be about equal to the regular Macan. The T drops the 0-60 time by 0.2 seconds to 5.8, and the top speed is 144 miles per hour (232 kph), the same as the Macan. Why the quicker acceleration? This writer believes the standard Sport Chrono Package, which gives the Macan T launch control, has something to do with it, as well as the bespoke Porsche

Traction Management (PTM) tuning that’s more biased to the rear wheels. Sport Chrono also means the GT Sport steering wheel fitted has a mode switch dial as well as a Sport Response button for a short burst of extra power. The Macan T gets active dampers standard (PASM), though air suspension remains optional. If air suspension is equipped, a set of T-specific stiffer anti-roll bars are fitted to improve handling and reduce body roll. PTV Plus torque vectoring is optional as well. To differentiate it from other Macans, the exterior gets Agate Grey Metallic accents on the front trim, exterior mirrors, side blades, roof spoiler, and rear make and model script. Sport tailpipes and side window surrounds are in gloss black. Inside, eight-way adjustable heated sports seats are standard, headrests are embossed with the Porsche crest, and silver contrast stitching adorns the seats, headrests, and steering wheel. Porsche has not yet released a price.

Jan - Mar 2022

Story & Photos: Porsche AG

Porsche to suspend Taycan production due to lack of parts. Volkswagen’s luxury division Porsche will suspend production of its electric Taycan model at the group’s StuttgartZuffenhausen plant until the 19 March, the company said in a statement, citing a lack of components. This means that about 200 Taycan cars cannot be built per day, Porsche said. However, production at Porsche’s Leipzig plant, which has been suspended until the end of this week, will be partially resumed from Monday due to an improved supply situation, the group added. European carmakers are struggling to obtain crucial wire harnesses as suppliers in western Ukraine have been shuttered by Russia’s invasion, forcing them to curtail production.

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Photos & Photos: Damon Lowney Courtesy of: Porsche Club of America

Porsche CEO confirms electric sports car to replace current 718 in 2025 On Friday 18 March Porsche held its annual press conference, and much of it expounded the sort of information one expects from such an event. However, CEO and Chairman of the Executive Board of Porsche AG Oliver Blume injected a bit of excitement by officially confirming that the next-generation 718 will be all-electric by 2025, and the automaker expects 80% of vehicles it sells to be electric by 2030. The announcement comes after Porsche sold more vehicles than it ever had in 2021; 301,915, which also marks the first time the company sold more than 300,000. Of the vehicles sold, 38,464 of them were 911s, also a record for the venerable rear-engined sports car. And while we’re happy to see it selling well, it must be noted that Porsche’s only EV, the Taycan, outsold the 911 by nearly 3,000 units. The 718? At 20,502 customer deliveries, the Taycan beat it two-fold. With sales of the current internal combustion engine 718 lagging behind its stablemates, Porsche made a shrewd decision to move the model line into the EV space, where electric two-seat sports cars are rare. Sedans and supercars are currently consumers’ best choices for electric performance, with nothing in between. The EV 718 (if it’s actually called 718) likely will be one of the few two-door EV sports cars when it’s launched.

Fortunately, we don’t need to merely imagine how the EV 718 will look, because the Mission R electric race car concept wasn’t designed in a vacuum. The automaker traditionally does not release concept cars without giving them consideration for series production in some form or another, and the Mission R has more than a hint of the Boxster’s and Cayman’s spirit in it. In fact, its battery is located behind the rear firewall, not under the floor, which should give it handling characteristics that are closer to Porsche’s mid-engined 718 than a Taycan. Just look at how the Mission E became the Taycan and the Boxster Concept became the 986, and it’s not a stretch to say that at least some of the Mission R makes it into the production EV 718.

batteries for the German automaker. Cellforce’s batteries will be ready for series production in 2024. Porsche also will be building its own charging infrastructure, adding to the plethora of charging stations already available to consumers in North America, including the VW-backed Electrify America. We now have a solid grasp on at least part of Porsche’s plan for the future, and the official word is a lot of electrification. The next EV Porsche will produce is the 2023 Macan EV, followed by the 2025 718 EV. How Porsche will evolve from there is still clouded in mystery, but we’ve been hearing rumors of a hybrid 911…

Here’s another fun fact: 40% of Porsche vehicles sold in Europe are either hybrids or EVs, meaning the automaker’s goal of reaching an EV sales volume of 50% of all its vehicles by 2025 isn’t unrealistic. 80% by 2030 seems very reasonable, though it leaves us wondering what won’t be all-electric by then. Our guess would be the 911. With the increased EV production comes another need: batteries. To that end, Porsche helped to found and invested heavily in battery startup Cellforce Group, which will produce high-performance

Jan - Mar 2022

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Porsche Classic and PCA Unveil 996-gen Porsche 911 Classic Club Coupe at Werks Reunion Amelia Island Story & Photos : Damon Lowney courtesy: Porsche Club of America Porsche Club of America and Porsche Classic have unveiled the 911 Classic Club Coupe, a 996-generation 911 Carrera that received a nut-and-bolt restoration, which included one-of-a-kind modifications to enhance the sports car’s appearance and performance.

flat six that makes 381 horsepower and revs to 8,000 rpm and a six-speed manual transmission. The Classic Club Coupe’s chassis and brakes are also taken from the GT3, ensuring handling dynamics and stopping power that are in balance with its acceleration.

Porsche Classic, in collaboration with PCA, restored the 1999 model-year 911, taking inspiration from the 2010 911 Sport Classic, a limited-edition sports car that was not sold in the US. The resulting Classic Club Coupe has the complete drivetrain from a 2004-2005 996.2-generation GT3, a water-cooled

Just as important as the Classic Club Coupe’s performance is its design, which was headed by Porsche’s Director of Special Projects, Grant Larson, who is best known for designing the 986 Boxster and Carrera GT. A ducktail spoiler evokes the iconic 1973 911 Carrera RS 2.7, and a unique double-bubble roof pays homage

to a motorsports practice to make room for the driver’s helmet while keeping the frontal area as small as possible. The front fascia and the side skirts were also taken from the GT3. The Sport Grey Metallic paint is both unique and understated. The painted racing stripes are light Sport Grey Metallic with thin Club Blau accent stripes that hint at Porsche Classic’s and PCA’s collaboration. The side stripes use the same color combination as the racing stripes, with Classic Club Coupe script on the doors. One-off, forged-aluminum, 18-inch Fuchs

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wheels with Club Blau accents resemble those found on classic air-cooled 911s from the 1960s through the 1980s. The brakes are painted black with the Porsche script in Club Blau. Porsche Classic created a unique Slate Grey interior with a perforated Alcantara headliner for the Classic Club Coupe, which has meticulously detailed twill-Pepita-pattern seat centers and door panels in woven leather. The steering wheel has a motorsport-inspired Club Blau center mark. A new Porsche Classic Communication Management infotainment system features a touchscreen and supports Apple CarPlay and Android Auto. The idea to make the Classic Club Coupe has humble origins: a conversation between the PCA Executive Council and Porsche Classic executives at an In ‘n’ Out during Rennsport Reunion VI in November 2018. In June 2019, PCA purchased a model-year 1999 911 (built in 1998) in a state of severe neglect. The car as it was bought by PCA is pictured below.

The car was then shipped to Stuttgart-Zuffenhausen for the restoration, which included total disassembly of the car. The body-in-white was then restored and strengthened. PCA, Porsche Cars North America, and Porsche AG provided input to guide the course of the restoration, which was completed in February 2022. During the course of the restoration, a test mule was used for validation testing at Porsche’s Weissach, Germany R&D center, the Nardò test center in Italy, and the Idiada test center in Spain. This included wind tunnel, vehicle dynamics, and top speed tests. The test mule was destroyed after the Classic Club Coupe was completed. The Classic Club Coupe will tour North America in 2022, making stops at Porsche Parade and other PCA events throughout the year. It will also make appearances at other, non-PCA automotive events.

