Porsche Report January - March 2020 by Composite Colour

PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

R ust y F r e n c h S upe r l oop e r s 9 11 Tu r b o Re v ie w 9 11 H L S Pr ot o t y p e Adel a i d e Ra l l y R amp ag e

www.pcsa.asn.au

Vol 45 Number 1: Jan - Mar 2020

CMY

More of what you love. More of what you love. The new 718 GTS coming soon. The new Macan GTS coming soon.

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

PORSCHE t r o p e R

OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Volume 45 Number 1, Jan-Mar 2020

contents

3 . E d i t o r i a l 3 4 . I m p ro v i n g T h e B r e e d 5 . P re s i d e n t â&#x20AC;&#x2122;s R e p o r t

38. Porsche Super Loopers

6 . N e w 9 1 1 Tu r b o S

42. Superloop 500 Supercars

8 . U n d e r P re s s u re

44. Rusty French

1 2 . N e w G T S C a y m a n & B o x s t e r

4 8 . P o r s c h e 9 1 1 H L S P ro t o t y p e

1 6 . B a c k t o T h e F u t u r e

52. A Short History of The Porsche 911 Flat 6

1 8 . 1 9 6 7 Tro u t m a n - B a r n e s 9 1 1 F o u r D o o r

54. Devil in The Detail

1 9 . 1 9 8 6 P o r s c h e - A M G 9 2 8 S F o u r D o o r

5 8 . Tw i l i g h t D e l i g h t

2 1 . P o r s c h e 9 8 9 F o u r D o o r P ro t o t y p e

60. Roll of Honour

2 2 . A d e l a i d e R a l l y R a m p a g e

61.Cudlee Creek Run

2 8 . M a l l a l a S p r i n t e r s

6 2 . L a m b o rg h i n i V 1 2 V i s i o n

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

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

Page IFC

B u i k s M o t o r w o r k s P a g e 3 3

Richmonds Classic and Sports Cars

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

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

Page 27

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C o p y w o r l d P a g e 4

S h a n n o n s I n s u r a n c e P a g e 1 4

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

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

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

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W i l l s h i r e P a g e 2

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

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

Page 61 Page 20

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

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I trust you are all doing well as we start to see loosening of restrictions related to the Covid-19 virus. For some of us a break from work has had its upsides, but for many it has brought financial hardship, anxiety and personal loss. The impact of this event will no doubt change the way we go about our lives for a long time to come, but the Australian spirit is strong, and I am confident we will rise to the challenges ahead and life will soon get back to a slightly altered state of normality. Like a Porsche stuck behind a Mustang, this will also pass. We have all had an overload of information from around the world in recent months which got me to thinking about countries, and how the cars they make seem to take on the traits of the people who put them together. German cars for instance are solid, dependable and have no sense of humour. Japanese cars are efficient, reliable and honest. Italian cars have passion and style but can be a bit temperamental while Aussie cars are tough, effective and versatile. Now Australian cars of days gone by were built to take whatever this country could dish out, no complaints, and if they did get in a bit of bother it was usually nothing that a bit of fencing wire and a pair of pliers couldn’t fix. Aussies used to be a lot like that also, but I feel a change is coming over us, and not necessarily a good one. In the days of Paul Hogan, Graham Kennedy and our British equivalent, Benny Hill (anybody under 30 might need to google these guys but trust me, they were a big deal back in the day) we used to be able to laugh at ourselves. We used to be able to “have a bit of a dig” at each other, and get it back in return and “get over it”. For example, when I was at school you might have been good at Sports, Maths, English etc, or you might not, and that was OK. It allowed us to discover where our strengths were and to accept, or work on our weaknesses. In the modern age it seems that if a child fails at anything we are expected to hide this fact from them, to spin it into a positive. What sort of foundation does that build for the future where as an adult we need to be able to learn to deal with adversity and failure. Life is a competition. We have to compete for a mate, for work and sometimes even for toilet paper. I believe kids need to learn these lessons when they are young, so they can cope when they eventually join the rest of us in this rat-race of life. So just maybe, going through such a difficult experience as we currently are (but not nearly as devastating as we have seen

in many countries overseas) we will get some of that Aussie resilience back and pass it forward to our kids so they can be better prepared for what life will inevitably throw at them in the future. Let them learn the fine art of failing now so they can ultimately be more successful in the future. In case you haven’t heard, GM are running headlong into a 100% electric model range and hope to be making 1 million purely electric vehicles per year by 2025. That’s one of the reasons given for selling off, or closing down, non essential car plants around the world, including Holden. Big call committing to an all electric future when most of us are still concerned about range and recharge times. Stroke of genius or huge blunder, only time will tell. On the other hand, if you have been wondering how far Porsche might go in the hybrid and full electric car arena, the following quote from Porsche CEO Oliver Blume in February might provide some guidance. Question: How many electric motors and petrol engines will Porsche install over the next few years? “Around 50 percent of all Porsche vehicles could be sold with an electric or hybrid drive by 2025. However, Porsche will always offer combustion engines, particularly in the 911. But we can’t stop the onward march of electromobility.” I suspect this approach is the one being adopted by most car manafucturers going forward, so one way or another we can expect to see a much broader range of electric and hybrid vehicles in the very near future. No doubt with substantial improvements in the price point and technology as demand builds. Hopefully plenty to keep you amused in this issue despite a relative shortage of competitive and/or social events. For a bit of extra motorsport coverage I asked Tim Pryzibilla to do a report covering the Adelaide Rally from late last year, where he came an impressive 3rd in his class. Not only did he put together a great report but provided some supurb photos from Sports Car Safari which go very nicely with some never before seen shots taken by our own Ray Clements. I have also included another Porsche prototype story covering the 911 HLS, with excellent photos again from French photographer Remi Dargegen. This poor car really needs a lot of love to get back to its former glory. There’s a retro story on Rusty French, a real Porsche privateer racer with the goods, terrific photo coverage of the Superloop 500 from Bob Taylor (the guy’s a genius behind the camera) and a look at the evolution of the magnificent 911 turbo.

