PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 42 Number 1 January - March 2017
M eet C la udia Carrera A ll the C lips al Action Ba thurst 12 ho ur Insights T he New P a na mera Reveal
www.pcsa.asn.au
January - March 2017
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PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 42 Number 1, Jan-Mar 2017
contents 5. Editorial
40.
Come one, come all Motorkhana
7.
P r e s i d e n t ’s R e p o r t
44.
A Masterful Drive
9.
Calendar of events
46.
T h e M i g h t y C a r re r a R S R
10.
The New 911 GT3
48.
U n l i k e l y S u p e rc a r
11.
Entry Level Macan
50.
T h e D a y S t i r l i n g M o s s Wo n m e a F i v e r
12.
T h e r e ’s a N e w S h e r i f f i n To w n
52.
S e a c l i f f H o t e l B re a k f a s t R u n
14.
C l a u d i a C a r re r a
54.
Tw i l i g h t D e l i g h t
20.
Bathurst 12hr With Porsche Driving School
56.
Coolant Pipe Issue on The Mezger Engine
24.
P o r s c h e C a r re r a C u p A u s t r a l i a
58.
A m a z i n g S u p e rc a r s
28.
Clipsal 500 GT Racers
60.
P o r s c h e C l u b A p p a re l
30.
T h e O t h e r C l i p s a l S u p e rc a r s
61.
Role of honour
33.
IROC Meets TCM at Clipsal
62.
Rinspeed Bedouin Cocept
34.
Gumboot Sprint
our supporters A A h r n s H a n d l i n g E q u i p m e n t
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N o r b a r To rq u e To o l s
Page 27
A l d o m M o t o r s p o r t B o d i e s
Page 23
N o r t h Te r r a c e Ty re s
Back cover
B r i d g e s t o n e S e l e c t
Page 31
P o r s c h e C e n t r e A d e l a i d e
Page 4
B u i k s M o t o r w o r k s
Page 27
P ro n t o D r i v i n g S c h o o l
Page 32
C a f a s s o M o t o r B o d y R e p a i r s
Page 19
Richmonds Classic and Sports Cars
Page 6
C o p y w o r l d P a g e 8
R S R S p o r t s C a r s
Page 19
C u t l e r B r a n d s P a g e I B C
S h a n n o n s I n s u r a n c e
Page IFC
D a v i d B u r r e l l a n d C o
W i l l s h i re P a g e 2
Page 62
D u n l o p P a g e 9
W i n g u a rd P a i n t P ro t e c t i o n
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January - March 2017
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January - March 2017
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Dreams escape no longer. The new Porsche Macan. For all the missed opportunities and forced compromises. The litres of swallowed pride. It’s finally time you said yes. With a powerful new 252 hp turbocharged four-cylinder engine, 19-inch Turbo wheels and Bi-Xenon headlights, the new Macan delivers a unique driving experience only a Porsche can elicit. Your dreams have never been closer.
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editor’s report the case with the Porsche brand to date where used, relatively cheap Porsches tend to be old, tired or both, with good examples still fetching reasonable money.
The last three years in particular have witnessed spectacular growth where we have seen Porsche Cars Australia sales more than double. The legendary 911 played its part of course, as it has done from the very early days of the company’s history with sales of 422 units in 2016, but the king of the castle from a sales perspective is the relative newcomer, the Porsche Macan with 2,116 sales in the same year. Clearly the Porsche Macan has hit a sweet spot with aspiring Porsche owners and by any measure has done the job admirably. Since 2002, the year before the launch of the first Ceyenne, Porsche have created a portfolio of models to reduce the reliance on the 911 to carry the fortunes of the company, as it did previously with some success in the 70’s and 80’s. This time though they have truly created a complete, and capable, mix of models to cater for all needs. We now have the ultimate luxury of the Panamera, the performance legend that is the 911 supported by the amazing 718 series Boxster and Cayman, the versatile Ceyanne and now the Porsche sales leading Macan. From this progressive introduction of new key models we have seen sales in Australia grow from just 712 cars in 2002 to 4,434 in 2016. Impressive indeed. There has been some commentary in the press about what effect this increase in sales volumes may have on Porsche resale volumes in the longer term, and fair enough. But I don’t personally believe that resale values will be hurt nearly to the extent of what we have seen with BMW and Mercedes for two key reasons. Firstly, even at annual sales of 4,434 your Porsche investment is still a relatively rare piece of kit. By comparison, BMW sold over 28,000 cars in Australia last year while Mercedes sold over 41,000 units. And to put that into perspective, that is just over half as many units as our boys at Ford. Mercedes Falcon anyone. Now while I’m sure the local Mercedes dealers are pretty happy with these numbers there is no doubt these high volumes have put a serious dent in Mrecedes, and BMW, resale values. This has not proven to be
So enjoy your Porsche, regardless of model, age or condition. You’re in good company. In case you haven’t already heard, it has recently been confirmed that the Shahins, through their Peregrine Corporation business, have purchased the Mallala Motor Sport complex. This is a great result for motorsport fans as the shahins have a solid background in the motorsport arena and are the perfect choice for managing this historic track so it can remain viable for now, and into the future. I have had some great contributions to this issue for which I am most grateful. We have an interesting piece from Darien Herreen around his experiences at the Bathurst 12 hour event, which even included track time. A good read. Richard Holdsworth has also provided us another gem of a story that involves Sir Stirling Moss himself, which I’m sure you will enjoy. Our regular photographer, Bob Taylor, has captured Kristian Downing’s beautiful little Carrera as only he can. He really is a master at this stuff. We have an engaging piece from new member Simon Mangos on his Motorkhana experience and I have even poached a few top efforts from our friends in WA. Something for everyone I hope. I would now like to introduce you to a new advertiser on our pages, Ahrns handling equipment. If you need equipment handled, these are your guys. Des, the owner, is a long time Porsche Club member and it is our great pleasure to have him on board. Please check out all the great product they have on offer and make sure you let them know you’re from the Porsche club if you use their services. Regular advertiser and Porsche diehard, Mark Poole, has given his business a make-over. Now called RSR Sports Cars I’m sure you will like the new look that goes with the new business name. Check it out in these pages.
Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au
Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2017 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
Until next time, Phil Kellett
PORSCHE Report OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 42 Number 1 January - March 2017
Me e t C la u d ia C a r r e r a A ll t h e C lip s a l A c t io n B a t h u r s t 1 2 h o u r In s ig h t s T h e N e w P a n a m e r a R e ve a l
Bob Taylor – (bobteee.webs.com)
Hi all, While summer is certainly behind us and winter is looming, like kids at an all you can eat dessert buffet, it seems that it is spring eternal for the Porsche marque in Australia currently. With record Australian sales of 4,434 units last year, and similar sales gains the world over, it is testament to the strength of the brand that not only are they selling more cars than ever, but are able to do so at profit levels envied by most other motor manufacturers around the world.
Secondly, while BMW and Mercedes sell some amazing performance cars, neither one of them has anything that can compete with the history, stature and completeness of the 911. And there’s the rub. The Porsche 911 is our halo car. It’s the car many would like to own given the chance but due to financial, family or practical reasons, it just isn’t going to happen. So we opt for something that fits our needs, still allows us to enjoy Porsche ownership, and puts us in the same league as the car that has been with the Porsche family longer than any other, the venerable 911.
“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701)
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www.pcsa.asn.au
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president’s report
club committee Geoff Crowe President 0418 895 660 president@pcsa.asn.au Vic Moore Vice President vicepresident@pcsa.asn.au CAMS Representative/Secretary/Historic Registe secretary@pcsa.asn.au
Welcome to our third quarter magazine. This period was pretty well packed, with 3 social runs, one for breakfast (Seacliffe), one for lunch (Collingrove) and you guessed it, one for dinner (Hahndorf)! It’s the first time we have run a twilight cruise/dinner, especially on a Friday night and I am pleased to say it was a great success and fully booked. I think this event will definitely be scheduled for at least once a year. When you think about it, the combination of perfect weather, the Adelaide Hills, special Porsche parking and a great venue, it had to succeed. Of course the company of other club members just polished the event off. Thanks to James for organising such well thought out events. The next quarter continues to offer another 3 events of similar calibre, including our first ‘premium’ club dinner at Jolleys. Our motorsport competitors also had a good mix with a Sprint, Motorkhana and Hill climb. All were well contested as we get close to the completion of the year and fight for the championship. At a corporate level, Porsche released a couple of new models that are a little different. We now see the introduction of some 4 cylinder models arriving with the Boxster and Cayman. In December I was fortunate to spend a day driving the latest models at Queensland Raceway. One of the biggest surprises was the little Boxster S that was almost keeping up with the 911 on the main straight and wasn’t too far behind at the finish line. We know Porsche never go backwards when introducing a new model, but I must admit I was a little sceptical when I found out they were going to produce a new 4 cylinder. I shouldn’t have been. The new Panamera is also worth looking at with a great new design and an interior that is simply awesome. I can’t wait for the 992 and Mission E.