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Photos: Peter Wirthensohn

Sprint 2 The Bend 20 th March 2022

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Story & Photos: Laura Burstein Courtesy of: Porsche AG

Porsche debuts the sexy Vision Gran Turismo for PlayStation’s Gran Turismo 7 Armchair racers rejoiced with the release of Gran Turismo 7, the latest version of Sony’s massively popular racing game for PS4 and PS5 gaming consoles. The sexiest newcomer in the game’s vast stable of cars is the Porsche Vision Gran Turismo, the first car the brand has created solely for the digital world. “This creates a bridge between our fan base and fans of virtual gaming, something I’m particularly proud of,” exterior designer Fabian Schmölz told us in an interview from the Porsche Experience Center in Los Angeles. In addition to the Vision Gran Turismo, Schmölz’s credits include the 718 GT4 and Spyder, the Macan 3, and the 992 GT3 RS. We drooled over the real-life, full-size model Porsche had brought to the Porsche Experience Center Los Angeles while Schmölz dialed in from Germany. In collaboration with video game development studio Polyphony Digital, Schmölz and the design team wanted to create an all-electric race car that looked completely new while still being recognizable as a Porsche. “I wanted

to achieve a car which follows the brand of 550 Spyder and 907, which has a strong aerodynamic theme, and mix those proportions to bring it to a modern electric way,” Schmölz says. The car is low and wide, with massive bulging wheel arches and clean but emotional surfaces. In the front, lowsitting horizontal headlights subtly telegraph Porsche’s newer electric lighting signatures, an evolution of sorts of the Mission E Concept that later became the Taycan. Schmölz tells us he wanted them as low as possible to emphasize the car’s planted appearance. The headlights are integrated into the brake cooling intakes, perfectly combining form and function. The rear view is equally impressive, with the car’s aerodynamically sculpted, rearward-opening roof flowing into ultramodern interpretations of Speedster humps. Schmölz tells us the narrow light strip that runs above the massive rear diffuser was inspired by the 992-generation 911. The interior is a mix of (virtual) carbon fiber and titanium with a simple ergonomic design, racing wheel, and digital display in front of the

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driver. “In a game environment, you’re not limited by budget so we can really focus on the materials,” Schmölz explains. It was a long time coming for the Vision Gran Turismo, which was first announced in 2019 at the Frankfurt motor show then sidelined in part by a two-year pandemic. But although the development time and costs of a virtual car are a drop in the bucket compared to designing a vehicle for the real world, many wonder why Porsche would allocate time and designers to a car that won’t be built. Schmölz says it’s part of building the brand and making it more accessible to people of all ages. “Our customers are not just classic customers from back [in] the day,” Schmölz tells us. “Customers change and the world is changing, and you can reach a way bigger group of people in motorsports. We wanted to open the door to give people access to an emotional car from 1 year old to 69 years old — or more. This is important to see those people grow up and maybe become customers in the future.”

Story: Damon Lowney Photos: Porsche Club of America

11 things you may not have known about the Porsche 996 People have discovered that the 996 was a modern era Porsche that combined comfort and performance in one amazing package. The 1999 911 (996) ushered in a new era for Porsche. It was the first 911 that was liquid cooled as opposed to being cooled by air. Due to ever increasing and stringent emission and noise requirements in many parts of the world, the future for air cooled engines was not bright and Porsche responded with not only a new engine but a completely new chassis as well. While this was shocking to some, others saw it as necessary and a long time coming. Most of all, it was necessary for both Porsche and the 911’s future. The 996 has been out for over 23 years. The original air-cooled 911 made its debut in 1963 with production models in 1964.

History has proven that Porsche knew what it was doing when the 996 was released. The 997, 991, and 992 generations of 911 all owe their success to the groundbreaking changes brought on by the 996. Here are 11 reasons why we love the 996. • More power. The 996 was faster and more powerful than the 993 it replaced. Although Porsche reduced displacement from its air cooled 3.6 to 3.4 liters for its new liquid-cooled engine, it produced 296 horsepower in its debut versus 282 for the 993 in its final year of production. This increase was just a hint of what was to come now that Porsche engineers were freed from the limitations of air-cooled engines. The 996 was also the first production flat six to use four valves per cylinder. • Larger. The 993’s dimension were 168”

L x 68” W x 52” H (for the base, narrow body). The 996’s were 175” L x 70” W x 51”. The increased length and width as well as a lower roofline gave the 996 better stability in high-speed turns (Porsche 911s would continue to grow in both length and width with successive models) which was something Porsche learned from its motorsports program. Today, the 996 looks relatively small when parked next to a new 911 (992). Why? Cars in general have grown to accommodate many safety features, yet longer and wider cars allow faster speeds and higher grip. Porsche continues to use its motorsports program as a rolling laboratory and the changes it makes to the race cars often make their way to the street cars. • Headlights. The headlights were a divisive element of the 996. Due to changing government safety regulations around

lighting, you started to see headlights and taillights become not only larger but combine, once separate, turn signals and parking lights, into one unit. Porsche moved from the long serving “bug eye” lights to the combined turn signal/headlight for the 996. It became known as the “fried-egg light,” due to the appearance of the amber signal lens combined with the headlight assembly’s shape, which resembled a fried egg. Many 996 enthusiasts will point out that the Le Mans-winning 911 GT1 Evo and GT1-98 race cars also used a similar style headlight without complaint from traditionalists. Perhaps some of the reason for the complaints was the fact that the headlight was the same as found in the Boxster (done as a cost-cutting measure). • GT3. The first version of the GT3 was based on a 996. Initially, the name GT3 was used internally but it soon became a brand of its own. The 996.1 GT3 did not come to the US but Porsche did import its replacement, the Mark II, or 996.2, GT3. This is now a sought-after collector car. • Turbo. There was no Porsche 911 Turbo in 1999 for the US market. The 996 Turbo came out as a 2000 model. It featured a “Mezger” engine that was a different design than the ones found in the normally aspirated Carrera. The last 996 Turbo was a 2005 model (even though by 2005 the 997 was on sale). • Served any way you liked. The 996 would eventually be sold in all body styles and trim levels, including coupe, Targa, and Cabriolet, as well as the Carrera, Carrera 4, Carrera 4S, Turbo, Turbo S, GT3, GT3 RS, GT2, GT3R, and RSR. There was no Speedster, Sport Classic, or R version of the 996. Curiously, internally within Porsche, the GT2 was known as a widow maker since it had the power of the 911 Turbo without the added traction of all-wheel drive. As you can imagine, it’s a favorite among collectors. • Designer. Pinky Lai is credited with designing the 996, and he also worked on the Boxster. The Boxster, while sharing some familiar design lines, was designed by Grant Larson. The Porsche Design Chief during this time was Harm Lagaay. • Pixar’s Cars. Pixar made the 996 immortal when it was featured in the box office hit movie, Cars. The animated Porsche was female and given the name Sally Carrera. Actor Bonnie Hunt voiced the famous blue Porsche. Porsche also commissioned a life size version of Sally and it now resides in the Porsche Museum in Stuttgart. Did you know that there is another 996 in the Cars universe? It’s a redhead and her name is Megen Carrar. • IMS Bearing. Unfortunately, any discussion of the 996 will always lead to 38

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the issue with the intermediate shaft (IMS) bearing. Fortunately, there are solutions to help you sleep at night. • Which 996 is the best? This, of course, all depends on what you’re looking for in a Porsche. The good news is that it was offered in many different configurations. You have to decide what body style, horsepower, rear or all-wheel drive and turbo or normally aspirated and then there’s colors and interiors options. Unlike Cabriolets from the 993 era, Porsche provided an optional removable hardtop for the 996. This top was the perfect solution for those who drove the car all four seasons. The 996 is now old enough to be part of the Porsche Classic program, which means parts will still be available regardless of the age of the vehicle.