“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au

Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2019 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au

PORSCHE Report OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA

Vol 45 Number 1: Jan - Mar 2020

Rus ty French S uperloopers 911 Turbo Rev iew 911 HLS Prototy pe A delaide Rally Rampage

Enjoy and stay safe. Phil www.pcsa.asn.au

Photo: Sports Car Safari

editor’s report

Jam - Mar 2020 3

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president’s report Dear Porsche Club Members, I hope you and your family are all well and managing to make the best of these extraordinary times we find ourselves working through at the present moment. While essentially all club activities have stopped, as required by the government regulations, many of the Porsche Club Committee have been busy ensuring the Club’s future and direction are on track (no pun intended) and ready to resume “normal” activities as soon as we get the all clear. As you are well aware the first issue that we had to deal with was the cancellation of the Easter Event at The Bend Motorsport Park. Our Secretary and Motorsport Director, Darien Herreen, is to be congratulated on the time, effort and dedication that he demonstrated with the organisation of the combined Porsche Clubs of Australia Easter Event. Along with several of our new committee members, Darien and his team, Johnny Fricke, Marc Coupe, Peter Panopoulos and Graham Cook put together an event which had the majority of Porsche Clubs in Australia interested, along with a large contingent from South Australia all excited about competing over Easter 2020. This was going to be a two day event to be held on Good Friday and Easter Saturday with other social activities included also to involve as many members as possible and showcase South Australia to our interstate guests. Due to Covid-19 restrictions the decision to cancel the event had to be made, and Darien then commenced the process of rescheduling and re-negotiating dates, times and financial investment. The countless hours, phone calls and emails that Darien was involved in achieved a result that means the Club can hopefully look forward to remounting the event over Easter 2021. Charise Bristow from the Bend was incredibly supportive and helpful with the process of re-planning for a 2021 event. Thanks must also go to Sam Shahin for his ongoing support of the Porsche Club of SA. Once again I would like to thank Darien for the incredible effort he put into the management of this event to ensure that the best possible result was achieved for the Club and its members. Thanks Darien. As things slowly progress we will keep you informed as to how we see the remainder of the year progressing. Some details we need to keep as normal, is membership. For those members who take advantage of the Historic Registration scheme, you will need to be financial members of the PCSA to maintain current and valid registration of your vehicles. As you are all aware memberships expire at the end of June and we will endeavour to send out those renewals as soon as possible. We have some very exciting things planned for the next 12 months and sincerely hope you take the opportunity to renew your membership again when the

club committee opportunity presents. While talking about memberships, during this period remember our valued advertisers who help the Club continue to produce the amazing, high quality magazine, that Phil Kellett continues to put together. If you need any of the services offered by our advertisers be sure to support them and recommend them to you friends and colleagues.

Vic Moore President president@pcsa.asn.au

James Law Vice President & Membership 0416 044 051 vicepresident@pcsa.asn.au

I have received several calls recently relating to Club membership for new members, historic registrations and requests for Porsches for weddings. Still plenty going on behind the scenes despite the lack of competitive or social events.

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

Hopefully we will be getting close to reintroducing some form of social interaction, and perhaps even motorsport, soon. Currently it would seem Sunday breakfast runs may soon be an option or some form of hills/country drive, maybe the Barossa????? Rest assured you have a committee that will work very hard to get social activities happening again as soon as we are able to. At all times we will be guided by all Health directives and will be cautious with our decisions. Other events that may well be impacted will be the AGM and the Black Tie Dinner. The AGM will be a discussion that the Committee will have very soon as the implications need to be thoroughly worked through and the best outcome for the Club supported. Motorsport will resume as soon as Motorsport Australia completes negotiations with the Federal Government. Once a resolution has been achieved and our State government agrees we will be able to publish a revised Motorsport program for 2020 and further discussion will occur with the Motorsport group to determine any Championship outcomes for the season. There is a chance our events, albeit in modified form, may start at both the Bend and at Mallala. As soon as we can give you any information emails will be your communication source.

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

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

Ron Wishart Social Secretary / Merchandise social@pcsa.asn.au

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

Looking towards the end of the year and onwards, I am hopeful we may still be able to have a Black Tie Dinner, but if not that will fall into the 2021 Calendar. By the end of the year the Christmas function should be able to go on with minimal disruption and I would be reasonably confident we should be able to accommodate any issues that may arise. Looking forward to 2021 the first full Club event scheduled is the Show and Shine, so watch out for that diary date later this year. Once again dear members, stay safe and ensure that the great work that you and all other South Australians have done in reducing the impact of Covid-19 is not in vain. Hopefully, we will be able to gradually become more social in the months ahead and slowly return to a “normal lifestyle” which we all enjoyed prior to this world changing event. Kind Regards Vic Moore

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

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

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

general committee Mark Coupe Johnny Fricke Lee Fulton Peter Panopoulos

President of the Porsche Club of SA

Jam - Mar 2020

Story:Porsche AG Photos: Porsche AG

New 911 Turbo S Porsche presents the new-generation 911 Turbo S for unprecedented power, driving dynamics and comfort. The new rangetopping 911 is being launched as a CoupĂŠ and Cabriolet. The new 911 Turbo S is powered by a new 3.8-litre boxer engine with two VTG turbochargers, which delivers 478 kW, 51 kW more than its predecessor. Maximum torque is now 800 newton metres (an increase of 50 Nm). The Turbo-specific eight-speed Porsche Doppelkupplung (PDK) cuts the sprint from zero to 100 km/h to 2.7 seconds (0.2 seconds faster), while top speed is unchanged at 330km/h. The dimensions of the 911 Turbo S have been increased significantly in line with the enhanced driving dynamics: the body is now 45 millimetres wider above the front axle (1,840 mm), and the overall width is 1,900 mm above the rear axle (an increase of 20 mm). Modified track widths, further developed aerodynamics and the new mixed-size tyres contribute to its agility and sportiness: the track is now 42 mm wider at the front axle and 10 mm wider at the rear axle. The adaptive