over 500 followers and we are posting all events here as soon as we release them. If you haven’t already, I strongly suggest you follow our facebook page. It will keep you instantly up to date. Our website is also receiving increasing hits. I did note though that our ‘Market Place’ is not being heavily used. For members this is a free service. We can lodge your advertisement and a photo for at least 3 months to get your Porsche items sold. Just email our webmaster with your copy and photo and it will be done! I recently supplied a report on the history and current activities of our club. It will be written up with other Aussie clubs and produced in the Christophorus magazine. The editor is Michael Browning who is well known to many South Aussie members and I am sure he will do a good job in his presentation. Watch out for it. We are nearing the end of our Club year and membership renewals will be due in June. There will not be any increase in membership fees this year and I thank you in advance for continuing as a Porsche Club member. This year we will have new plastic membership cards which will be produced by our membership secretary and posted to you directly after payment is made. On a final note, can I ask you all to read the Advertisements in our magazine. I can personally assure you that our current advertisers are all ‘Quality’ and many are long term loyal member/advertisers. The committee has spent a lot of time ensuring we select advertisers who will live up to member expectations. Importantly, they allow us to produce this very classy publication. Best regards
Darien Herreen Motorkhanas secretary@pcsa.asn.au
Steve Thiele Treasurer 0412 195 634 treasurer@pcsa.asn.au
Norm Goodall Motorsport Director, Sprints 0429 696 644 sprint@pcsa.asn.au
Roger Paterson Motorkhana Director Mobile: 0414 993 930 motorkhana@pcsa.asn.au
Tina and James Law Social Secretaries. 0416 044 051 social@pcsa.asn.au
Christine Trimmer Membership membership@pcsa.asn.au
Phillip Kellett Magazine Editor Mobile: 0409 931 193 magazine@pcsa.asn.au
Ray Pryor Advertising Manager advertising@pcsa.asn.au
Geoff Crowe, President PCSA
Our clubs social media is continuing to evolve and improve. Facebook now has
New members : October - December 2016 Name Model Year Colour Frank Quaini Cayenne 2013 White Pasquale A Cutri 911 Convertible 1983 White Phil Larkin 911 Turbo S 2013 Black Stewart Fuchs 911 SC Coupe 1981 White Graeme Hedges 911 GT3 RS 2016 Silver Simon Mangos 944 1983 White Tim Brown 911 2006 Kieren Vercoe Renault Sport 182 2005 Silver Dion Drexler Nissan 350Z 2003 Blue
Peter Brunnthaler Historic Register/ Licencing 0410 614 911 historic@pcsa.asn.au
Peter Kowalenko Historic Register/ Licencing 0429 390 911 historic@pcsa.asn.au
Kym Obst Special Events 0438 800 961 specialevents@pcsa.asn.au
January -Website March 2017
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Congratulatons Norm and Oli 2010-2011
Hillclimb
Calendar of events 2017 APRIL Sat-Sun 1st/2nd
Mt Alma Mile Hillclimb
Fri-Sun 14th/16th
Porsche Regularity – Bathurst
Sat-Sun 15th/16th
Port Lincoln Auto Street Sprint
Sunday 30th
HillClimb 2 - Collingrove
Sunday 30th
Collingrove Hillclimb Club Run
MAY Sunday 7th
Peter Hall Memorial 6 Hour
Friday 12th
Premium Club Dinner
Saturday 27th
Sprint 5 - Mallala
JUNE Sunday 4th
Hillclimb 3 – Collingrove
Sunday 18th
Motorkhana 3 - Mallala
Sunday 25th
Club Run
JULY Sunday 2nd
Sprint 6 – Mallala
Sunday 9th
Hillclimb 1 – Collingrove
Friday 14th
Club Dinner
Sunday 16th
Motorkhana 1 – Mallala
AUGUST Sunday 6th
Sprint 1 – Mallala
Sunday 13th
Breakfast club run
SEPTEMBER Friday 8th
Club dinner
Sunday 17th
Sprint 2 – Mallala
Friday 22nd
AGM
January - March 2017 Congratulations Michael! 11
Story & Photos: Porsche Cars Australia
The New Porsche 911 GT3 The Porsche 911 GT3 delivers motorsport-like performance, a systematic lightweight construction and an unfiltered driving experience. The new generation of the radical 911 revealed at the Geneva Motor Show connects everyday driving and race track virtues like never before. At the heart of the latest enhancement beats a four-litre, flat six-cylinder engine. The extremely high-revving naturally aspirated engine with 368 kW (500 hp) remains virtually unchanged from the thoroughbred 911 GT3 Cup racing car competing in the 2017 Porsche Carrera Cup Australia championship. The redesigned chassis with rear-axle steering and the systematic lightweight construction are specifically tuned to convert the engine power into superior driving dynamics. Developed on the same test track and manufactured on the same production line as the GT3 Cup cars, Porsche’s motorsport technology has once again been incorporated into a street legal sports car. With seven-speed double-clutch transmission (PDK) as standard, which has been specifically tuned for use in the GT, the two-seater weighs in at 1,430 kg and accelerates from 0 to 100 km/h in 3.4 seconds on its way to a 318 km/h top speed. A six-speed sports manual gearbox is also available as a no cost option. The 0 to 100 km/h sprint with the three pedal version takes 3.9 seconds and top speed is 320 km/h. The chassis boasts superior handling characteristics, thanks in large part to the active rear-axle steering. Depending on the speed, it steers either in the opposite
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or the same direction as the front wheels, thereby improving the vehicle’s agility and stability. The new two-seater also sits around 25 mm lower than the current 911 Carrera S. The new GT3 also comes with a Track Precision app, which enables 911 GT3 drivers to display, record and analyse detailed driving data on their smartphone. The 911 GT3 is available to order now with first Australian deliveries expected in the fourth quarter of 2017. It will be priced from $327,100.
Story & Photos: Porsche Cars Australia
Entry Level Macan Porsche in Australia is expanding its successful compact SUV range with the introduction of a new turbocharged fourcylinder Macan model. This new in-line 2.0-litre petrol engine produces 185 kW of power and 370 Nm of torque. Together with the standard seven-speed PDK dual-clutch transmission it delivers impressive acceleration: zero to 100 km/h in 6.7 seconds, or 6.5 seconds with the optional Sport Chrono-Package. Top speed is 229 km/h. The Macan also proves to be very efficient with fuel consumption of 7.4 L/100 kms according to the NEDC.
the electric driver’s seat, Alcantara seat inserts, three-zone automatic climate control, Digital Radio, Tyre Pressure Monitoring and Porsche’s latest Porsche Communication Management (PCM) including navigation, mobile phone preparation, audio interfaces and voice control system.
The new entry Macan model is available to order now priced from $76,610* with deliveries expected late in the first quarter of 2017.
The in-line four-cylinder engine is designed to be particularly sporty and efficient: It operates with up to two bar of boost pressure, charge-air cooling, petrol direct injection and variable valve timing. VarioCam Plus adapts the intake and exhaust camshaft continually and also controls the lift of the exhaust valves. Its powerful 370 Nm of torque is available between 1,600 rpm and 4,500 rpm for excellent overtaking performance. Visually, and in its features, the new entrylevel Macan only differs from other more powerful models in its details. Exterior distinguishing characteristics are side window trim strips in black, also black brake calipers beneath the standard 19-inch Macan Turbo wheels, the same wheels as on the Macan S models. The list of standard features is impressive, and includes: Bi-Xenon head lights with dynamic head light levelling, ParkAssist front and rear with reversing camera, Lane Departure Warning, Memory Package for
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Story & Photos: Phil Kellett
There’s a New Sheriff in Town
It is likely by now that many of you are aware there’s a new Panamera in town, and it really is a pretty special bit of kit. I was one of the lucky ones invited to the Adelaide launch where Porsche Centre General Sales Manager, Chris Windsor, had arranged a delicious breakfast and two very tasty Panameras for us to savour.
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The cars on display were the Panamera 4S and the Panamera Turbo and while it must be said both cars had great presence, the turbo just oozed class and power, the proverbial steel fist in a velvet glove. This car is a true grand tourer, and as you would expect from Porsche, pure quality, inside and out. If I was looking for the
ultimate Uber ride, this would be it. Anyway, enough from me. Let’s have the pictures do the rest of the talking.