Jan - Mar 2022

Story & Photos: Lee Fulton

Pub Dinner at The Caledonian Hotel Last year the venue and the event were so good that it was a no-brainer to go back again. Like last year we had a private room and 30 people both new and not so new members, attended the night. We were greeted with a welcoming poster highlighting the attendance of the PCSA and individual menus also included the Porsche logo and PCSA. The service was personalized and continued as such throughout the evening. The selection of food was extensive and an excellent range of wines, beers, and spirits. Portion sizes were large enough for few members to go down the desert route. Pam, my wife had the seafood and I had the burger, both of which would encourage us to have again the next time we visit the hotel. COVID safe protocol was a focus of the night with the hotel staff being extremely vigilant to make sure that masks were worn while standing. It was a very enjoyable night with much to talk about and discuss. This included members families, including grandchildren, their latest or next Porsche, the quality of the food and significantly, their passion for the Porsche marque and the camaraderie between members. Many thanks to all who attended. Pam and I look forward to seeing you at the next event. 40

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Story & Photos: Lee Fulton

Drive to Bremerton Winery Not 911 Event It was another perfect day for a drive in the Porsche but there are not too many days that are not perfect in a Porsche. We met at our normal meeting spot at The Feathers Hotel at 9.30 and then spent the next half hour or so catching up with old Porsche friends and new members. Luckily, we were treated to 2 356’s that joined us at the car park. One was a spectacular speedster in black with red upholstery and the other a coupe, also in black, but which had been personalized to make it more unique. Naturally, these 2 cars stole the limelight as they were very special and given the appreciation of these vehicles in recent years, rarely seen. Apart from these cars there were also 718’s, Macan, 928, Ferrari 355 in yellow, Boxster, 911 turbo, Carrera S’s and the 356 Coupe. Soon after 10am we left the carpark driving towards Summertown, Uraidla, Oakbank and then on to Nairne. After leaving Nairne we continued onto Kamantoo for a toilet break before making our way to Callington,Woodchester,

Bletchley and finally Langhorne Creek where we were booked in for lunch at Bremerton Wines. It is a magnificent setting surrounded by vineyards, lovely heritage stone buildings and an abundance of safe carparks. We arrived around 12 noon, with most members having a refreshing ale, glass of wine or water before lunch. The facility is an old barn with so much character and ambience. We were on a long table to cater for the 24 hungry members and guests. The food did not disappoint, with a broad range of dips, cheeses, pizzas, desserts, all excellent quality, and quantity. The day wrapped up about 2.30/3.00pm with large number of members commenting in a very positive way on the run, the venue and the food, Thank you to all who attended. I look forward to seeing you on the next event either at The Bend or on the Foggy Dew Run in May.

Jan - Mar 2022

Boxer Engine Subaru

Story & Photos: Ahmad Ghayad Courtesy of: PCA and Engineerine.com

Flat engine vs Boxer: Here’s the Difference Flat engines are horizontally opposed piston engines. This concept was first introduced in 1897 by the German engineer Karl Benz. The most common and popular type of flat engine is known as the ‘boxer’ engine. There is a big misconception when talking about flat engines and saying it’s the same as boxer engines. All boxer engines are actually flat engines, but not all flat engines are boxer engines. This misconception goes to the point that in 1973 Ferrari produced the famous Ferrari Berlinetta Boxer. Reading the name, you would say that this is a boxer engine-powered car, but the truth is that it involves a flat 180° V12 engine that is again not a boxer engine. So what is the difference between a flat and a boxer engine?

Boxer top view

A flat engine is actually a 180° V engine that works similarly to any other V engine. Each pair of pistons share the same crankpin, so one is in stroke 1, and the other is in stroke 2. While in boxer engines, each pair of pistons are connected to different crankpins, so they are mirroring each other. The Flat 180° V engine The flat engine is, as its name implies, completely flat. It is the same as the V configuration engines but with a 180° angle between the cylinder banks. The two opposing pistons will be moving in the same direction, but one is compressing, and the other is combusting. One piston will be at the topdead-center, and the other will be at the bottom dead center. This motion is caused by having each pair of connecting rods mounted to the crankshaft with the same crankpin.

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Flat top view

The Boxer engine Coming to the boxer engine, it is again a flat engine but with a different configuration. It is the most common and most produced type of flat engine. It is still being produced and developed by Subaru and Porsche. This type of engine has each pair of opposing piston connecting rods mounted to the crankshaft using different crankpins. This simple modification will create a completely different type of motion compared to the non-boxer flat 180° V engine. In the boxer engine, each opposing piston will be doing exactly the same stroke. They are actually mirroring each other. When the left piston is compressing, the right will also be compressing; when combusting, the second will also be combusting, and so on. This motion is caused by having each pair of connecting rods mounted to the crankshaft but through independent crankpins. What are the advantages of flat engines? When we say flat engines, we mean any engine that is flat, whether it was a boxer or non-boxer. The advantages are:

• Lower center of gravity: Having a flatter rather than tall shape ensures a better placement of the engine and better handling of the car. • Safer: Having the engine mounted down in the engine bay will reduce driver risk during an accident, as the engine will drop down the passenger’s compartment rather than crushing into it. • Higher performance: Flat engines are known to have a better power transmission from the engine and a better fuel economy by virtue of their configuration. Why the boxer engine? Flat engines are not the perfect engines. They have some disadvantages. They are complex to design and maintaining them is harder compared to conventional V’s. While choosing between a simple flat engine and the boxer engine, there are two main points to consider: cost and vibration/ balance. From a production perspective, the simple non-boxer engine would cost less to be produced since the pistons are connected to the same crankpin. So less crankpins produced, and simpler manufacturing process. Yes, this might not be a big issue, but it’s a fact that boxers cost more. The second point is that the boxer engine’s motion has significant benefit to the engine’s overall performance. This boxer type of motion that resembles a real boxer punching with his gloves, dramatically lowers the vibration and cancels out forces. boxer engine crash safety

This is why we are seeing more boxer engines being produced and developed in new car models. Conclusion To wrap it up, flat engines are not boxers, but boxer engines are flat!

BOXER VS FLAT 6

Jan - Mar 2022

Story & Photos Courtesy of: Porsche Newsroom

Porsche Taycan 2022 – The entry point for electric performance Porsche has expanded the award-winning Taycan range in Australia with an additional model, simply named Taycan. It is the first rear-wheel drive variant of Porsche’s first all-electric sportscar.

kWh. This highly efficient unit delivers impressive performance in the new Taycan:

The Australian arrival of the entry-level Porsche Taycan expands the local range to five versions of the all-electric sports sedan, and joins the recently released Taycan Cross Turismo variants.

• Overboost power for Launch Control: 300 kW / 408 PS*

• Maximum power: 240 kW / 326 PS*

• Maximum torque: 345 Nm • Electric range**: 369 km

The arrival of the Taycan also adds further weight to Porsche’s systematic drive towards sustainable mobility.

• Recharging time^ (AC, 11 kW, 0% to up to 100%): 8.0 h (Performance Battery)

Australian model range

• Recharging time^ (DC, 50 kW, 5% up to 80%): 93 min

The Australian Taycan model range is summarised below. • Taycan

• Rechanging time^ (DC, maximum charging power, 5% up to 80%): 22.5 min

• Taycan GTS

Porsche’s Performance Battery Plus package is available as an option. It increases gross battery capacity to 93.4 kWh, delivering even greater performance:

• Taycan Turbo

• Maximum power: 280 kW / 380 PS*

• Taycan Turbo S

• Overboost power for Launch Control: 350 kW / 476 PS*

• Taycan 4S

Powertrain: Porsche E-Performance A key difference in the new Taycan is its powertrain. It’s fitted with a single electric motor at the rear axle and uses rear-wheel drive. All other model variants in the current Taycan range are fitted with dual electric motors (one at the front axle, one at the rear axle) and all-wheel drive. Choice of two batteries: The new Taycan is fitted with Porsche’s Performance Battery as standard equipment. It has a gross capacity of 79.2 44

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• Maximum torque: 357 Nm • Electric range**: 434 km • Recharging time^ (AC, 11 kW, 0% up to 100%): 9.0 hours • Recharging time^ (DC, 50 kW, 5% up to 80%): 93 minutes • Rechanging time^ (DC, maximum charging power, 5% up to 80%): 22.5 minutes The battery, whichever is specified in the Taycan, is located in the vehicle’s

underbody, providing a low centre of gravity for agile handling. The battery is also a load-bearing structure in the Taycan and accommodates cooling and electronic components. It sits in a waterproof housing and uses sophisticated thermal management to maintain it at an optimum temperature range. Recharging the Taycan in Australia Two recharging ports are fitted to the Taycan: one on each side of the car, just forward of the front doors. The Mobile Charger Connect, which provides intelligent charging functions, including wall mount and 2.5-metre cable, are included as standard. A 150 kW onboard DC charger for recharging at public stations with a voltage of 400 volts is also included as standard. The following recharging cable connections are also included: • Supply cable for domestic electrical sockets • Supply cable for red industrial electrical outlets (400 V, 32 A, 5 pin) • Supply cable for blue industrial electrical outlets (230 V, 32 A, 3 pin) • Charging cable (mode 3) for charging at public AC charging pedestals with 4.5-metre length The Porsche charging dock and Home Energy Manager are also included. Taycan owners in Australia have several ways to recharge. They include High Performance Charging, Home Charging, and Porsche Destination Charging.