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aerodynamics now include controlled cooling air flaps at the front, while the larger rear wing has been designed for even more downforce. For the first time, the 911 Turbo S transfers its power to the road with mixed tyres in two different sizes: it has 20-inch tyres with their unique 255/35 dimensions at the front and 21-inch 315/30 tyres at the rear. New equipment options underline the much sportier image of the all-wheel drive 911. These include the Porsche Active Suspension Management (PASM) sports chassis that has been lowered by 10 mm and the sports exhaust system with adjustable flaps that guarantees a distinctive sound. The new six-cylinder engine is aspirated by a new intake system. In this instance, the previous routing of process air and charge air cooling was swapped around: part of the process air now flows through the characteristic Turbo air intakes in the rear side sections. In front of the air filters, now situated in the rear wings, two other airflows have also been incorporated, through the rear lid grille. This means the new 911 Turbo S has four intakes with

a larger overall cross-section and lower resistance, helping to improve engine efficiency. Two symmetrical turbochargers with variable turbine geometry (VTG) and larger dimensions replace the previous identical parts. The wheels now rotate in opposite directions on the right and left sides of the vehicle. The diameter of the turbine wheels has been increased by five millimetres to 55 mm, while the 61 mm compressor wheel is now three millimetres larger. The leap in performance of this new generation is particularly noticeable in the sprint from zero to 200km/h: at 8.9 seconds, the new 911 Turbo S is one full second quicker than its predecessor. Thanks to the enhanced Porsche Traction Management (PTM) all-wheel drive, the transfer case can distribute significantly more torque, with up to 500 Nm being transferred to the front wheels. Better in every way as the Porsche 911 continues its eternal evolution as the supreme drivers car.

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Story:Porsche AG Photos: Porsche AG

Under Pressure

The term “turbo” was once a synonym for brute power delivery. Today, turbocharged engines set standards in terms of fuel efficiency and smoothness. Visually it resembles a snail’s shell, but it makes engines move a lot faster than that! Since the early seventies, Porsche has put its trust in turbochargers as a means of increasing performance. In 1973 the technology passed its motorsport baptism of fire with flying colors on board the powerful 917/30: with over 809 kW (1,100 hp), the open two-seater left its opponents in the North American CanAm racing series far behind. Just one year later, the technology—unique among sports cars back then—celebrated its debut in a series-production Porsche. With the 911 Turbo, initially developing up to 191 kW (260 hp), the brand finally joined the elite circle of manufacturers of high-performance sports cars. To begin with, Porsche had only planned for five hundred units of the 930 series—as it was known internally—for it was the number of units required for motorsport homologation. The pleasingly high demand for the broad-cheeked bundle of muscles with the mighty rear wing caused a quick rethink. In 1977 the first enhancement was made to the 911 Turbo—its displacement was increased from 3.0 to 3.3 liters and its output rose to as much as 220 kW (300 hp). Apart from some smaller modifications, the 930 remained in the product range almost unchanged until 1988. It laid the groundwork for a turbo success story that’s currently starting its latest chapter with the 992 generation of the 911.

The basic principle of increasing performance by means of a turbocharger still applies today: after ignition and the power stroke, the burnt mixture escapes into the exhaust system via the exhaust valves at such high pressure that it can drive a turbine at high speeds. A shaft connects the turbine to a compressor wheel, which in turn scoops more fresh air into the combustion chamber on the intake side, thus ensuring more efficient combustion. So far, so simple. But the technology is not without its drawbacks. For one, there are the high temperatures that the turbocharger can reach. The spiral-shaped turbine housing can heat up to a good 1,000 degrees Celsius and must be shielded accordingly—on the compressor side as well. Ideally, the charge air should not be more than twenty degrees warmer than the ambient temperature before entering the cylinder. If the difference is greater, the air loses too much density, which impairs the combustion process. Boost control and pressure build-up have also presented challenges. Turbo development has made great strides since 1974, largely thanks to Porsche. Over the decades, Zuffenhausen has come to see the term “turbo” as synonymous with leading technology. The top model of every 911 generation has borne the word in its name. The technology has established itself as particularly efficient and low-emission while also being very cultivated. Perhaps the most impressive achievement is that the turbo engines have reached the level of much larger, naturally aspirated engines, even in terms of their responsiveness. Porsche has succeeded in taming the legendarily explosive power delivery.

Porsche 911 Turbo (930) Even the turbocharger of the 1974 ancestor had an exhaust-gas overpressure valve (wastegate), something that was previously only familiar from racing cars. With a maximum boost pressure of 0.8 bar, it develops 191 kW (260 hp), but the thrust kicks in somewhat abruptly at 3,500 rpm. In 1977 the 221 kW (300 hp) successor appeared with a larger compressor wheel and—at that time another novelty for passenger cars—an intercooler for the compressed air.

Design type: turbo Displacement: 3,299 cm3 Max. charge pressure: 0.8 bar Output: 300 hp Max. torque: 412–430 Nm 8

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Porsche 959 Porsche demonstrated the future potential of turbo technology with the 959, which was first presented at the IAA in 1983 as the Group B study and was launched three years later as a road version. The all-wheel-drive super sports car has a complex sequential boosting system with two different-sized turbochargers. The smaller one responds at lower engine speeds. Added to this is an electronic boost control system, developed by Porsche. The four-valve engine also sports water-cooled cylinder heads.

Design type: twin-turbo (sequential) Displacement: 2,850 cm3 Max. boost pressure: 1.0 bar Output: 450 hp Max. torque: 500 Nm

Porsche 911 Turbo 3.3 (964) The 911 Turbo of the 964 generation, with 235 kW (320 hp), initially adopted the 3.3-liter engine of its predecessor in 1991. Thanks to complex exhaust-gas aftertreatment with three-way metal catalytic converters and an additional catalytic converter for the bypass outlet, it met increasingly stringent emission standards. Pressure-controlled characteristic map injection and a fifty percent larger charge-air cooler were added as well. A 3.6-liter version followed in 1993â&#x20AC;&#x201D;now with 265 kW (360 hp) but better fuel economy.