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Story: Kristian Downing & David Wiffen Photos: Bob Taylor – (bobteee.webs.com)
Claudia Carrera
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It’s a cool, clear morning, as Bob and I wait to meet Kristian at Sixth Creek near Ashton for our photo shoot. And soon enough we hear that unmistakeable flatsix symphony echoing down the valley. Then we see her; an immaculate Guards red,1984 - 911 3.2 Carrera. “Claudia”. Kristian pulls off the road and jumps out, grinning like a teenage boy. “Sometimes I don’t drive her for weeks or months at a time, but every time I do, I fall in love with her all over again” he says.
“Downing Webber Rallying” has gone on to compete in many tarmac rally events (not all in Claudia) most notably Targa High Country (Mt Buller) and Targa Tasmania, held every April. The pair has had a modicum of success, usually finishing in the top four or five cars, occasionally on the podium. “In the 2015 Classic Adelaide we came second from 19 starters in ‘Thoroughbred Trophy’ for pre-1986 cars, and we were thrilled with that” Says Kristian.
While Bob gets to work capturing the beauty of the car we have plenty of time to relax and chat. Kristian tells me that he’s wanted this car since he was a teenager. He remembers the first time he saw one up close and vowed to have one, one day. That day came about 20 years later when this car listed for sale in Melbourne. Two weeks later it was in his garage at home. 10 years on, it continues to be cherished. Kristian is the fourth owner. He spoke to two previous owners while researching the car, both of whom wish they still had it. The car is completely original; coming from the factory with its glorious red hue, “whale tail” and pinstripe seat covers. “I’ve got a matching pinstripe suit!” he quips. But Claudia is not just a showroom queen. Six years ago Kristian entered his first event, the Adelaide Hills Tarmac Rally, with long-time friend and personal trainer, Clayton Webber. Kristian remembers “We had very little idea what we were doing, but I just wanted to get involved in motorsport. We were reading Stage distances from the odometer, had no pace notes, just two helmets and a lot of enthusiasm. We had a fantastic time, and came second in our competition. I was hooked.”
“At 231hp, I reckon these 3.2 Carreras are over-powered and ‘under-chassied’, so they are challenging to drive fast. But it’s very rewarding when you get it right!”
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Bob decided he wanted to do a night-time photo session also, so at a later date we all reconvened again at Kristian’s home to capture Claudia in a different light. While waiting for the perfect light conditions Kristian shows me some on-board videos from events with Claudia. In the 2013 Targa Adelaide Claudia did a ¾ spin on the Chain of Ponds Stage, fortunately without hitting anything. “We found the limit there!” he said. In another video, a low-flying duck on the racing line gets a smack on the backside from the windscreen, before flying away relatively unhurt. Kristian’s view is “These cars need to be driven (hard), not just admired.” When asked about his successes to date, Kristian is modest. “You have to have ‘enough car’, but then it’s up to you. The first thing I did was to start reading. Lots of reading. In this car: how to avoid or control the infamous ‘lift-off oversteer’. Then I took her to Mallala with the Club, to learn how not to drive, and then how to drive. You need to understand a car’s
balance, weight distribution, what tyres can and can’t do, and then put that together with what you’re asking of the car. I’m always learning. It’s a very cerebral sport.” With changed technical regulations now requiring roll-cages for all competition cars Kristian has retired Claudia from rallying, rather than ruin her originality with a rollcage. He is now developing a late model Subaru Sti for dedicated motor sport. Downing and Webber will take “Stella” to Targa Tasmania again in April 2017. “Six days of competition driving in Targa Tas is gruelling, for the car and for the crew. You have to be physically fit, but more importantly you must be mentally fit. Things can go wrong very quickly, so you need intense concentration. Trying to perfect the racing line, inputting your navigator’s instructions and ‘feeling’ the car and tyres all day is exhausting. We’re usually numb for a week after Tas, but our grins last a month!” says Kristian enthusiastically. Claudia has been coveted, dreamt of, and finally found. She has been cherished, but enjoyed and driven with gusto. Now she is retired from rallying, but will always remain part of the family. The future? “I’ll keep her forever as a Sunday car, for when the weather’s right, my wife’s free and the kids are busy. Hopefully my children will show an interest in cars, and they can enjoy her after me” says Kristian. So, why “Claudia”? She’s named after that other German Super Model, Claudia Schiffer. Kristian explains “When I was 15, all I wanted was Claudia Schiffer and a red 911. I guess one out of two ain’t bad!”
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0418 891 466
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Story & Photos: Darien Herreen
Bathurst 12 Hour With Porsche Driving School 3rd-5th February 2017
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Having been an avid fan of the 12 hour race, even back in the 90’s when it was dominated for a period by special homologation RX7 models, I had never made it to the mountain as a spectator. After a hiatus of nearly a decade, it was revived and quickly become a truly international event, but still the only way to see it until recently was to actually go. More recently if you knew where to find it there was online video paired with expert commentary by the Radio Lemans guys. This was being streamed worldwide, so for a while it was more popular internationally with a growing international audience keen for sports car endurance racing than it was in Australia. Once the whole GT3 thing really took off in Australia it quickly raised in stature and picked up live commercial broadcast. However this was one event I had always wanted to see live, and it turned out thanks to Porsche that 2017 was the year. There were two, maybe three reasons that tipped the scales from thinking about it, to commitment: 1/ Porsche was properly represented in the outright category with Walkinshaw racing fielding two 991GT3 R’s piloted by factory drivers Earl Bamber, Kevin Estre and Laurens Vanthoor, and Competition Motorsports team led by David Calvert Jones had returned with a current spec car and Pat Long, Marc Lieb and Matt Campbell as a driver line up. 2/ with accommodation normally booked out a year in advance, the opportunity arose when PCA offered a “turn key” hospitality weekend centred around the 12hour race, and 3/ as a bonus it included a Porsche
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Sports Driving School drive day led by Tomas Mezera and his team on the Monday. So, given I had been wanting to go for years, the huge Porsche presence, and it was fully catered with accommodation provided, I literally had nothing to do except turn up with my car – where do I sign up! Fast forward to 4th February and after the familiar trip trailering my car across the hay plains I arrived at Mt Panorama to see what PCA had called “Camp Carrera”. They had created a huge area consisting of a pavilion for spectating and dinning, private residences with king-size beds (calling it a tent would not do it justice) supported by a full suite of high quality amenities in a separate “building”. This was seriously impressive given it was all constructed about 50m from T1 exit, providing unparalleled access and views of the on track action. After settling in Saturday, watching the qualifying shootout, and having the factory drivers visit for dinner, it was off to bed ready to get up for the race start at 0545 Sunday morning. TV does not do justice to how little light there is at 0530 in the morning at Bathurst, I needed a torch to navigate through the various gates and steps leading up the hill at the end of the pit straight to access one of the best vantage spots. Once there you can see the cars come through the chase, past the hotel, along pit straight and through turn 1 before heading up mountain straight. So at 0545 in the morning, 55 cars only distinguishable by their lights headed off up mountain straight into the darkness. Having driven the circuit previously in the day,
watching them do 2:06 laps times, which is not far off their qualifying speeds, in the dark is something to experience. The great thing about watching the first 10 laps in the dark is being able to pick up their lights and track them across the top of Mt Panorama which reminds you that the cars are 600 feet above you. Porsche provided access to their pit suite all weekend so you could move back and forth from the inner to outer circuit to view the race, which together with big screens and monitors provided great flexibility to enjoy a 12 endurance hour race! I won’t bore you with the results as if you were interested you would already know, it’s enough to say Porsche had a very successful weekend both in category and outright.
cars were formed into two speed groups so there were 25 cars on track at any given time including the instructor cars. Each on track group was then further separated into 4 speed groups of around 5 cars, with each having a dedicated PSDS lead car with radios to manage safety, group separation and overtaking etc.