Porsche LMDh Prototype Tested In Barcelona Ahead Of 2023 Race Debut Story & Photos: Damon Lowney Courtesy of: Porsche Club of America The development work on the new Porsche LMDh prototype continues and the race car was recently put to its paces during a test session in Barcelona. The Circuit de Catalunya where the sixth round of this year’s Formula 1 competition will be held hosted high-speed evaluation procedures for the new hybrid track monster. Following the initial tests at Porsche’s in-house Weissach track (see the related links below), the LMDh prototype was recently brought to Spain where Porsche factory drivers Felipe Nasr and Dane Cameron spent a few days behind the wheel. The duo covered more than 1,200 miles (2,000 kilometers) and the feedback has been very positive. The main mission the engineers from Zuffenhausen had was to develop the tyres and optimize the interaction between the V8 engine and the components of the hybrid system. “The successful tests in Barcelona were an enormously important step,” Thomas Laudenbach, VP Porsche Motorsport, commented. “During our first laps on our test track in Weissach, it was critical to ensure that the basic functions of the LMDh prototype worked. In Spain, we saw the entire scope of development:

endurance runs, setup work and, very importantly, the optimization of the interaction between all partners involved in this project.” Contrary to what Toyota and Peugeot decided for their hybrid race cars, Porsche has installed a V8 engine as part of the electrified powertrain of the LMDh. The competition from Japan and France will use a V6 unit, but Porsche’s eight-cylinder unit can rev to 10,000 rpm and runs on renewable fuels. The total output of the system for all cars must not exceed 671 horsepower (500 kilowatts) with Williams Advanced Engineering supplying the battery and Bosch delivering the electric motor capped at 67 hp (50 kW). Porsche will continue the development program of the LMDh on different racetracks around Europe and North America later this year. Once all the work is done, the prototype will be homologated and will make its official race debut in January next year at the Rolex 24 at Daytona.

Jan - Mar 2022

Story & Photos Courtesy of: Porsche Club of America

Six paint-to-sample Porsches from Rennbow, worthy of a second mortgage Paint-to-Sample (PTS) cars live in a somewhat exalted space in the Porschesphere. It’s not just the added expense or trouble that it takes to get one. A wise PTS color choice can make an already special car several orders of magnitude more desirable. Here are six cars culled from the Rennbow database that are a true testament to the vision and wicked good taste of their owners. PTS 996s are rare to begin with, and most of the really interesting standard colors seem to be incredibly rare — silver, black, gray, and blue 996s seem to predominate. So when we see a PTS car in an obscure but uber-attractive color, it naturally gets our attention. Zambezi Green was a two-year-only 914 color that originated in the Volkswagen palette. We think it looks beyond stunning on this early 996. The Natural Brown leather interior is just the icing on the cake. 46

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Riviera Blue was one of the launch colors of the 993. It’s a simply gorgeous blue that is highly reminiscent of the 1970s Mustang shade of Grabber Blue. Unfortunately, few Porsche dealers in the early ’90s were willing to roll the dice on such an extroverted color. It shows up from time-to-time in the paintto-sample program, but rarely on a 997, which is kind of the water-cooled spiritual successor to the very pretty 993. We think this PTS Riviera Blue 997 on Lobster Fork wheels is simply sublime. Stone Grey was an obscure 356 color that resembles perhaps your favorite pair of khakis. It’s understated and handsome, and is perhaps a daring, quirky choice for a PTS car, which tend to be on the bold side. We think the color works beautifully on the 991, although we might have gone full 356 and ordered a terra cotta interior. Signal Yellow is quite possibly the most underrated Porsche yellow. Speed Yellow’s bright hue and somewhat arrogant name probably makes it the go-to Porsche yellow. Its successor, Racing Yellow isn’t far behind. Signal was probably more distinctive, with its delicious touch of orange. It’s a magnificent color, and a surprisingly rare PTS choice. Hats off to this GT3 Touring owner who specified Signal Yellow, we want your car. Smyrna Green is another tasteful 356 shade that is utterly timeless. Nowhere near as extroverted as perhaps Conda Green, on a wingless GT3, the muted turquoise is simply perfection. Understandably, GT2 RS owners seem to have a tough time resisting brighter colors. We’re not sure that we could say no to Acid Green or Python Green Chromaflair. But this car makes a giant case for going a bit more subtle on an outrageous car. This light slate blue, 356era shade named for the Sicilian volcano that loomed over the Targo Floria is beyond Gorgeous on a 991 GT2 RS.

Jan - Mar 2022

Story & Photos: Porsche Newsroom

py photographers have caught next year’s facelifted Porsche 911 Cabriolet out testing. Despite its disguise, the changes to the new drop top are clear to see, with the German brand aiming for a subtle evolution of the current car’s looks. Look beyond the camouflage and you can see the Cabriolet will get the same front-end treatment as the coupe, which we captured undergoing evaluation earlier this year. Likely to be designated the 992.2, the facelifted 911 will get a slightly neater grille arrangement up front and new integrated LED daytime 48

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running lights, while the rear diffuser has been redesigned to make space for a new centre exit exhaust system. We’re also expecting some different alloy wheel designs and paint options. Due to arrive in the UK in 2023, the refreshed 911 will also benefit from some chassis tweaks and, perhaps most significantly, a fully digitised cabin that ditches the current model’s analogue revcounter. Also on the cards is a jacked-up Safari model, which we’ve already caught undergoing evaluation. This high-riding

machine will feature plastic body cladding to help protect the panels from scrapes when driving over rough terrain, as well as GT3-style bonnet vents. Inside, the facelifted 911 is expected to retain the same basic layout as the existing car. It’ll also benefit from Porsche’s latest PCM 6.0 infotainment system, which has just recently been updated to include Spotify music streaming, wireless Android Auto and an improved voice assistant. Porsche’s new 911 Safari also appears to have GT3-style bonnet vents either side

“Latest generation of Porsche’s legendary 911 sports car will receive a facelift next year”

New 2023 Porsche 911 spotted with minimal camouflage Story: Alastair Crooks Photos: Courtesy of Auto Express of the badge, but the fact they don’t appear on our latest spied prototype suggests they’ll be a quirk of the off-road model rather than a standard fixture across the line-up. However, the updated sports car could move forward with a new, fully digital instrument panel, like that of the Taycan EV. The current model has an analogue rev-counter flanked by two screens, but this could be replaced with a slender curved screen that can display drive mode information, a map for navigation and a feed from the car’s night-vision system. The next 911 could also receive an improved suite of sensors for more advanced driving-assist technologies. A raft of chassis and handling improvements is also expected to give the 992.2 sharper responses when the driver takes full control.

Porsche has honed the 911’s suspension and steering set-up as part of previous mid-life updates, so a retuned electric power steering set-up and revised chassis settings are likely. A snappier calibration for the eight-speed PDK gearbox is also possible, although the 992.2 is unlikely to receive significant powertrain revisions. It will, however, gain a new hybrid variant. The long-awaited, electrified 911 will be part of the 992.2 line-up, although this option could be added after the launch of the facelift. The electrically assisted 911 could also end up producing more power than the 641bhp 911 Turbo S and become the most potent 911 available.