Design type: turbo Displacement: 3,299 cm3 Max. boost pressure: 0.8 bar Output: 320 hp Max. torque: 450 Nm

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Porsche 911 Turbo (993) In 1995 Porsche presented the 911 Turbo of the last aircooled generationâ&#x20AC;&#x201D;993. It was the first time Porsche relied on the power of two turbochargers in a series-production model. Unlike the 959, however, they were not sequential, but worked in parallel. They each supplied one cylinder bank of the 3.6-liter six-cylinder engine with charge air. The wastegate integrated in the turbo was also new. This 911 Turbo was the lowest-emission vehicle of its time, and from 1997 the same applied to the Turbo S. In its most radical, motorsport-inspired version, the 911 GT2, its output can reach up to 330 kW (450 hp).

Design type: twin-turbo (parallel) Displacement: 3,600 cm3 Max. charge pressure: 0.8 bar Output: 408 hp Max. torque: 540 Nm

Porsche 911 Turbo S (996) The 996 generation, introduced in 1997, and its turbo version, introduced in 2001, marked a new beginning: all engines, including the new 3.6-liter turbo, were now liquid-cooled. The Turbo and Turbo S (as of 2004) had VarioCam Plus, an adjustment of the intake camshaft including valve lift switching of the intake valves. The turbo engine was based on the powertrain of the 1998 Le Mans victor, the 911 GT1. Standard on the Turbo S model: Porsche Ceramic Composite Brakes (PCCB). Tiptronic S was available on request. The S owes its 330 kW (450 hp) to larger turbochargers, more efficient charge-air coolers, and modified catalytic converters.

Design type: twin-turbo (parallel) Displacement: 3,600 cm3 Max. charge pressure: 0.9 bar Output: 450 hp Max. torque: 620 Nm

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Porsche 911 Turbo (997) The 997 generation 911 Turbo surprised everyone in 2006 with a world first: Porsche had combined a gasoline vehicle with so-called VTG— variable turbine geometry. This means different angles of attack for the guide vanes. At low engine speeds, the vanes stand more upright in the exhaust stream and therefore respond sooner. Although already established in diesel engines, the VTG principle for the gasoline engine of the 911 Turbo had to be developed practically from scratch. The much higher temperatures compared to a diesel engine required materials from the aerospace industry.

Design type: twin-turbo (parallel) Displacement: 3,600 cm3 Max. charge pressure: 1.0 bar Output: 480 hp Max. torque: 620 Nm with overboost control

Porsche 911 Turbo S (992) Turbo development has reached new heights in the 992 generation. The new engine of the 911 Turbo S combines wastegates with VTGs—with the difference that now they’re mirror images of each other and even larger. The advantage to this innovation is that, after a cold start, the catalytic converters heat up more quickly because they’re warmed up directly via the electronically controlled bypasses. There are benefits to efficiency as well: the exhaust back pressure is automatically reduced when operating at full load, which reduces the residual gas in the cylinder that interferes with combustion.

Design type: twin-turbo (parallel) Displacement: 3,800 cm3 Max. charge pressure: 1.4 bar Output: 650 hp Max. torque: 800 Nm

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Story:Porsche AG Photos: Porsche AG

New GTS Cayman and Boxster Porsche is adding two distinctly sporty and high specification models to its mid-engine sports car range: the 718 Cayman GTS 4.0 and the 718 Boxster GTS 4.0. The new twoseaters are powered by a 294 kW (400 PS) four-litre six-cylinder boxer engine, similar to that used in the 718 Spyder and the 718 Cayman GT4. When combined with the manual six-speed transmission and sports exhaust system, this results in exceptional power delivery and a particularly rewarding driving experience. It achieves the sprint to 100 km/h in 4.5 seconds on its way to a top speed of 293 km/h. Thanks to standard Porsche Active Suspension Management (PASM) sports suspension, as well as a 20 millimetre lower ride height and Porsche Torque Vectoring (PTV) with mechanical limited slip rear differential, the new generation of GTS achieves a remarkable balancing act between dynamic handling and everyday comfort. The standard Sport Chrono package with upgraded Porsche Track Precision App also emphasises the athletic character of the mid-engine sports cars. Black contrasting design elements and a dark Alcantara® interior create highlights typical of GTS models. As with the 718 Spyder and 718 Cayman GT4, the powerful four-litre engine is characterised by exceptional efficiency. Adaptive cylinder control that alternately switches off one of the two cylinder banks at low loads, direct fuel injection with piezo injectors and a variable intake system also

contribute to the car’s efficiency. The GTS engine also impresses with its superior power reserves and immediate response characteristics. It effortlessly revs to 7,800 rpm and, thanks to the standard sports exhaust system with dynamic damper control, also enjoys the acoustic advantages of the rich six-cylinder boxer engine sound. The mid-engine sports cars are fitted with 20-inch light-alloy wheels in Satin-Gloss Black. High-performance tyres (235/35 ZR 20 at the front and 265/35 ZR 20 at the rear) surround the enhanced brake system, which features cross-drilled discs and red callipers. The Porsche Ceramic Composite Brake (PCCB) is available as an option. In the interior, dark Alcantara® creates a sporty, elegant ambience. This is used for the centre panels of the standard Sport Seats Plus, as well as the steering wheel rim, centre console, gear lever and armrests on both doors. In the 718 Cayman GTS 4.0, it also covers the A-pillars and the roof lining. The optional GTS interior package adds another colour: the choice here is between Carmine Red or Crayon. This accentuates the rev counter, seat belts, all decorative seams including the embroidered GTS emblem in the headrests and the Porsche lettering on the floor mats with black borders. The trim elements as well as the centre console trim are made of carbon.