Then it was our turn, on Sunday night Tomas loaded all the drivers, 42, into a bus and provided an experts guide to the track. This was mostly to calibrate (scare) people who had not driven there before. Unless you have the time to walk the track, taking a slow bus ride around and getting out occasionally to feel the road camber and slope is a real education. Also getting cautions on where it bites from a former Bathurst 1000 winner is very useful too! Back to Camp Carrera, more great food, wine and conversation with likeminded people and off to bed for a 0500 get up ready to be in your car at 0600… Now I have yet to mention the temperature across the weekend was mid to high 30’s and Monday was no exception. Even after breakfast, scrutineering and the drivers briefing it was already near 30’C and rose to 36’C by midday. The drive day commenced on track at 0800 sharp and went for a full 3 hours. The 42
The two groups then alternated back to back doing 20mins sessions each, which works out to about 7 laps, so over the 3 hours there was plenty of track time. I, and most others, used close to a full tank of fuel (some had to refuel, but Porsche has arranged for refuelling to be available as well so there was no loss of track time). Having driven the track before I was allocated speed group 1, this consisted of three 991GT3RS’s, a 991GT3, and myself in my 3.2 78sc. Even the instructors were all driving 991GT3RS’s. It was interesting watching as the 500HP machines took off up mountain straight, however from the cutting to forest elbow I was able to catch up using some experience and the excellent handing of my “old girl” to be right on their rear bumper and hustling them across the top and down the mountain, until conrod straight– then repeat. I have never seen so many GT3’s and RS’s in one place before, not even Rennsport, so Monday was a quite a spectacle in itself.
Overall it was a fantastic experience and even with the ridiculously hot air and track temperature I managed to improve my PB on the track by two seconds which was not expected. I think it was from being in an environment where you could experiment and have the opportunity to do so many laps in such a concentrated timeframe. It was really good for confidence and consolidation. Than after 20mins to have a drink of water and reflect, it was straight back out with hot tyres and pick up where you left off. Also there were a few opportunities to get a clear run and basically have the track to yourself, which does not happen very often at Bathurst as usually there are 55 cars out there not 25, so I made the most of that… Overall a great weekend, great racing, met some great people (including, Mark Webber, Pat Long and half the Porsche WEC driver team) and last but not least thanks to Tomas Mezera and all the team from Porsche Sport Driving School and Porsche Cars Australia for hosting the event. Definitely a few boxes ticked that weekend…
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Photos by: Bob Taylor – (bobteee.webs.com)
Porsche Carrera Cup Aus - Clipsal 2017 2nd/5th March 2017 As always, the Carrera Cup cars really turned it on at this years Clipsal 500 opener.
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Cameron McConville
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Andre Heimgartner
Lars Kern
David Wall
Mike Almond
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Photos by: Bob Taylor – (bobteee.webs.com)
Clipsal 500 GT Racers
Great track, great racing
Keith on the move
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Keith Wong
Michael O`Donnell
Michael under pressure
The Beast
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Photos by: Bob Taylor – (bobteee.webs.com)
The Other Clipsal Supercars
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Photos: Bob Taylor – (bobteee.webs.com) 2nd/5th March 2017
IROC Meets TCM at Clipsal
Manny Palyaris
Rohan Little
Rory O`Neil
TCM is a real spectacle
Bernie Stack closely followed by Sven Burchartz
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Photos by: Ray Clements
Gumboot Sprint 5th February 2017 Our Sprint in February was surprisingly wet but that didn’t stop our hardy boys and girls from getting out there and making the most of the conditions. At the end of the day Tony Keynes took out first place, followed by Norm Goodall in second and Mat Curyer in Third.
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Adam kicking up a storm
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Place Entrant 1 Tony Keynes 2 Norm Goodall 3 Mat Curyer 4 Steve Hevera 5 Roger Paterson 6 Tim Sarah 7 Daryl Curyer 8 Ray Pryor 9 David Edkins 10 Phill Jacquillard 11 Greg Keene 12 Ian Crouch Invitation Class SuperSprint Place Entrant 1 Marty Ewar 2 David Benda 3 Simon Dellamalva 4 Adam Trimmer 5 Brenton Griguol OTHER MARQUES Jacobus Van Der Merwe Christine Trimmer
Car Boxster S 911 SC 964 RS 911 SC 1974 RS Cayman R 964 RS 944T Cayman S 991 GT3 GT 4 Cup Boxster 3.2
Best Time 1.3099 1.3538 1.3256 1.3643 1.3007 1.3511 1.3532 1.4339 1.4212 1.3117 dns dns
Car 997.2 GT3 Cup 996 Cup 996 GT3 997 GT3 Cup Lambo GT3
1.2104 1.3428 dns dns dns
Holden R8 Golf R
dns 1.3669
Roger givin it some in the 911
Stormin Norm took 2nd place
Tim revelling in the conditions
Ray winds up the turbo 38
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Tony Keynes, 1st on the day
Daryl finding it very wet underfoot
David came out to play despite the weather
David getting a soaking
Greg’s distinctive GT4 Cup car
Marty on the move
Mat and Steve closely followed by Christine in the bigger VW Golf
Phil enjoying the GT3
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Photos by: Doug Smith
Gumboot Sprint 5th February 2017 More great pictures from the sprint supplied by Doug Smith.
Mat Curyer 40
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Tim Sarah
David Edkins
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Story: Simon Mangos
Photos: Ray Clements
Come One, Come All, Motorkhana 12th March 2017
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The second Motokhana for the season saw the strongest field of competitors for many years. To me this indicates that more and more of the Porsche community are looking to maximise the thrill of owning this marquee. The vehicle turn out showcased more than 40 years of Porsche engineering. Everything from a small front engine car to the latest high tech 4WD model Porsches. Also some other makes competed on the day including Mazda, VW and Subaru, which was great to see! The experience level was spread wider than ever and it was clear some nerves were present on arrival. Dark clouds hovered over the skid pan and posed a threat, and they didn’t disappoint. As the debrief was about to start a heavy
Driver Darien Herreen Roger Patterson Norm Goodall Ray Pryor Steve Hevera Simon Mangos Steve Thiele Annabelle Edkins Mark Standford Cesar Mendieta Geof Crowe David Edkins Ray Clements Other Marques Ray Dicker Christine Trimmer Joshua Whitbread Anton Hevera
downpour began which amplified the nerves of some competitors. As the day unfolded the first timers quickly realised that these events, although serious, are for pure enjoyment. The Porsche club personnel are warm and welcoming and make special efforts to ensure the new competitors fit in. Any preconceived ideas that the club only caters for high end cars and was a select group, were quashed immediately. Roger, Norm and the rest of the gang were only too welcoming and spent valuable time giving tips and advice to the novice drivers (like keep it in first gear in Motokhana, ...... chuckle!) on avoiding penalties for hitting cones and remembering how to navigate the patterns of the course when trying to go as fast as you can! There is a real art to this sport!
Car 911 SC '78 911 RS '74 911 SC '77 944 T '89 911 SC '83 944 '83 991 C2S Cayman '07 911 '72 GT4 Boxster S '06 Cayman '07 Cayman MX5 '01 Golf R '16 MX5 '95 WRX '00
Rank 1 2 3 4 5 6 7 8 9 10 11 12 13
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I thoroughly enjoyed the day. I learnt a great deal about my car and its capabilities and got to put this to practice in a safe friendly environment, what more could you ask for? See you at the next event!
Annabelle & David Edkins
1 2 3 4 Cesar Mendieta
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It was soon evident that top competing cars take all events seriously as it counts for the overall championship. Darien, Ray, Roger and Norm and stood out as seasoned professionals and it showed on the time clock. Darien won the day with Roger a close second and Norm took out third place.
Confusion always comes out trumps
Mark Standford
Norm Goodall
Ray Pryor
Roger Patterson
Steve Hevera
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Photos by: Bob Taylor – (bobteee.webs.com)
A Masterful Drive 18th February 2017 In round one of the Master of Mallala series Marty Ewer came out on top very closely followed by Michael O’Donnel and Adam Trimmer. Looks like it’s going to be a very interesting fight over the coming rounds.
Adam Trimmer looking to make a move on Brett Sunstrom 46
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Don Costello
Graeme Cook
Michael O’Donnel with Marty Ewer in hot pursuit
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The Mighty Carrera RSR Turbo 1974
At the Frankfurt Motor Show in September 1973, Porsche unveiled a special 911 concept car that changed the course of sports car history. With RSR fender flares, a large rear wing and the word “Turbo” emblazoned over the rear haunches, the new Porsche offered an exciting new glimpse at the future of the 911 series. A month later, Porsche announced that they would cease factory-backed racing activities for 1974, allowing private entrants to represent the marque with the Group 4 RSR. However, in cooperation with Martini & Rossi, Porsche entered a turbocharged Carrera in the Group 5 category for the Manufacturer’s Championship, just as had been done with the prototype RSR 3.0 models of 1973. At the time of the announcement, Porsche had little more than a concept for a turbocharged racing Carrera, yet the idea was appealing for several reasons. Not only would a Turbo Carrera expand on the technical expertise gained during the final years of the 917 program, it would set the stage for the production Porsche Turbo that was being developed for the 1975 model year. Furthermore, the promise of a “silhouette formula” in the near future made a Group 5 Turbo Carrera an ideal platform for experimentation.