Jan - Mar 2022

Story & Photos: Porsche Newsroom

The new 911 GT3 Cup Racer: 20 Fascinating Facts Powering this year’s Porsche Paynter Dixon Carrera Cup Australia is a new generation of the world’s top-selling racing car, the Porsche 911 GT3 Cup (Type 992). And before it makes its local competition debut at the Australian Formula 1Grand Prix, there’s a few things worth knowing about it. Porsche’s new 992-generation 911 GT3 Cup car debuted in several Carrera Cup Championships around the world last year, including North America for the first time. This high-performance customer racer is making its Australian competition debut this year, alongside another new leader: Barry Hay, Porsche Cars Australia’s new Motorsport Manager. Hay, hugely experienced in top-level Australian motor

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racing, arrived at Porsche in February, ahead of what has become the biggest season in Carrera Cup Australia’s history. The new 911 GT3 Cup (Type 992) has brought with it the hopes of local teams and drivers – and a slew of fascinating statistics and facts. Here are some of them. Porsche’s new 992-generation 911 GT3 Cup car debuted in several Carrera Cup Championships around the world last year, including North America for the first time. This high-performance customer racer is making its Australian competition debut this year, alongside another new leader: Barry Hay, Porsche Cars Australia’s new Motorsport Manager. Hay, hugely

experienced in top-level Australian motor racing, arrived at Porsche in February, ahead of what has become the biggest season in Carrera Cup Australia’s history. The new 911 GT3 Cup (Type 992) has had an intense development program: The groundwork for this new model was laid in 2018. Concrete vehicle development began in early 2019. It’s built alongside its showroom siblings: Like its predecessor, the new 911 GT3 Cup racer rolls off Porsche’s production line in Stuttgart-Zuffenhausen, alongside 911 road-car models destined for Porsche showrooms. It has more power: The new 911 GT3 Cup has a peak power level of 375 kW / 510

PS, about 25 PS more than the model it replaces. In fact, its peak power level is the same as the new 911 GT3 road car, the lap-record-setting showroom model Porsche Motorsport helped develop. The engine is durable and lowmaintenance: Despite the punishment of door-to-door racing, the new 911 GT3 Cup’s engine only needs a maintenance check after 100 hours of track time. It’s only one example of the engineering quality underpinning these racing cars. The gearbox is just as durable and low-maintenance: This needs a “minor inspection” after 60 hours of racing – which corresponds to roughly two years in the overseas Porsche Mobil 1 Supercup. A major overhaul is due after 120 hours of racing. This is the first 911 GT3 Cup racer to have

a ‘turbo’ body: The new 911 GT3 Cup is the first one-make Cup racer from Porsche to feature the company’s famed wide turbo-spec body. The rear spoiler resembles a swan: The new 911 GT3 Cup has improved aerodynamics, thanks in part to its 11-stage adjustable rear spoiler, which now has a ‘swan neck’ mounting. With this design, the wing surface is no longer fitted on top of its strut mounts but instead underneath them. This unique layout ensures uninterrupted under-wing airflow and more stable handling, especially in faster corners. It’s a light-weight athlete: The new 911 GT3 Cup has an impressively low 1,260-kilogram weight, despite being 35 kilograms heavier than its predecessor – due, in part, to the extra struts fitted to the safety cell.

It makes clever use of materials: The doors, engine hood and rear wing are made of carbon-fibre reinforced plastic (CFRP). But the front bonnet with its unique exit-air duct and central air intake is, like in the road-going 911 Carrera, made of aluminium – which lowers repair costs in the case of an accident. Its windows aren’t made of glass: For safety and lighter weight, all windows in the 911 GT3 Cup are made of lightweight polycarbonate and have a scratch-resistant hard-coat glazing. It has an escape hatch: For maximum driver safety, there is a removable escape hatch in the roof, which complies with the latest FIA standards. It’s adjustable for drivers: Unlike many racing cars, the new 992-generation 911 GT3 Cup has three-way seat adjustment (incline angle and two height settings) and an adjustable steering column. These help ensure an optimum fit for drivers of all physical statures. What’s more, the seats can be adjusted even further with a range of padding thicknesses. The electronics have moved: The Motorsport control units and data loggers have been relocated from the passenger footwell to the right-rear compartment in the new 911 GT3 Cup. This makes space for a passenger seat to be installed from time to time (for ‘taxi rides’). It no longer has hydraulic power steering: It now uses electro-mechanical power.

steering, which removes the need for a hydraulic steering pump and its associated plumbing lines. The brake pads can be changed even faster: Thanks to this new car’s special brake callipers. It does not use electric fuses: The onboard electrical system functions without actual plug fuses, reducing the amount of materials used in the wiring harness and saving weight. The hazard lights operate automatically: If the engine stalls on the grid at the start of a race, the hazard warning lights switch on automatically to warn other competitors of possible danger. It leaves the factory ready to race: Porsche Cars Australia delivers the new 911 GT3 Cup to customers with a complete accessory kit that includes, for example, all special tools and wishbone spacers required for track adjustment. Teams don’t need to buy these parts separately. This new model is 3 seconds faster: This was the drop in lap times achieved by this new 911 GT3 Cup at most European circuits last year. In a sport where a thousandth of a second can determine victory, 3 seconds is widely regarded as ‘an eternity’. The 911 Cup range has turned 30: The very first 911 Cup racer was the 964-generation version, which was launched in 1990. Three decades later, this new Type 992 model was unveiled, marking the milestone.

Jan - Mar 2022

76 Woomera Avenue, Edinburgh Parks, SA, 5111 PO Box 6101, Burton, SA, 5110 (08)8250 1511 info@ahrns.com.au www.ahrns.com.au www.facebook.com/ahrnshe - Built locally, by locals -

CUSTOM TILT SLIDE TRAYS • CRANES • AXLE, ENGINE AND CHASSIS STANDS • PRESSES • VEHICLE TIE DOWN EQUIPMENT

106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com 52

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0418 891 466

Jan - Mar 2022

ROLL OF HONOUR Past Presidents

2015/16 R. Paterson 2016/17 2014/15 D. Herreen D. Herreen 2017/18 2015/16 S. Thiele R. Paterson

Hillclimb Champion

1974/75 D. Christison Past Presidents

2004/05 J. Palmer Hillclimb Champion 2005/06 J. Palmer 2004/05 J. Palmer 2006/07 J. Palmer & M. Ewer 2005/06 J. Palmer 2007/08 A. Sparks & M. Ewer 2006/07 J. Palmer & M. Ewer 2008/09 G. Keene 2007/08 A. Sparks & M. Ewer 2009/10 A. Plate 2008/09 G. Keene 2010/11 N. Goodall 2009/10 A. Plate & O. Sheahan 2011/12 R. Paterson 2010/11 N. Goodall & O. Sheahan 2011/12 R. Paterson 2012/13 R. Harrison 2012/13 R. Harrison 2013/14 R. Paterson 2013/14 R. Paterson 2014/15 A. Trimmer 2014/15 A. Trimmer 2015/16 R. Paterson 2015/16 R. Paterson 2016/17 S. Hevera 2016/17 S. Hevera 2017/18 S. Thiele 2017/18 S. Thiele