Jam - Mar 2020

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10/12/2013 3:50:50 PM

Saturday and Sunday September 24-25

Words by Barbara Gare

South Australiaâ&#x20AC;&#x2122;s largest and most Saturday and Sunday September Words by Barbara Gare experienced independent Porsche dealer. Barossa &24-25 Clare Weekend continued photos by David Gilbert, Warren Edwards

photos by David Gilbert, Warren Edwards

Always buying quality Porsche with immediate settlement. Words by Barbara Gare

Saturday and Sunday September 24-25

photos by David Gilbert, Warren Edwards Barossa & Clare Weekend continued

Barossa & Clare Weekend continued

For a complimentary appraisal speak with Scott Bellchambers 0422 155 477 265 Richmond Road, Richmond SA 5033 www.richmonds.com.au Jam - Mar 2020

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Story & Photos: Porsche AG

Back to The Future In celebrating10 years since the launch of the mighty Panamera sports sedan, I thought it opportune to take a peek back in time to some of Porsches early four door sedan efforts that blazed the way for the ultimate sports sedan we have today.

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1967 Troutman-Barnes 911 Four Door Some believe the beginning of the Panamera story can be traced way back to the late 1960’s when Californian coach builder, Troutman-Barnes, built a one off 911 four door with the blessings of Porsche. The story of this car was covered comprehensively in an article originally published in the March 1968 issue of “Road & Track” magazine reprinted below. Early last year we stopped by Dick Troutman and Tom Barnes’ shop in Culver City, Calif., after hearing a strange story about a Porsche 911S cut in half there. They told us what it was all about but asked us to keep it to ourselves until after Christmas, when it would be presented as a surprise gift. Troutman and Barnes started by carefully selecting points in floor and roof for the cuts and then proceeded with Emil Deidt’s help to splice in appropriate sheet metal. As the photos show, it was necessary to make an entirely new roof panel to get a smooth contour from windshield header to rear window. The length of the stretch is 21.0 in., applying to both wheelbase and overall length. Troutman and Barnes installed a conventional center pillar in the body and made the rear door opening so that standard production 900 series doors, 18

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complete with outside handles in their normal positions, could be used. The doors are hinged at the rear, like the Lincoln Continental, and it was necessary to make up new windows and frames for them. A special luxury touch is the use of electric window lifts—with motors of the type used for Porsche’s electric sun roof. The story behind the car’s interior is as wild as the reason for the car itself. Some time ago Lucchese Boot Co. in San Antonion made a pair of shoes for Mr. Dick and he was so delighted with their leather color—a deep orange-brown—that he sent a sample of the leather from Lucchese to thePorsche works in Stuttgart, where the seats were to be fabricated. The Porsche upholstery shop had a number of hides made up to match, made two front seats of it and fabricated similar (but non-adjustable) seats for the rear, then sent the remaining hides to California. Tony Nancy of Sherman Oaks actually did the interior upholstering, as he usually does for Troutman-Barnes projects. Complementing the fine leather work is a goodly amount of real walnut paneling. Troutman and Barnes suggested, in addition to the wood panel originally specified for the dash, a wood floor for the large package area behind the rear seats. Doug Mays, who works at a nearby pattern shop, made both pieces of wood and installed a pair of radio speakers in the piece for the rear.

To handle the extra pounds of weight, Troutman and Barnes installed a set of Pirelli Cinturato BN 72 tires on the new 5.5in. production chrome wheels. Since the car is a 911S, it originally had the highly styled alloy wheels as shown in the construction photographs, but everyone concerned felt that simple disc wheels and hubcaps would be more appropriate to the character of a sedan than “mags.” No suspension changes, other than the realignment of geometry to original specifications, have been done or are contemplated. Just before the car was to be shipped back to Texas, Dick dispatched two of his best mechanics to California to install the new Sportomatic transmission. The car was then shipped to Texas, after it had been tested and shown to R&T, where it got the Porsche-Delanair air conditioning unit before Mrs. Dick became the proud new owner. Mr. Dick had one other purpose in building the car: he feels that a car of Porsche price and quality should be appealing to a wider market, and wanted to demonstrate to the Porsche factory that interest would be generated by it. Cost? For the one-off job, only slightly more than a Rolls-Royce Silver Shadow.

1986 Porsche-AMG 928S Four Door In the mid-1980s, Porsche and AMG (then, an independent company) developed a fully working prototype of a four-door 928 S4. This rare and unusual car was delivered to Heinz Prechter, founader and CEO of ASC (American Sunroof Corporation, now renamed American Specialty Cars), whose large automotive aftermarket firm was headquartered south of Detroit, and which enjoyed a close relationship with the Porsche factory.â&#x20AC;? Unlike the Troutman-Barnes 911, the 928 looks a lot more natural as a fourdoor. The rear doors, for example, arenâ&#x20AC;&#x2122;t full doors at all, but an access panel. This design hides the length of the rear passenger compartment, and predates the access panels used in almost every extended cab pickup truck on the market today, as well as those used in the Mazda RX-8.

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Paint Protection Film Experts

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Porsche 989 Four Door Prototype And last but perhaps not least as there may be another custom built or concept Porsche sedan that we are not aware of, is the 989 prototype that was created under the watchful eye of Dr. Ulrich Bez, now in charge of Aston Martin between 1988 and 1991. Increased sales of Porscheâ&#x20AC;&#x2122;s 928 model during the mid-1980s prompted executives to consider adding another large, sporty touring vehicle to the lineup, this time a 4-door that could serve as a more practical but equally powerful and exciting alternative to the 928. Porsche engineer Dr. Ulrich Bez was put in charge of the project and given instructions that the vehicle should be luxurious and comfortable but offer a sporting nature superior to that attained by large saloon cars from Mercedes-Benz and BMW.

Bez designed a new front-engine, rear-drive platform with a wheelbase of 2,826mm and power coming from a new 80-degree, water cooled V8 engine with a power output of around 220kW; 300hp. Some discrepancy has arisen as to the engine displacement, which is reported as being between 3.6 and 4.2 litres. The prototype made from Bezâ&#x20AC;&#x2122;s technical designs was styled by Harm Lagaay, a design which influenced later models and that held many similarities to the 911, despite the difference in engine placement. Specific design influences to later Porsche models include the control-arm suspension and 959-esque headlamps which would later be used on the 993 as well as the overall shape and tail-light design which were adapted for the 996 generation 911.