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Over the winter of 1973–1974, Porsche began work on their latest racing 911 using a standard RSR as the base. To comply with the Group 5 regulations that limited capacity to three litres, a 2.14-litre engine was developed with a magnesium alloy crankcase, polished-titanium connecting rods, enlarged oil-pumps, dual ignition, Bosch mechanical injection and sodium-cooled valves. At the rear of the engine, a single KKK turbocharger was mounted in the manner of the 917 Can-Am cars. This potent engine was mated to the five-speed RSR transaxle with an 80% locking differential and special half-shafts for increased strength. Like the engine, the chassis was a vast departure from the production 911 and Porsche implemented the best RSR and 917 components. The standard torsion bar suspension was replaced with progressive-rate titanium coil springs, Bilstein shock absorbers, anti-roll bars and boxed-aluminum trailing arms. The result was a suspension assembly 66 lbs. lighter than those of the RSR 3.0. To this sturdy foundation, Porsche equipped the Turbo Carrera with RSR-type brakes and massive rear wheels for additional grip. Again, using the RSR as the basic foundation, the bodywork made extensive use of fiberglass, with lightweight plastic forming the front
fenders, rear aprons and all door and deck lids. Similarly, the interior was stripped of all unnecessary details and outfitted with an aluminum roll cage, boost gauge, boost knob and full-race controls. At the rear, a substantial rear wing was fashioned to both increase downforce and provide a more discreet inlet for the intercooler. In an attempt to maintain a visual relationship with the production 911, the large rear wing was painted black to downplay its size. Producing 373KW at 7600 rpm, with a top speed of 300 Kph and boasting a 0-60 time of 3.20 seconds, this car was a serious weapon in its day, and by all accounts quite a handful to drive at speed. After extensive testing, the RSR Turbo 2.14 made its competition debut at the Monza 1000, finishing 5th overall. Sporting the works Martini colours, the cars were raced in the World Championship rounds by Gijs van Lennep, Herbert Müller, Manfred Schurti and Helmuth Koenig. The best results were a third at Spa and second place finishes both at the 24 Hours of Le Mans and the Watkins Glen 6 Hours. Putting turbocharging firmly on the map for Porsche, the Carrera RSR Turbo was a relatively short lived but spectacular and important member of the Porsche racing stable.
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Story: Toby Copley PCWA
Un/Likely Supercar
What is a Supercar? We should first acknowledge some key attributes of the definition, without contributing to the degradation of the term, and see why Porsche’s new 718 Cayman and Boxster models tick all of the boxes.
For a little perspective - also in the 7:40s is the Ferrari 430 Scuderia, the Lamborghini Murcielago SV, the Bugatti Veyron (“Hypercar”), and – of course – Porsche’s most fierce competition: Itself, with the 981 GT4, and 997 GT3.
A light-weight sports car with a midmounted engine, and low centre of gravity, is the perfect foundation for a supercar. The result of Porsche’s brilliant foresight, ingenuity and adaptability to all demands – efficiency and safety, performance and competition, and pure driving pleasure – has given birth to another gem.
LUXURY – While not always a necessity to push a vehicle into the supercar territory, luxurious appointments can certainly help, and are more than welcome.
BEAUTY - Worthy of your inner-adolescent putting up on the bedroom wall. Aerodynamically-inspired exterior styling, leaving no doubt that it should be taken seriously. Finish and colour, and the way the light catches it. And, the kind of interior which inspires that stupid joke which you make to your partner (which I think most of us have made), suggesting that living in the car wouldn’t be so bad (should you need to sell the house to be able to afford it). PERFORMANCE - So fierce, that you would hesitate to look it in the eyes in passing. Owning the Nurburgring Nordschleife (the benchmark of all circuit racing lap times). With the 718 S models lapping in the 7 minute 40s - putting it among the best of the best, (only much more efficiently and comfortably) - you cannot argue that the performance is that of a Supercar.
718 Cayman Test Subject 50
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Comfortable enough for you to forget that you are in a high-performance sports car, and with just about everything you need to run a business while you are on the go. Any options of comfort that you can’t find on these 718 models, is likely to be a gimmick. Some things we have here to make life just that bit easier: Leather and Alcantara clad interior, which has a very classy, yet modern, look and feel to it; fully electric seats including 4-way adjustable lumbar support, with heating and cooling; 6-speaker Bose sound system; Porsche Communication Management (PCM) screen, to control everything (except for the Mars rover); satellite navigation, user memory, so each driver can store their seat & mirror settings etc.; climate controlled air conditioning; automatic Bi-Xenon headlights; adaptive cruise control; active aerodynamics and suspension, and more.
Eyes on the ROAD! REPORT
Luxurious Interior TAKING THE 718 CAYMAN FOR A SPIN… Thanks to Paul and Marco at Porsche Centre Perth, I was able to take a 718 Cayman out, and put it through its paces. So, enough of the stats and specs. Let’s go for a drive… Getting into the car wasn’t any trouble, as the ride height isn’t painfully low. When it’s time to go fast, the ride height can be lowered with its active suspension. To me this is a very welcome feature, as it is the perfect example of what makes this an everyday supercar. It’s not only a benefit when getting in and out of the car, but also for everyday driving, in built up traffic, with speed humps, etc. The seats were comfortable right off the bat, and have 18 ways to make them more comfortable, for drivers of all shapes and sizes. Comfortable, yet sporty, keeping you held into place while gravity seems to change direction, amid high speed cornering. Synchronizing your phone to most vehicles’ computers via Bluetooth can be any combination of: time-consuming; frustrating; and painful. Usually setting up the connection,
Beautiful from any angle
easy navigating the car-park. As this Cayman was optioned with the automatic/semiautomatic PDK transmission, I decided to leave it in automatic until getting onto the highway. As I was a little paranoid about some peanut bumping into me, I decided to put some distance between me and the traffic. Feedingon the throttle to overtake (about 3 quarters of the way to the floor) the transmission dropped down a couple of gears and just launched, with a fearsome roar. Effortlessly changing between any driving style that I asked of it, the flat four is ready to do the job, and with very little evidence of turbo-lag (unless you have selected the wrong gear).
Let’s Roll! and learning how to navigate the menu system is only worthwhile enduring if you are going to have the vehicle for an extended period of time, so I wasn’t going to bother. Luckily, Marco was showing me the features of the car, and had my phone connected to the Porsche Communication Management (PCM) computer, in less than a minute. First try. The PCM screen is pleasantly responsive, easy to use, and is a decent size. It can control a vast array of things, such as: controlling your phone’s music, calls, and messages; displaying the parking sensor proximities; satellite navigation, and; reversing camera. Starting the engine had a smooth, yet ominous vibration to it – like most Porsches do – and a nice low rumble from that flat four engine. Control and visibility is good, making it
Now we’re cruising, it’s time to shift into manual mode, and start paddle-shifting. While the gear changes are up to the driver, it does help you out if you forget to change. The first time after putting it into manual mode, I approached a traffic light and forgot to change down gears (as I’d forgotten that I’d taken it out of automatic mode). Then I notice the gear number indicator, drop down, so it would be in the correct gear when getting back on the throttle. It will also change up gears if it’s revved to high, to save blowing up your engine. I have always been a manual transmission lover (and I still very much am), but these PDK transmissions are absolutely brilliant. Press the “Sport” button, for a little more responsiveness and aggression. Even in traffic, going up and down through the gears, hearing the engine purr, and having so much control, is a little intoxicating. Unfortunately, I had to return the car. However, upon my return, I was so overly impressed, that I seriously had to check that I was driving the base Cayman model that I thought I was in. The power, the sound, and the minimal amount of turbo-lag is what I would have expected from the higher spec “S” models, with their 2.5L engines, sports
exhausts, and Variable Turbine Geometry. There are divided opinions over the change from the naturally-aspirated flat six (of the previous Cayman and Boxster models), to the smaller capacity flat four turbocharged engines of the new 718 models. The main reasons for this unease, is losing Porsche’s signature flat 6 sound, and sacrificing throttle response as a result of turbo-lag. This too, was a significant concern of mine. Was. The turbo flat 4 doesn’t sound identical to the flat 6 of course, but the 718 does sound very much like a Porsche, and fantastic in its own right. As too their ability to (for the most part) make you forget that you are driving a turbo, even in the non-VTG model. Our fear of change is based on belief that brilliance cannot be improved upon. It can. IN CLOSING The 718 does tick all of the boxes of how you would define a supercar, but it’s those elements which would upset the purist supercar enthusiasts, which make it so much better: The price (starting at $125,879 drive away for the base model Cayman with manual transmission), which makes obtaining this dream car, attainable; the fuel economy (6.9L/100kms combined, for the 2.0 with PDK), and; the comfort, whether you be stuck in traffic, or driving like you are Mark Webber. You might think that such comfort, luxury options, and having better fuel economy than a medium sized 4-cylinder family sedan, would compromise the essence of a supercar. Historically, more often than not, you’d be right. Not today. The 718 models are entry-level priced Porsche sports cars, however, they are far from a compromise. These models are not “Poor-man’s 911s”. They are not “Great for the money”. They are simply great.