1975/76 D. Christison

1974/75 1976/77D.D.Christison Christison 1975/76 1977/78D.P.Christison Dennis 1976/77 D. Christison 1978/79 B. Clements1 1977/78 P. Dennis 1979/80B.B.Clements1 Clements 1978/79 1980/81B.T.Clements Klaveniek 1979/80 1981/82T.T.Klaveniek Lynas 1980/81 1981/82 1982/83T.T.Lynas Lynas 1982/83 1983/84T.T.Lynas Lynas 1983/84 1984/85T.T.Lynas Lynas 1984/85 T. Lynas 1985/86 J. Nicholls 1985/86 J. Nicholls 1986/87B.B.Lynas Lynas 1986/87 1987/88P.P.Rosenzweig Rosenzweig 1987/88 1988/89T.T.John John 1988/89 Past Presidents 1989/90 1989/90T.T.John John 1974/75 D. Christison 1990/91 1990/91T.T.John John 1975/76 D. Christison 1991/92 T. John 1991/92 T. John D. Christison 1992/93 T. John 1976/77 1992/93 T. John 1977/78 P. Dennis 1993/94 D. Eckert 1993/94D.D.Eckert Eckert 1978/79 B. Clements1 1994/95 1994/95P.D. Eckert 1979/80 B. Clements 1995/96 Dixon 1980/81 T. Klaveniek 1995/96P.P.Dixon Dixon 1996/97 1997/98 1981/82 T. Lynas 1996/97P.P.Dixon Dixon 1998/99 1982/83 T. Lynas 1997/98P.P.Dixon Dixon 1999/00 1983/84 T. Lynas 1998/99P.P.Kowalenko Dixon 2000/01 P. Kowalenko 1984/85 T. Lynas 1999/00 P. Kowalenko 2001/02 P. Brunnthaler 1985/86 J. Nicholls 2000/01 P. Kowalenko 2002/03 P. Brunnthaler 1986/87 B. Lynas 2001/02M.P.Rooke Brunnthaler 2003/04 1987/88 P. Rosenzweig 2002/03J.P. Brunnthaler 2004/05 Palmer 1988/89 T. John 2005/06 Palmer 2003/04J.M. Rooke 1989/90 T. John 2006/07 S. Elshaw 2004/05 J. Palmer 1990/91 T. John 2007/08 S. Elshaw 2005/06 J. Palmer 1991/92 T. John 2008/09 A. Sparks 2006/07 S. Elshaw 1992/93 T. John 2009/10 A. Sparks 2007/08N.S.Goodall Elshaw 1993/94 D. Eckert 2010/11 2008/09N.A.Goodall Sparks 1994/95 D. Eckert 2011/12 1995/96 P. Dixon 2009/10N.A.Goodall Sparks 2012/13 1996/97 P. Dixon 2013/14 Obst 2010/11K.N. Goodall 2014/15 Obst 1997/98 P. Dixon 2011/12K.N. Goodall 2015/16 Obst 1998/99 P. Dixon 2012/13K.N. Goodall 2016/17 G. Crowe 1999/00 P. Kowalenko 2013/14 K. Obst 2017/18 G. Crowe 2000/01 P. Kowalenko 2014/15V.K. Obst 2018/19 Moore 2001/02 P. Brunnthaler 2015/16V.K. Obst 2019/20 Moore 2002/03 P. Brunnthaler 2016/17V G. Crowe 2020/21 Moore 2003/04 M. Rooke 2021/22 Moore 2016/17V G. Crowe

2016/17 D. Herreen

2017/18 S. Thiele Lady Competitor of the Year

PCSA Roll of Honour

2004/05 2005/06 2006/07 Motorkhana Champion Motorkhana Champion 2007/08 2004/05 M. Ewer 2008/09 2005/06M.M. Ewer 2004/05 Ewer 2009/10 2005/06 2006/07M.D.Ewer Gilbert 2010/11 2006/07 2007/08D.P.Gilbert Kowalenko 2011/12 2007/08 P. Kowalenko

2008/09 R. Paterson

2008/09 R. Paterson Motorkhana 2009/10 D. Gilbert 2009/10 D. Gilbert 2010/11 M. Almond 2004/05 2010/11 M. Almond 2011/12R.R.Paterson Paterson 2005/06 2011/12 2006/07 2012/13R.R.Paterson Paterson 2012/13 2013/14 2007/08 2013/14R RPaterson Paterson 2014/15 2008/09 2014/15D.D.Herreen Herreen 2015/16 2009/10 2015/16R.R.Paterson Paterson 2016/17 D. Herreen 2010/11 2017/18 S. Thiele 2011/12 2018/19 J. Coote 2019/2020 R. Paterson 2020/21 Steve Thiele

2018/19 R.Edwards

Hillclimb Champion

2019/20 T. Keynes Sprint Champion 2020/21 Peter Panopoulos

2004/05 J. Palmer 2004/05 J. Palmer 2005/06 J. Palmer 2005/06 M. Rooke 2006/07 J. Palmer & M. Ewer 2006/07 J.Champion Palmer Sprint 2007/08 A. Sparks & M. Ewer 2007/08 P. Jaquillard G. Keene 2008/09 2004/05 J. Palmer 2008/09 O. Sheahan 2009/10 A. Plate 2005/06 M. Rooke 2009/10 A. Eime 2010/11 N. Goodall & O. Sheahan 2006/07 J. Palmer 2010/11 N. Goodall 2011/12 R. Paterson 2007/08 P. Jaquillard 2011/12 M. Ewer 2008/09 O. Sheahan 2012/13 R. Reynolds 2009/10 A. Champion Eime Sprint 2013/14 A. Trimmer 2010/11 N. Goodall 2004/05 J. Palmer 2014/15 D. Herreen 2011/12 M. Ewer 2005/06 2012/13 Reynolds M. Rooke 2015/16 MatR.Curyer 2006/07 2013/14 A. Trimmer J. Palmer 2016/17 T. Keynes 2014/15 D. Herreen P. Jaquillard 2007/08 2017/18 M. Rogers 2015/16 M. Curyer O. Sheahan 2008/09 2016/17 T. Keynes A. Eime 2009/10 M. Rogers 2010/11 N. Goodall Club2017/18 Driving Champion 2018/19 P. Panopoulos 2011/12 M. Ewer 1985/86 T. Lynas 2019/20 D. Herreen 1986/87 T. Lynas Panopoulos 2020/21 Club Peter Driving Champion

1987/88 D. Wallis 1988/89 T. John Champion 1985/86 T. Lynas Club Driving 1989/90 R. Catford 1986/87 T. Lynas 1985/86 T. Lynas 1987/88 D. Wallis 1990/91 T. Gentile 1986/87 T. Lynas 1988/89 T. John 1991/92 T. John 1987/88 D. Wallis 1989/90 R. Catford 1992/93 R. Catford 1988/89 T. John 1990/91 T. Gentile 1993/94 T. Matthews 1989/90 R. Catford 1991/92 T. John 1994/95 R. Paterson 1990/91 T. Gentile R. Catford 1992/93 1995/96 R. Geue 1991/92 T. John 1993/94 T. Matthews 1996/97 P. Dixon 1992/93 R. Catford 1994/95 R. Paterson 1993/94 T. Matthews 1997/98 D. Gilbert 1995/96 R. Geue 1994/95 R. Paterson 1998/99 M. Ewer 1996/97 P. Dixon 1995/96 R. Geue 1999/00 M. Ewer 1997/98 D. Gilbert 1996/97 P. Dixon 2000/01 M. Ewer 1998/99 1997/98 D. Gilbert M. Ewer 2001/02 D. Gilbert 1999/00 M. Ewer 1998/99 M. Ewer 2002/03 M. Ewer 2000/01 M. Ewer 1999/00 M. Ewer 2003/04 M. Ewer 2001/02 D. Gilbert 2000/01 M. Ewer 2001/02 D. Gilbert M. Ewer 2002/03 2004/05 J. Palmer 2002/03 M. Ewer 2003/04 M. Ewer 2005/06 M. Ewer 2003/04 M. Ewer 2004/05 J. Palmer 2006/07 M. Ewer 2004/05 J. Palmer M. Ewer 2005/06 2007/08 A. Sparks 2005/06 M. Ewer 2006/07 M. Ewer 2008/09 G. Keene 2006/07 M. Ewer 2007/08 A. Sparks 2009/10 R. Paterson 2007/08 A. Sparks 2008/09 G. Keene 2010/11 N. Goodall 2008/09 G. Keene 2009/10 R.Paterson 2009/10 R. Paterson 2011/12 R. Paterson N. Goodall 2010/11 2010/11 N. Goodall 2012/13 R. Reynolds 2011/12 2011/12 R. Paterson R. Paterson 2014/15 D. Herreen