After Ulrich Bez left Porsche in September 1991, the project lost momentum. The severe slump in 928 sales made executives re-think the viability of the idea, and low overall profits during the 1989 to 1991 model years meant the model would be far more risky for the company to build than had been anticipated during development. In January 1992, development was halted completely. The Porsche Panamera, launched in 2009, is considered to be the spiritual successor to the 989 project.

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Story:Tim Pryzibilla Photos: Ray Clements & Sports Car Safari

Adelaide Rally Rampage

December 4th-7th 2019 The 2019 Adelaide Rally would be a mixture of high’s & low’s for Team Jagermeister. Due to the Motorsport Festival taking a break for 2019, the Rally was based at the Royal Adelaide Showgrounds. In Classic - Competition, it was a case of familiar faces and the field for 2019 was strong. Podium contender & former winner of the event Craig Haysman (Triumph TR7 V8) made comment at the drivers briefing that just to get on a

podium this year would be a tough ask. Other competitors with podium potential included the Paterson/Geue 911RS, the Busby/Reed RX7, Streckeisen/ Streckeisen in the very quick 944 Turbo and the Lohman/Bainbridge Datsun 240Z. However, with 4 days and 30 Special Stages, it was going to be an event where speed was essential, but more importantly, reliability. To finish first, first you must finish!

Day 1 saw the field head down south to Willunga via Macclesfield and back again for seven competitive Special Stages before heading back to parc fermé at the showgrounds. For Team Jägermeister it was our first day back in the car for some time. Rick Powell had only come on board as my navigator some 18 months prior so whilst we were pushing the car somewhat, we were also exercising a little caution given it was only Day 1.

Unfortunately for some it was to be a day to forget. The 240Z of Lohman/Bainbridge suffered a substantial ‘off’ on the third stage of the day, Willunga. Distracted by a limping Mitsubishi on stage, the Datsun miscued their entry into the following corner, hitting the Armco and following embankment tearing the front left wheel off the car. The positive news was both Roger and Annie were ok, but the car was damaged beyond repair and demonstrates the narrow window in rallying required to succeed – there are no gravel traps, just trees and Armco. The other misfortune

for Day 1 claimed the 944 Turbo of Nick Streckeisen. Ever quick and leading Classic at the time, they suffered a broken driveshaft on the last stage of the day, Bradbury. Subsequently, at the end of Day 1 it was the Triumph TR7 V8 of Haysman/ Boorman leading the competition with the Paterson/Geue 911RS in second and the Busby/Reed RX7 in third.

of stage favourites such as Chain of Ponds, Corkscrew and Doctors Creek. As the field regrouped at parc fermé positions in Classic - Competition were starting to settle and results would show that the RX7 of Busby/Reed had had a great day to sneak into first place, ½ a second up on the Haysman/Boorman Triumph TR7 V8. Our highlights continued as we gained 12 seconds throughout the day to push the Jagermeister 911RS into thirmvvvd, just edging the Paterson/Geue 911RS to fourth.

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Day 2 started with a highlight for us – we claimed a stage win on the first stage of the day, Anstey Hill. Relatively trouble free for all involved, Day 2 included a number

Provisional Final Classifications Classic Competition

Classifications Outright Listed By Classification

Veh No 730 707 729 727 719 713 726 706 702 735 712 709 701 711 708 728

Crew

Vehicle

Busby - Reed Haysman - Boorman Pryzibilla - Powell Paterson - Geue Booker - Branum Raymond - Mathwin-Raym Laucke - Steer Lenthall - GIbson Bossie - Mcloughlin Streckeisen - Streckeisen Southwell - Robjohns Grocke - Grocke Wheldale Fisher - Ainsworth Perkins - Perkins Miller - Forrest Lomman - Bainbridge

1985 Mazda RX7 1979 Triumph TR7 V8 1983 Porsche 911 RS 1974 Porsche 911RS 1984 Nissan DR30 1979 Rover SD1 1974 Porsche 911 Carrera RS 3.0 1976 Ford Escort 1973 Holden Torana GTR XU-1 1985 Porsche 944 turbo 1972 Mitsubishi Colt Galant 16L GS 1970 Ford Capri 1979 Triumph TR7-V8 1966 Lotus Cortina 1971 Datsun 1600 1972 Datsun 240z

Day 3 was going to be a long day and included one of the ‘lowlights’ for Team Jagermeister. Stages for the day had us negotiating the Adelaide Hills around Stirling and also included the longest stage of the rally, Marble Hill. At just under 20 km in length Marble Hill traversed down Gorge Rd, up Corkscrew Rd then turned left for a final 7 km stretch up Montacute Rd. Unfortunately, Marble Hill would be memorable for us as we (i.e. the driver) found the Armco at the top of Corkscrew just before the exit onto Montacute Rd. Date 7/12/2019 17:43:03.260 Form No:206

Cat/ Class

Capacity

Total Time 1:16:43.5 1:17:57.4 1:18:30.9 1:18:44.3 1:19:20.3 1:23:23.2 1:23:41.4 1:24:49.3 1:27:05.7 (-1) 1:17:24.7 (-1) 1:32:22.2 (-6) 1:33:15.3 (-12) 1:45:30. (-12) 1:47:23.

DNF DNF

O/All Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14 DNF DNF

O/All Margin 00:00.0 01:13.9 01:47.4 02:00.8 02:36.8 06:39.7 06:57.9 08:05.8 10:22.2 00:00.0 00:00.0 00:00.0 00:00.0 00:00.0

The car turned in fine, but carrying a bit too much speed into a corner that continued to tighten meant we ran into some loose material and put the rear left of the car into the Armco, damaging the rear guard, wheel and suspension.

to finish the day with no further issues. Results for Day 3 would show the Busby/ Reed RX7 still in first, the Haysman/ Boorman TR7 V8 close behind in second and the slightly ‘2nd hand’ Jagermeister 911RS in third.