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Story: Richard Holdsworth
The Day Stirling Moss Won me a Fiver
Mercedes Benz 300 SLR - a world beater in the hands of Stirling Moss. I have followed motor racing through its different phases from post-war years with Stirling Moss and Mike Hawthorn battling it out – right up to recent times when the young German driver, Sebastian Vettel and Red Bull dominated, then in the past couple of seasons with Mercedes taking the honours. But it is the decade from the early-1950’s that holds my fascination. The years when the Italian Ferraris and Maseratis dominated, only to be deposed by the might of Mercedes-Benz, and after that the battle for the World Championship between Stirling Moss and Mike Hawthorn – Stirling in the British Vanwall and Mike in a Ferrari. My Australian wife, Heather, and I had been in England for a year – I was working as a freelance journalist for agricultural papers in Oz and Heather as PA for an editor at Iliffe Press in London just down the road from where – at the time – Stirling Moss ran a company. And when Christmas came round staff from the two companies happened to share the same pub for some Christmas cheer and there was Stirling himself, and in fine fettle too. Not wishing to miss a trick, I approached the great man and delight of delights, got involved in lengthy tales of the sport, and that’s where my knowledge of the vintage years when Stirling should have been crowned World Champion proved its worth. “You should have won, Stirling,” I said. “And you would have won if you had not intervened when Mike had been disqualified in the last race of the year at the Morocco Grand Prix – your word got him reinstated and that knocked you off top spot by just one point.” Moss shrugged. “You have to be honest with yourself; Mike spun off, somehow got back on the track but the stewards said the manoeuvre was illegal. I saw what happened and said in my view it wasn’t – they accepted my word and Mike got the points that demoted me to second.” I sympathised saying that the motor racing world would always regard 52
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him as the greatest driver never to have won the Top Crown and reminded him of some of his exploits, not the least being his victory in the most famous road race of them all, the MilleMiglia. A thousand miles of Italian country roads, up hill and down dale, through villages and across mountain passes. It was 1955 and he was driving the legendry Mercedes 300 SLR with his navigator, Denis Jenkinson, when he covered the thousand miles in just over ten hours at an incredible average of 98 mph. Moss would say later that he and Jenks had executed a fabulous drive that gave great satisfaction as being a record that was never to be beaten. But it wasn’t just behind the wheel of world beaters – the Mercedes was just that – but he was a winner in cars that could be totally outclassed in the hands of other drivers. The conversation soon got round to his drives in the small Porsche sports cars in the days before the Stuttgart manufacturer came of age and dominated the sports car racing scene. I mentioned I had driven my own Porsche on track events and hill climbs with modest success and before I knew it the maestro was asking me what was my secret – how did I do it. Yes ME! Moss had been a fantastic inspiration in the earlier cars that carried the Porsche badge. The Targa Florio sports car race around the tortuous Sicilian circuit in 1961 was, in its way, just as great as the Mille Miglia drive six years earlier. It was an incredible effort and although he didn’t win, it was only ill fortune that had robbed him of a famous victory. Driving what was in those days the under-powered Porsche Spyder around the mountainous 44 mile circuit, he had shown the much bigger and more powerful Maseratis and Ferraris a clean pair of heels. By the end of lap 4 he pulled into the pits with an amazing minute and a half lead – he handed over to his co driver, Graham Hill, but took the wheel
again after a couple of laps when the car had dropped back to second place, well behind the leading Ferrari. But Stirling soon clawed back the deficit, drew level and then forged past once more and was headed for a wonderful victory when, with just five miles to go, the car differential failed and he was forced to retire. “It was the perfect car for races like that,” Stirling told me. For those who don’t know Stirling Moss, he is a diminutive figure and suited the equally small Porsche perfectly. “I loved driving them – but what about you? How did you make out with the car… we all know they were tail heavy in those days and tended to spin off the track tail-end first…” This was typical of the man. Here he was, the greatest exponent of the car, yet he was asking me how to drive it! We shared a few drinks, more tales and a laugh or two before we went our separate ways. But a few days later a very good friend of mine by the name of David Saunders popped into my office… he had just bought a Porsche 911 at my recommendation and we enthused about the car before we got round to talking about motor racing in general. It was at this stage that my friend brought up the subject of the Moss v Hawthorn saga that had been played out on the track years before. “What a great shame Mike was killed during a race…” said David. I pointed out he didn’t die on the track but on the Guildford by-pass in Surrey, England a few weeks after he’d retired. Saunders was adamant and there seemed no way of the resolving the matter until I came up with the idea of asking if he’d accept the word of Stirling Moss. My friend laughed and thought I was pulling his leg, “You don’t know Moss.” “Try me,” I replied and got my secretary to look up Moss’s company in London and I dialled the number, not expecting to be put through. Quite the contrary. There was Moss’s voice loud and clear. “Yes, dear boy, I remember our chat the
other day. About Porsches. But how can I help?” “Just have a word with my friend and tell him how Mike Hawthorn died. A Fiver’s resting on it…” “Well put your friend on,” said an enthusiastic Moss. “I reckon that Fiver’s yours.” And Moss proceeded to put David Saunders in the picture. How Mike Hawthorn had gone off the Guildford by-pass in his Jaguar saloon car one day and died in the resulting crash. “Give my friend a Fiver,” said Moss, “I’m afraid he’s right…” And that’s how Stirling Moss won me my Fiver!
The tiny Porsche Spyder with maestro Stirling Moss at the wheel could outperform faster and more powerful opposition.
Stirling Moss at a book signing in 1961.
Targa Florio 1961
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Story & Photos: James Law
Seacliff Hotel Breakfast Run
12th February 2017
We kicked the social calendar off this year with our Summer breakfast run to the Seacliff Hotel. This event proved to be more popular than Justin Bieber at a teenage girls birthday party, with 32 people joining us for breakfast, leaving our venue at capacity. Our meeting point was at the Feathers Hotel for an early 7.15am gather up. Once everyone was accounted for we headed off, making our way up Mt Osmond Rd, onto the freeway and then to Eagle On The Hill where we encountered the usual bike riders and random farm equipment to navigate around. It was quite the site as 20 odd Porsches weaved through the old freeway roads. After making our way through the hills stomach rumblings had us turn back
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towards our breakfast destination, which is where some of our members found themselves a little lost. After some backtracking we all made the destination in the end and lived to tell the tale, although the sighting of some hidden speed camera’s had a few people a little worried. Breakfast was set up on the front veranda area for us which would have been perfect if the weather had behaved itself as it was a little breezy, but the food and coffee were excellent which did the trick, helping round out a very enjoyable event. Great turn out and start to this year’s club social functions.
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Story & Photos: James Law
Twilight Delight
17th March 2017
We are always looking for new ways to mix up our social functions, so this year we kicked off our first social cub dinner with a combined Twilight drive and dinner function. We all met at the usual Feathers Hotel car park, which seemed like a good idea at the time until we realised Friday night was a little more hectic than the Sunday mornings we were used to. After some car shuffling we managed to gather up all 50 of us and get us underway. Although the drive was only 45 minutes it had plenty of turns to navigate which some managed quite well, and others not so well. But the main thing was that everyone had a laugh.
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We arrived at the Hahndorf Inn and found that we had a whole section of the car park roped off for us with Porsche Parking signs, a very nice touch. Inside we were treated to a Porsche Menu and complementary non-alcoholic beer for the drivers. All had a great feed, some went with a traditional German dish while others chose something more familiar, but everyone had a great night. I think we might have to make it a regular in the club’s calendar. Big thanks to everyone who came out to support this function.