J. Palmer J. Palmer S. Elshaw S. Elshaw A. Sparks A.Sparks N.Goodall N.Goodall

Champion M. Ewer M. Ewer D. Gilbert P. Kowalenko R. Paterson D.Gilbert M. Almond R. Paterson

1990/91 2018/19 S. GentileN. Goodall 2019/20 D. Herreen 1991/92 2020/21 P. Klaveniek Peter Panopoulos 1992/93 J. Nicholls 1993/94 Lady L. Scammell Competitor of the Year 1994/95 L. Scammell S. Gentile 1995/96 1990/91 L. Scammell 1996/97 1991/92 A. SparksP. Klaveniek 1992/93 J. Nicholls 1998 to 2004 Not awarded 1993/94 L. Scammell 2004/05 1994/95 M. Ruediger L. Scammell 2005/06 1995/96 M. Ruediger L. Scammell 2006/07 1996/97 A. SparksA. Sparks Lady Competitor of the Year to 2004 Not awarded 2007/08 1998 A. Sparks M. Ruediger 1990/91 S. Gentile 2008/09 2004/05 A. Eime M. Ruediger 1991/92 P. Klaveniek 2009/10 2005/06 A. Eime A. Sparks 1992/93 J. Nicholls 2010/11 2006/07 A. Eime 2007/08 A. Sparks 1993/94 L.awarded Scammell 2011-2018 Not 2008/09 A. Eime

1994/95 L. Scammell 2009/10 A. Eime 1995/96 L. Scammell 2010/11 A. Eime 1996/97 A. Sparks 2011-2020 Not Club PersonNot ofawarded theawarded Year 1998 to 2004 1987/88 T. Nicholls 2004/05 M. Ruediger Club Person of the Year 1988/89 K. Herbst 2005/06 M. Ruediger 1989/90 1987/88 T. John 2006/07 A. Sparks T. Nicholls 2007/08 A. Sparks 1990/91 1988/89 T. John K. Herbst 2008/09 A. Eime T. John 1991/92 1989/90 D. Wallbridge 2009/10 A. Eime T. John 1992/93 1990/91 L. McDonnell D. Wallbridge 2010/11 A. Eime 1993/94 1991/92 L. Scammell L. McDonnell 1994/95 1992/93 L. Scammell 1993/94 L. Scammell 1995/96 1994/95 P. Dixon L. Scammell 1996/97 1995/96 B. Smith P. Dixon Club Person of the Year 1997/98 1996/97 P. Kowalenko B. Smith 1987/88 T. Nicholls P. Kowalenko 1998/99 1997/98 H. Kowalenko 1988/89 K. Herbst H. Kowalenko 1999/00 1998/99 D. Callow 1989/90 T. John D. Callow 2000/01 1999/00 J-A. Brunnthaler J-A. Brunnthaler 1990/91 T. John 2001/02 2000/01 M. Rooke 2001/02 M. Rooke 1991/92 D. Wallbridge 2002/03 2002/03 K. Somerville K. Somerville 1992/93 L. McDonnell 2003/04 2003/04 C. Johnston C. Johnston 1993/94 L. Scammell 2004/05 2004/05 G. Cook G. Cook 1994/95 L. Scammell N. Goodall 2005/06 2005/06 N. Goodall 1995/96 P. Dixon R. Ruediger 2006/07 2006/07 R. Ruediger 1996/97 B. Smith J. Sheahan 2007/08 2007/08 J. Sheahan 1997/98 P. Kowalenko R. Weekes 2008/09 2008/09 R. Weekes 1998/99 H. Kowalenko A. Seaman A. Seaman 1999/00 D. Callow H. Kowalenko 2000/01 H. Kowalenko J-A. Brunnthaler B. Gare 2001/02 M. Rooke B. Gare R. Pryor 2002/03 K. Somerville K. Obst R. Pryor 2010/11 2003/04 C. Johnston R. Pryor 2010/11 2011/12 K. Obst 2004/05 G. Cook J. Pierson 2011/12 2012/13 R. Pryor J. O’Connor 2005/06 N. Goodall 2012/13 2013/14 J. Pierson 2014/15 D. Wiffen 2006/07 R. Ruediger 2013/14 2015/16 J. O’Connor A. Seaman 2007/08 J. Sheahan 2014/15 2016/17 D. WiffenR. Clements 2008/09 R. Weekes 2015/16 2017/19 A. Seaman Not awarded A. Seaman H. Kowalenko 2016/17 2019/20 R. Clements H. Kowalenko Mike Rogers 2017/18 2020/21 Not awarded B. Gare 2015/16 A. Seaman 2010/11 K. Obst 2016/17 R. Clements 2011/12 R. Pryor 2017/18 Not awarded

2012/13 R. Reynolds

Honorary Life Members

Trevor John

PORSCHE

Kaz Herbst

REPORT

Wayne Obst

Stuart Elshaw

David Gilbert

Story & Photos: Damon Lowney Courtesy of: Porsche Club of America

Porsche 911 Hybrid Spied With Extra Lights At The ‘Ring And In Sweden The Porsche 911 Hybrid is a question of when rather than if. It has been confirmed multiple times by Zuffenhausen’s top brass, so it’s definitely happening. Unlike the Panamera and Cayenne E-Hybrid models where you can plug in to recharge the batteries, the upcoming sports car will be of the non-PHEV variety. Ahead of its official debut, the first production 911 to have an electric motor has been caught carrying extra lights. Different prototypes were spotted by our spies at the Nürburgring and in snowy Sweden with yellow round stickers revealing their electrified nature. The tacked-on circular LEDs look rather strange and we’re wondering whether they’ll be there on the final version. Interestingly, the front air intakes have vertical elements behind the horizontal trim piece of the bumper. You’ll also notice both test vehicles had centrally mounted exhaust tips and were missing the vertical slats for engine cooling. Another tidbit the two have in common is a roll cage mounted

where you’d expect to find the rear seats. In the case of the prototype caught in northern Europe, you’ll also notice a bunch of wires dangling on the passenger seat. Because a Porsche still has to be about performance even if it’s a hybrid, the electric assistance will be about making the 911 faster rather than saving you money at the fuel pump. Of course, the main reason a partially electrified powertrain is happening is to keep up with tougher emissions regulations. The peeps from Stuttgart have been coy about details, only saying it’ll borrow tech from the Le Mans-winning 919 Hybrid endurance racer. A purely electric 911 won’t be coming anytime soon even though Porsche projects more than 80 percent of its annual sales by 2030 will be represented by EVs. In fact, the company has said it wants the iconic rear-engined machine to be the very last car in the automotive scene to lose the gas engine.

Jan - Mar 2022

Story: Rob Sass Photos: Porsche AG

Porsche 718 Cayman GT4 RS First Drive: Could you, would you daily it?

The term “fan service” originated in the Japanese animation, or anime, world (although it’s since spread to the world-atlarge). It originally meant something overthe-top, done simply to please the hardest of a hard-core fanbase. Bigger explosions, more overtly sexy characters, that sort of thing. At its most blatant, there’s an element of calculation to the act of fan service that borders on cynicism. The first-ever GT4 RS may well be the closest that Porsche has ever come to engaging in fan service, and though the car might be over-the-top in some respects, there’s nothing remotely cynical about it. In fact, you can make the case for it being one of the greatest Porsche sports cars of all

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time, but are you a hard core enough fan to daily drive it? The Streets at Willow Springs was an ideal place to get acquainted with the GT4 RS. It’s a short, fairly technical course and also happens to be in fairly pristine condition, having been recently paved. Porsche brought two cars, one with the Weissach package, and one without. Both were, of course, equipped with PDK, the only way the GT4 RS comes. It’s perhaps not unreasonable to expect that the ride on the street might approximate that of a 991 GT3 RS, maybe even slightly more compliant/less

choppy, because of the 718’s surprisingly one-inch-longer wheelbase. That said, I can’t imagine that the stiff sidewalls of the Michelin Pilot Sport Cup 2 R tires (the first time in a 718) and the heavily bolstered/unyielding sport seats would lend themselves well to a multi-hour road trip, particularly if you don’t share Also, there are the ingress and egress issues. Sadly, the demographic that can afford the car also correlates highly with the demographic for which range of motion and general limberness are sometimes issues. While it’s not like getting in and out of a Lotus Elise, the high seat bolsters of the carbon-fiber buckets make it challenging. Fortunately, there’s an option

for 18-way adjustable Sport Seats Plus, but they’re woefully out of place in an RS. I couldn’t resist selecting Sport Exhaust, which opens a flap on the main muffler — even with a helmet on, the noise felt unmuted and was seemingly emanating from about a half an inch from my ears. It’s the first time I’ve ever been distracted on track by engine noise. It wasn’t annoying, quite the opposite. I actually had a difficult time blocking out how insanely seductive the sound of the car was, especially in the 7,500 to 9,000 rpm range — “Gawd, that sounds effing amazing [cue the aural trance]… Damn! I’m in the braking zone!” Porsche calls it “a very emotional

experience in cabin,” probably because the automaker can’t call it the religious experience that it more closely resembles.

that with the sport exhaust deselected, and with one’s right foot not buried to the carpet, it could be more than tolerable.