Tarmac rallying is very much a team sport, and it was with some much needed remediation work at Stirling Oval courtesy of crew chief, Zander Pickering at ‘Boys Own Garage’ and ‘ring-in’ ex-Irish rally stalwart Barry McAuliffe that allowed us

The final day of Classic - Competition kicked off where Day 3 had finished with us maintaining third as we negotiated some of the old Classic Adelaide stages – Mt Lofty, Basket Range & Carey Gully. However, the Paterson/Geue 911RS

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clearly had a podium in mind and were gaining fast. With just 2 stages to go, both on Gorge Rd, the pressure would really be on. Gorge Rd is a favourite stage of Roger Paterson – the faster, more technical more dangerous it is, the better he performs. Not so for me - apparently, I “coasted” (thank you Richard Geue) up Gorge Rd because heading into the lunch 24

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break, we found ourselves with a gap of just 2.2 seconds over the Paterson/Geue 911RS. Over the course of just 2 stages I had given up our 16 second gap and now faced the possibility that third was looking to become fourth – all this with only one Special Stage to go - and that was back down Gorge Rd!

Over the lunch break I must admit I was not particularly sociable as I tried to make sense of where I had lost time. As we made our way to the start of the final stage, I had some time to reflect and literally told myself that if I lost third place here, then this would be the rally that I had lost. No pressure then! As we crossed the flying finish for that final time,

the adrenaline was flowing, and I literally had to tell myself to take a breath. I had put the car on the line, Rick had called the stage notes perfectly and that was it - if the Paterson/Geue 911RS had driven harder than us down Gorge Rd then at least we knew we had given it a real go. Now indulge me for a moment as I digress. For those of you that know me, know that I have great respect for Roger

Paterson as a driver â&#x20AC;&#x201C; you just donâ&#x20AC;&#x2122;t win a Targa Championship by chance and I have consistently regarded him as a benchmark against my own driving. As a team, both Roger & Richard are still top of their game and not to be taken lightly; they are always a chance when the car is still upright. Over the years they have provided sage advice when it was needed (occasionally when it was not) and I am fortunate to count them as friends, mentors and importantly

fellow competitors - the last 5 years of rallying against them have been a lot of fun, on and off the tarmac. So, with final results in, it was with much relief to find that in the last stage of competition we had increased our margin to 4th by 13.4 seconds. This would mean that we had not only secured third place but had also achieved a long-time personal goal against a driver and team that I have the upmost respect for.

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To place ahead of the Paterson/ Geue 911RS in a tarmac rally was a personal milestone for me. As previously mentioned, rallying is a team event and I could not have achieved either result without my navigator Rick Powell – his advice, time and effort as well as being pretty handy calling notes was integral to our success. Also, big thanks to Mark Buik, Craig Datsun and the team at Buik Motorworks for consistently ‘year on year’ preparing a strong, capable and reliable car. So, another Adelaide Rally done and a finish better than the last. Final results for Classic - Competition saw the Busby/Reed RX7 take honours, the Haysman/Boorman Triumph TR7 V8 place second and the Pryzibilla/Powell Jagermeister 911RS place third. What a week - Champagne all round I say.

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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

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Photos: Bob Taylor – Facebook: Bob Taylor

Mallala Sprinters

9th February 2020 In February our 3rd sprint for the competitive season took place under clear skies with a pretty strong field of competitors. At the end of proceedings Stephen Langford took out top honours, with Stuart Elshaw and David Edkins snapping at his heels. If you haven’t done a sprint before I can personally recommend it. It’s a good chance to really see what your car can do and you only need to push as far as you are comfortable. So when the opportunity next presents itself, give it some consideration. Peter Panopoulos

PCSA Supersprint #3 - Mallala 9th Feb 2020 Place Car # Driver Year Model Best Time Car # Driver Model Best Time Garry Dunn GT40 Untimed 1 34 Stephen Langford 2007 Boxster S 1.223 40 2 69 Stuart Elshaw 2002 Boxster S 1.235 87 Joe Melisi Huracan 1.201 Tim Williams BMW 1.197 3 17 David Edkins 2011 Cayman R 1.228 88 89 Mark Haig R32 GTR 1.185 4 50 Tony Keynes 2017 GT3 1.163 5 80 Peter Wirthensohn 2010 Carrera S 1.220 93 Emily Collis Celica 1.269 Juris Kuznecovs Lotus 1.239 6 9 Darien Herreen 1977 911 R 1.214 97 7 90 Ian Crouch 1998 Boxster 3.4 1.232 Driver Model Best Time 8 67 Johnny Fricke 2016 GT3 RS 1.156 Car # Keith Wong GT3 Cup 1.133 9 84 Stephen Thiele 2016 911 C2S 1.189 15 Keir Wilson Huracan 1.160 10 70 Norm Goodall 1977 911 SC 1.251 48 Kurt Wilson Huracan 1.149 11 75 Adam Turnbull 1974 911s 1.340 48 Nick Streckeisen Evo 1.162 12 33 Anthony Male 2002 Boxster S 1.241 98 13 81 Peter Panopoulos 2013 Boxster S 1.200 14 77 Ray Pryor 1989 944 Turbo 1.268 15 27 Vic Moore 1971 911 RSR 1.233 16 64 Donald Halley 1989 944 S2 1.363 17 38 David Eglington 2005 Boxster S 1.275 18 18 Zahi Khouri 2005 997 1.272 19 24 Brooke Major 2008 GT3 1.263 20 72 Roger Paterson 1974 911 RS 1.181 21 12 Hamish Eaton 1979 911 IROC 1.248

Darien Herreen

Norm Goodall 28

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Hamish Eaton

David Eglington

David Edkins

Johnny Fricke

Roger Paterson

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Stephen Langford

Stephen Thiele

Stuart Elshaw PORSCHE 30

Tony Keynes

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Vic Moore

Donald Halley

Anthony Male

Ray Pryor

Peter Wirthensohn

Zahi Khouri

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Photos: Bob Taylor

Sprinters Plus

Emily Collis

Mark Haig

Keith Wong

Gary Dunn PORSCHE 32

REPORT

Joe Melisi

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

0418 891 466

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Improving The Breed Porsche, like Ferrari, use motorsport to build sporting DNA into every vehicle they sell. While we have been restricted from putting our cars on track in recent months I thought a few racing lovelies in this magazine might be appreciated to help with the withdrawal. Some are classics, others just look awesome. I hope you agree.