January - March 2017
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Tech Corner by Brett Read PCWA
Coolant Pipe Issue on the Mezger Engine in the 996 and 997 GT3, GT2 and Turbo Cars
Water pump pipes If you own a 996 or 997 Carrera or a Boxster or Cayman of the same era you are most likely aware of the design issue with the IMS bearing in these cars. Many owners of these cars have opted to invest in having the IMS modification done to protect from having a catastrophic IMS bearing failure resulting in an almost certain bill for a replacement engine. Owners of GT3’s and Turbo cars have always taken solace in the knowledge that their cars had a different engine that did not suffer from the IMS bearing problem. Owners of these cars know that their GT3 or Turbo car is fitted with the Le Mans winning Mezger engine. This engine is a dry sump race breed engine that is reknowned for being super strong and perfectly able to stand up to demands of track work. What many may not know is that this engine also has a design fault that has the potential to cause major problems. The issue is that the Mezger engine used in the GT and Turbo range of 996 and 997 series cars has coolant pipes that are fitted to the engine using an adhesive. There is no metal-to-metal friction or press-fit to keep these tubes in place, so after enough heat cycles the adhesive will soften/loosen up and the tube will come out of the cast block (with the hose still attached), resulting in a rapid loss of engine coolant. If this happens when you are driving on the highway or on the track it could result in a high-speed crash when slippery coolant sprays all over the rear tyres. The problem and a discussion of the merits of the different fix options can be found on Porsche forums such as Rennlist or 6 Speed Online. There are two common modifications that are designed to address the issue. One involves welding the steel tubes into the cast alloy engine block. The second option involves pinning the tubes in place. The guys at Sharkwerks in the US have written a really good article on the issue and they discuss the two options in detail so I will not go into more detail other than to say that they recommend pinning not welding. If you 58
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own a 996 or 997 with a Mezger engine or are considering buying one you should definitely read the Sharkwerks article which can be found at: http://www.sharkwerks.com/porsche/technical-articles/327-the-gt1coolant-pipe-prevention-fix-on-gt1-block-gt3-gt2-turbo-cars.html One important point that Sharkwerks makes is: “Regardless of how the vehicle is driven, it seems this problem may eventually effect all 996/997 Turbo, GT2 and GT3 models including the 2010+ GT3 and GT3RS.” In my reading on the issue on the forums there are many instances where this failure has occurred and it would appear that it is happening more frequently as these cars age. It seems the issue is much more understood in the US as they have a lot more GT3’s being used on the track. Sharkwerks’ advice is that the issue can happen under any driving conditions. Opinion on the various forums tends to be that tracking your car makes the likelihood of having a coolant pipe separation much more likely. Moreover, the issue is considered to be such a high risk that Porsche Clubs in the US are not allowing GT3’s or Turbo cars that have not had a modification done to take part in track events. So, after reading the Sharkwerks article I discussed the options with Cade Bell at Racing Dynamics. We had the engine out of my 996 Turbo to do other work so it made sense to address this issue at the same time. From my experience with vehicles and plant I know the difficulties of trying to weld different metals so it was an easy decision to go down the tapping and pinning path. It takes a bit of time to research and check all the different lines that need to be pinned. The ones on the water pump are easy to get to.
Some of the other pipes are a bit harder to get to, especially up around the oil cooler.
Once done, it provides good peace of mind knowing that this design fault has been addressed.
As I was reading up on the Sharkwerks fix, I saw that they had identified a Porsche OEM plastic hose that was also a weak point and they had made a steel replacement.
As the Sporting Director for the Club, I highly recommend that anyone who is tracking a Mezger engine GT3 or Turbo car have this modification done before tracking your car.
I emailed Sharkwerks to confirm whether I needed to replace this particular pipe. Alex Ross from Sharkwerks came back with a speedy response which confirmed that this part was used on the GT3 only and that the Turbo just needed pinning of the pipes we had identified.
If you are planning on doing Targa events in one of these cars, then I believe it is an absolute must. The consequences of having a coolant pipe failure at high speed on a fast bend in the forest is not a risk that I can live with.
Adhesive joints
GT3 Replacement Pipe
Oil cooler inlet
Pinned pipe
Oil Cooler
January - March 2017
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Amazing Supercars
Covini C6W Lykan Hypersport This is the first supercar from the Middle East, Dubai in fact, and it comes with an astonishing price tag of £2.1 million for the base model. As you would expect you get a lot of bling for the money with no fewer than 420 diamonds embedded in the headlights, gold stitched leather, a gold plated bonnet and more diamonds in the interior. To top it all off it also comes with a limitededition watch worth £100,000.
To bring his idea to creation Joe took basketweaving lessons to learn how to weave the seats, invented a wood veneer cloth to use instead of fibreglass or carbonfibre, designed special looms and invented a way of producing wooden wheels that are not only massively strong, but look good. The Splinter weighs just 1134kg, is powered by a Northstar supercharged 4.6-litre V8 developing 450kW and theoretically will accelerate to 100km/h in about three seconds.
With production capped at only seven units there is very little risk you are going to pull up next to another one at the traffic lights. But don’t think it’s all show and no go. A twin-turbo RUF-tuned 3.7-litre Porsche flat-six pumps out 552kW/960Nm and 0-100km/h is said to take just 2.8 seconds.
Cizeta V16T
Splinter
Apparently he was so incensed when the lines of his original Diablo were softened under new Lambo owner Chrysler that he went off in a huff and built his own, debuting the car in 1991.
The Splinter was created by Joe Harmon and its claim to fame is that 90 percent of it is made from wood. Joe “wanted to show that wood isn’t an antiquated, lowtechnology material”, so he set about building a wooden supercar for his masters thesis.
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The Cizeta V16t was designed by the Marcello Gandini, the same genius who designed the Lamborghini Countach, the Muira, the Diablo and the Lancia Stratos. Pretty good pedigree by any measure.
Ferrari V8s on a single flat-plane crank. About 15 cars were built in Modena up to 1995, when Zampolli moved to the US and continued to build them to order for £560,000. Vector W8 The Vector -W8 was supposed to be America’s answer to Ferrari, Lamborghini and Lotus, but it never quite worked out that way, although 17 were produced in the early 1990s. Outrageous as the W8’s styling was, it was matched by the engine, a 6.0-litre Chevy V8 with twin turbochargers that on its regular eight pounds of boost produced some 485kW and 880Nm. But that was just to keep the insurance companies happy. The boost was adjustable and could be screwed up to 14lb, at which point dyno testing indicated as much as 900kW, possibly moments before the room was splattered by small pieces of Detroit iron. A real American ‘Hot Wheels’ car brought to life. Covini C6W
Aside from its distinctive quadruple pop-up headlights, what really made the Cizeta stand apart was its incredible 403kW/542Nm 6.0-litre V16 engine, formed by joining two
Ferruccio Covini is the Italian engineer responsible for bringing the Covini C6W to life, being inspired by the famed Tyrrell P34 six-wheeler from the mid-70s.
Rimac Concept One
Splinter
Vector W8 Covini had to wait until 2003 to revived his sixwheeler project, which had lain dormant since the ’80s due to a lack of suitably low-profile tyres for the proposed Tyrrell-style 10-inch wheels. He built a prototype, now with regular 16-inch fronts, improved it and in 2005 put the car into limited production, fitted with an Audi 4.2-litre V8 developing 324kW and 470Nm.
Rimac Concept One
Other supercars have wheel-wells that push your legs into uncomfortable positions, but I can only imagine that you would need to be literally legless in this thing. And heaven knows what the turning circle is like.
The Rimac Concept One has a dry weight of 1950kg, four electric motors (one for each wheel), 92kWh of energy in the batteries and a 600km range all housed under a full carbonfibre body and chassis.
So you think a supercar needs to burn copious amounts of fossil fuels to qualify. Well think again. The Rimac Concept One is all-electric and produces a staggering 800kW and 1600Nm (from 0 to 6500rpm) which propels it to 100km/h in just 2.8 seconds.
The company founder Mate Rimac, believes that the electric motor is better than the internal combustion engine, “especially for a sports car”, and still uses his battered old BMW 3 Series as a test mule, and to set the occasional speed record. It’s in the blood I guess.
Cizeta V16T
January - March 2017
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Porsche Club Apparel Some of the great new PCSA clothing available to purchase now!! Go to “Merchandise” on our website for order forms and more information.