Strangely, helmet on or helmet off, Sport Exhaust selected or de-selected, there wasn’t that much difference that I could perceive in the noise level, owing to the proximity of the intake to my ears. At least the sound from the intake is a beautiful, multilayered symphony that crescendos, diminuendos, and staccatos with changes in engine load and rpm. Would it get tiresome on the street? Not for me, but I already have age-related hearing loss from too many 90s grunge bands, so in theory I have less to lose. I suspect, however,

In the end, the question of whether you could daily drive a GT4 RS is a highly subjective one that is closely related to personal tolerances, and probably body type as well. Would I do it? I think so. My sensitivity to ride stiffness is low, and the 718’s cabin fits me really well, as do the seats. Honestly, I’d give up a lot more just to hear the car at its 9000 rpm redline daily.

Jan - Mar 2022

2022 Porsche 911 Carrera 4 GTS First Test: The Best Reason Not to Buy a GT3? Story: Aaron Gold Photos: Brandon Lim Courtesy of: Motortrend

From our very first drive last year, the 2022 Porsche 911 Carrera GTS impressed us with its blend of performance and civility—the perfect middle ground between the entry-level Carrera and the high-end Turbo and GT3 models. At least, that’s what we said before we took it to the test track. Now that we’ve seen the numbers, we stand corrected: The word “middle” does a disservice to a car that performs like this. 58

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Before we dive into the numbers, a quick refresher: Porsche offers five 911 GTS models, situated right in the middle—whoops, sorry—of the 22-modelstrong 911 lineup. All share a 473 hp, 420-lb-ft version of the company’s 3.0-liter horizontally opposed twin-turbo six-cylinder, with an eight-speed PDK dualclutch automatic as standard equipment and a seven-speed stick as a no-cost option.

The version we tested was the middle of the middle (damn, this is more difficult than we thought): the Carrera 4 GTS, with all-wheel drive and a fixed roof. The reardrive Carrera GTS coupe and Cabriolet sit beneath it; the AWD GTS 4 Cabriolet and semi-convertible Targa 4 GTS are above, at least in price. The Carrera 4 GTS is priced at $145,350 USD, $18,400 less than the GT3 and just a bit more than $31,000 less than a 911 Turbo. Options

including Porsche Dynamic Chassis Control ($3,170), rear-wheel steering ($2,090), and Carmine Red paint ($3,270) brought our test car’s as-tested price to $169,330 USD.

supposed to be the midlevel model. That said, we know from experience that Porsche’s acceleration figures tend to be conservative. We were pretty sure we’d get a quicker time, and man, did we ever.

Porsche says this version of the GTS—allwheel drive and PDK—is the quickest, with a 0-60 time of 3.1 seconds, a pretty serious number for what is

In our very first acceleration run, the 911 GTS made it to 60 in just a hair more than 3 seconds, with a wiggle from the back end indicating the tyres were still cold. As

the rubber warmed up, the times tumbled, and we recorded a best figure of 2.8 seconds. A $197,670 PDK-equipped GT3 we recently tested did the run in 2.7. But surely, given more space, the GT3 would have walked away from the GTS, right? Wrong, at least in terms of straightline acceleration. With its higher turbo count—two versus zero for the GT3—the

Jan - Mar 2022

Drive well, though, and you’re rewarded with grip and balance that defy belief, not to mention the 911’s lovely flat-six soundtrack. And while it’s incredibly good fun to push the car as hard as you dare, it’s no less enjoyable to dial back to sixtenths and cruise through the curves.

GTS blasted through the quarter mile in 10.9 seconds at 126.7 mph—again, 0.1 second (and 1.2 mph) behind the GT3. This is a marked improvement compared to the previous-gen 911 GTS. Although we didn’t have an all-wheel-drive tin-top in for testing last time around, we did get numbers on a rear-drive GTS coupe and an all-wheel-drive Targa 4 GTS, both with the PDK. They made the 0-60 run in 3.0 and 3.1 seconds, respectively, with quartermile times of 11.3 seconds at 123.5 mph and 11.4 seconds at 120.8 mph. Braking has always been a 911 strength, and the GTS did not disappoint, drawing down from 60 mph in 99 feet. Still, that was 6 feet longer than the GT3 with carbon-ceramic brakes. Pedal feel was outstanding, and even with a bit of fade imparted by repeated stops from 125 mph, we got all the feedback we needed to compensate.

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On the skid pad, the 911 Carrera 4 GTS produced an average lateral load of 1.09 g, and it circled our figure-eight course in 22.7 seconds at 0.91 g. This is where the track-tuned GT3 shows its advantage: Its figures were 1.15 g on the skid pad and a figure-eight time of 22.3 seconds at 0.95 g. To put things in perspective, however, the new GTS’ handling figures were comparable to the previous GT3’s. On top of that, its consistency stood out; our lap times were all within a tenth of a second of each other. That doesn’t happen by accident, and it’s easy to find the limit and maintain it, over and over again. Drive the 2022 911 Carrera 4 GTS on a twisty road and you’ll echo a similar sentiment, as it’s an utter delight. Despite delivering power to both axles, the Carrera 4 still has enough power to slide the tail. If you like trail-braking, you’re in good company, because the GTS loves it, too. Indeed, understeer is generally not an issue in the 911 GTS’ world, as it tends to let go from the back, if it lets go at all.

As the saying goes, familiarity is bound to generate some modicum of contempt, and a few more days of seat time reminded us of a few 992-generation faults. Most annoying among them is probably the ultra-wide cluster, the outer digital gauges of which are partially blocked by the steering wheel. Porsche loyalists will no doubt point out the big centermounted analog tachometer is all that really matters; we’ll point out that even a $14,000 Mitsubishi Mirage gives its driver an unobstructed view of the fuel gauge. And then there’s the tiny frunk and nearly imaginary back seat, but can we even call those flaws in a 911? At this point, they’re simply traditions. For those contemplating which 911 to buy, we feel duty-bound to mention the GTS does ride a bit harder than lesser Carrera models, but we’ll never call it objectionable. The 911 GT3 is the more amazing vehicle on the track—it won our first-ever Performance Vehicle of the Year award—but daily-driving one is overkill for some people. The GTS is the higherperformance model you can live with, and as our testing proved, its day-to-day comfort comes with only the narrowest non-track-driving performance penalty. If this is the 911’s middle ground, then the middle is an amazing place to be.

Jan - Mar 2022

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Porsche Report January - March 2022

Articles inside

Macan Touring 53. First Drive – Cayman GT4RS

RSR Sports Cars

Jam Motorsport

Deadshort Electrical

Motorkhana 30 Jan 22 42. Six Paint-to-Sample Porsches

Porsche 911 Vision concept 41. Porsche Newsroom-Taycan 2022

Porsche Newsroom-Electric 718 52. Porsche 911 Hybrid?

Sprint 1 Mallala 46. New GT3 Cup Racer

Porsche’s ambition 2030 38. Bremerton Winery / not 911 Run

Copyworld

President’s Report 37. Dinner at The Caledonian