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ROLL Past Presidents
1974/75 D. Christison 1975/76 D. Christison 1976/77 D. Christison 1977/78 P. Dennis 1978/79 B. Clements1 1979/80 B. Clements 1980/81 T. Klaveniek 1981/82 T. Lynas 1982/83 T. Lynas 1983/84 T. Lynas 1984/85 T. Lynas Past Presidents 1985/86 J. Nicholls 1974/75 D. Christison 1986/87 B. Lynas 1975/76 D. Christison 1987/88 P. Rosenzweig 1976/77 D. Christison 1988/89 T. John 1977/78 P. Dennis 1989/90 T. John 1978/79 B. Clements1 1990/91 T. John 1979/80 B. Clements 1991/92 T. John 1980/81 T. Klaveniek 1992/93 T. John 1981/82 T. Lynas 1993/94 D. Eckert 1982/83 T. Lynas 1994/95 D. Eckert 1983/84 T. Lynas 1995/96 P. Dixon 1984/85 T. Lynas 1996/97 P. Dixon 1985/86 J. Nicholls 1997/98 P. Dixon 1986/87 B. Lynas 1998/99 P. Dixon 1987/88 P. Rosenzweig 1988/89 T. John 1999/00 P. Kowalenko 1989/90 T. John 2000/01 P. Kowalenko 1990/91 T. John 2001/02 P. Brunnthaler 1991/92 T. John 2002/03 P. Brunnthaler 1992/93 T. John 2003/04 M. Rooke 1993/94 D. Eckert 2004/05 J. Palmer 1994/95 D. Eckert 2005/06 J. Palmer 1995/96 P. Dixon 2006/07 S. Elshaw 1996/97 P. Dixon 2007/08 S. Elshaw 1997/98 P. Dixon 2008/09 A. Sparks 1998/99 P. Dixon 2009/10 A. Sparks 1999/00 P. Kowalenko 2010/11 N. Goodall 2000/01 P. Kowalenko 2011/12 N. Goodall 2001/02 P. Brunnthaler 2012/13 N. Goodall 2002/03 P. Brunnthaler 2003/04 M. Rooke 2013/14 K. Obst 2004/05 J. Palmer 2014/15 K. Obst 2005/06 J. Palmer 2015/16 K. Obst 2006/07 S. Elshaw 2016/17 G. Crowe
OF
HONOUR
Hillclimb Champion
2004/05 J. Palmer 2005/06 J. Palmer 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2008/09 G. Keene 2009/10 A. Plate 2010/11 N. Goodall & O. Sheahan 2011/12 R. Paterson 2012/13 R. Harrison 2013/14 R. Paterson 2014/15 A. Trimmer Hillclimb Champion 2015/16 R. Paterson
PCSA Roll of Honour
2007/08 2008/09 Motorkhana2009/10 Champion 2004/05 M. Ewer 2010/11 2005/06 M. Ewer 2011/12
S. Elshaw A. Sparks A.Sparks N.Goodall N.Goodall
2006/07 D. Gilbert Motorkhana Champion 2007/08 P. Kowalenko 2004/05 M. Ewer 2008/09 R. Paterson 2005/06 M. Ewer 2009/10 D. Gilbert 2006/07 D. Gilbert 2010/11 M. Almond 2007/08 P. Kowalenko 2011/12 R. Paterson 2008/09 R. Paterson 2012/13 R. Paterson 2009/10 D.Gilbert 2013/14 R Paterson 2010/11 M. Almond 2014/15 D. Herreen 2011/12 R. Paterson 2015/16 R. Paterson
2004/05
Lady Competitor of the Year
1990/91 S. Gentile 1991/92 P. Klaveniek 1992/93 J. Nicholls 1993/94 L. Scammell 1994/95 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks 1998 to 2004 Not awarded 2004/05 M. Ruediger 2005/06 M. Ruediger 2006/07 A. Sparks 2007/08 A. Sparks of the Year Lady Competitor 2008/09 A. Eime 1990/91 S. Gentile 2009/10 A. Eime 1991/92 P. Klaveniek 2010/11 A. Eime 1992/93 J. Nicholls 2011-2015 NotL.awarded 1993/94 Scammell 2011-2016 NotL.awarded 1994/95 Scammell
J. Palmer J. Palmer 2004/05 J. Palmer 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2005/06 M. Rooke 2008/09 G. Keene 2006/07 J. Palmer 2009/10 1995/96 L. Scammell 2007/08 P. Jaquillard A. Plate 2010/11 Sparks Club PersonA.of the Year 2008/09 O. Sheahan N. Goodall & O. Sheahan 1996/97 2011/12 R. Paterson 1998 to 2004 Not awarded 1987/88 T. Nicholls 2009/10 A. Eime 2004/05 M. Ruediger 1988/89 K. Herbst 2010/11 N. Goodall 2005/06 M. Ruediger 1989/90 T. John Sprint Champion 2011/12 M. Ewer 2006/07 A. Sparks 1990/91 T. John 2012/13 R. Reynolds J. Palmer 2004/05 2007/08 A. Sparks 1991/92 D. Wallbridge 2013/14 A. Trimmer M. Rooke 2005/06 2008/09 A. Eime 1992/93 L. McDonnell 2014/15 D. Herreen 2006/07 J. Palmer 2009/10 A. Eime 1993/94 L. Scammell 2015/16 Mat Curyer P. Jaquillard 2007/08 2010/11 A. Eime 1994/95 L. Scammell 2008/09 O. Sheahan 1995/96 P. Dixon A. Eime Club 2009/10 Driving Champion 1996/97 B. Smith 2010/11 N. Goodall 1985/86 T. Lynas Club Person of the Year 1997/98 P. Kowalenko 2011/12 M. Ewer
Sprint Champion 2005/06
1986/87 T. Lynas 1987/88 D. Wallis Club Driving Champion 1988/89 T. John 1985/86 T. Lynas 1989/90 R. Catford 1986/87 T. Lynas 1990/91 T. Gentile 1987/88 D. Wallis 1991/92 T. John 1988/89 T. John 1992/93 R. Catford 1989/90 R. Catford 1993/94 T. Matthews T. Gentile 1990/91 1994/95 R. Paterson T. John 1991/92 1995/96 R. Geue 1992/93 R. Catford 1996/97 P. Dixon 1993/94 T. Matthews 1997/98 D. Gilbert 1994/95 R. Paterson 1995/96 R. Geue 1998/99 M. Ewer 1996/97 P. Dixon 1999/00 M. Ewer 1997/98 D. Gilbert 2000/01 M. Ewer 1998/99 M. Ewer 2001/02 D. Gilbert 1999/00 M. Ewer 2002/03 M. Ewer 2000/01 M. Ewer 2003/04 M. Ewer 2001/02 D. Gilbert 2004/05 J. Palmer 2002/03 M. Ewer 2005/06 M. Ewer 2003/04 M. Ewer 2006/07 M. Ewer 2004/05 J. Palmer 2007/08 A. Sparks 2005/06 M. Ewer 2008/09 G. Keene 2006/07 M. Ewer 2009/10 R. Paterson A. Sparks 2007/08 2010/11 N. Goodall 2008/09 G. Keene 2009/10 2011/12 R. Paterson R.Paterson 2010/11 2012/13 R. Reynolds N. Goodall 2011/12 R. Paterson 2014/15 D. Herreen 2015/16 R. Paterson
1998/99 H. Kowalenko
1987/88 T. Nicholls 1999/00 D. Callow 1988/89 K. Herbst 2000/01 J-A. Brunnthaler 1989/90 T. John 2001/02 M. Rooke 1990/91 T. John 2002/03 K. Somerville 1991/92 D. Wallbridge 2003/04 C. Johnston 1992/93 L. McDonnell 1993/94 L. Scammell 2004/05 G. Cook 1994/95 L. Scammell 2005/06 N. Goodall 1995/96 P. Dixon 2006/07 R. Ruediger 1996/97 B. Smith 2007/08 J. Sheahan 1997/98 P. Kowalenko 2008/09 R. Weekes 1998/99 H. Kowalenko A. Seaman 1999/00 D. Callow H. Kowalenko 2000/01 J-A. Brunnthaler B. Gare 2001/02 M. Rooke R. Pryor 2002/03 K. Somerville 2010/11 K. Obst 2003/04 C. Johnston 2011/12 R. Pryor 2004/05 G. Cook 2012/13 J. Pierson 2005/06 N. Goodall 2013/14 J. O’Connor 2006/07 R. Ruediger 2014/15 D. Wiffen 2007/08 J. Sheahan 2008/09 R. Weekes 2015/16 A. Seaman A. Seaman H. Kowalenko B. Gare 2010/11 K. Obst 2011/12 R. Pryor
Honorary Life Members
Trevor John
Kaz Herbst
Wayne Obst
Stuart Elshaw
David Gilbert
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Rinspeed Bedouin Concept Now here’s an interesting, “Porsche based” concept car that caught my attention. The Rinspeed Bedouin. Based on a 996 Porsche 911 four wheel drive the Bedouin can be transformed from a two seater pickup to a four seater wagon in around 10 seconds.
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Of course having a 911 base also brings additional benefits like an engine producing over 300 kW, 0 to 100 km/h in around 5.9 seconds and a top speed of 250 km/h. What’s not to like...... Ahh, plenty actually.
January - March 2017
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