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Photos: Bob Taylor â&#x20AC;&#x201C; Facebook: Bob Taylor

Porsche Super Loopers

20/23 Feb 2020 With a little luck and good timing, the Superloop 500 in Adelaide was held in mid February in front of a crowd unsuspecting that this would be the last major motorsport event in Australia for Quite some time.

As in previous years the Porsche series was a significant feature of the event, with cars from all over the country competing for glory, as captured here by our own Bob Taylor.

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Of course it wasn’t just the Porsches putting on a good show at this years Adelaide 500. The good old Supercars didn’t do a bad job of entertaining the crowds either.

Photos: Bob Taylor – Facebook: Bob Taylor

Superloop 500 Supercars 20/23 Feb 2020

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Rusty French Those of us that have been around a while, and have long memories, will be familiar with the car and driver on these pages, Rusty French and his black Porsche 935. Rusty French was quite a good steerer back in the day when privateers could enter anything (money permitting) from grass roots motorsport all the way to Bathurst. He ranmany makes over the years but competed primarily in Falcons and Porsches, but our main focus in this report is his work in Porsches. Which as it turns out, involves more than just his most notable stint in a Black 935 in the Australian GT Championship. Based in Melbourne, French was able to indulge his racing hobby through his success as a sand mining entrepreneur and farmer. Income from these sources, plus quality sponsorship, enabled him to race the best equipment available to a privateer. You may remember French running a Pantera, in the late 70’s, early 80’s in the Australian Sports Car Championship of the day. He didn’t have much luck with the Pantera as it kept breaking down in 44

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his attempts to keep up with the more powerful and reliable Porsches. At the end of 1981, the Australian Production Sports Car Championship was cancelled and replaced by the GT championship, combining with the Sports Sedans. French decided a change was required if he wanted to start winning races, so he did the logical thing and bought the 1981 championship-winning Porsche 935 of John Latham to run in the new-look series. Like its predecessor, the GT championship was a Porsche-fest. F1 world champion Alan Jones swept the series in an Alan Hamilton, Porsche Cars Australia-entered Porsche 935, with French finishing a distant second in his John Sandssponsored 935.For 1983, French bought the ’82 winning 935 from Hamilton and set up a two-car team with Alan Browne, owner of Re-Car, driving the second car. With this car he successfully won the 1983 championship, winning two of the six rounds and scoring twice as many points as the next best

On the back of his championship win in 1983 a new, very exciting, opportunity presented itself. In May 1984 the Kremer racing team contacted him to say they had a drive available in the 1984 Le Mans 24 Hour in one of their team 956Bs. How could he say no! This was an event with a distinct Australian flavour. The Aussie assault was led by the high-profile Bob Jane-sponsored, John Fitzpatrickentered Porsche 956B of Peter Brock and Larry Perkins. Also present was Allan Grice in a privateer 956B and the strong combination of ’83 winner Vern Schuppan, Alan Jones and Jean Pierre Jarier in another Kremer 956.French was teamed with the experienced British racers David Sutherland and soon-to-be television personality Tiff Needell. They finished a credible ninth outright. In 1984 French was invited to join the Kremer team again and competed in the first ever Australian round of the World Endurance Championship at Sandown. He was teamed with German F1 driver Manfred Winkelhock for a 1000km race. They finished fifth behind the factory Porsches.

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In addition to his Australian racing commitments French also raced his Porsche’s in several other events held overseas through the 1980’s. In the mid 80’s he took one of the Porsche 935s to Shah Alam in Malaysia and ran in the Rothmans Series there. Then in 1989 we took the 935 now in [Kremer] K3 specification to England to run in their Masterscreen-sponsored Porsche GT Challenge which he won outright. He raced on all the classic British tracks there. French never really stopped racing the 935s, but more modern Porsches would fill the void into the 1990s, including 993 and 996 model 911 RSRs and RSCS models in events like Targa Tasmania.In 1997 he scored a win in the Porsche Cup Challenge at the Gold Coast IndyCarnival. In the ‘noughties’ French bought a Dodge Viper ACR to run in the Nations Cup, before switching to a Porsche 996 GT3 in 2003, the last year of the series.

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Through the 2000s French was a regular in his 935s at the Phillip Island Classic and won the Japanese Le Mans Classic in 2005, also winning the IMSA class in the Monterey Classic at Laguna Classic over three consecutive years, 2008 to 2010. He even did a stint in the Porsche Carrera Cup series of the day. So there you have it. By any measure one of Australiaâ&#x20AC;&#x2122;s most successful privateers and a true Porsche driving legend.

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Story:Phil Kellett Photos: Remi Dargegen - (Classic Driver)

Porsche 911 HLS Prototype You may remember Remi’s work from the last issue. Seems he has been at it again with another scoop series of photographs of the Porsche 911 HLS KlappdachRennsport Coupe (that’s a mouthful). Unfortunately the passing years have not been kind to it and while it wasn’t particularly pretty even when new, it is certainly looking rather ordinary now. Classic Driver can tell the rest of the story. You probably know the story of Porsche inside out and are able to identify even the rarest versions of this iconic sports car. If so, then you’ll know all about this Porsche prototype… Late 2013, a Porsche appeared on our site that even Google didn’t know about: the Porsche 911 HLS, complete with retractable roof. The wedge-shaped sports car was the result of a design contract for a racing coupé based on a rolling 911 chassis. While the miniature model of the retractable-roofed

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one-off was built in the University of Aachen’s Porsche Design Center, the life-size prototype was the work of Wuerselen-based coachbuilder, Hans-Leo Senden – which explains the rather odd ‘HLS’ model name. Technical drawings and a miniature model were devised before the in-house body department at the University of Aachen went to work on building a completely new body. To keep the weight low, many parts were fabricated in aluminium, including the characteristic rear louvres and the adjacent ‘Targa’ rollover bar. The fact that this Porsche had genuine racing ambitions can also be seen from the arrangement of the instruments on the dashboard: they were subsequently added to the right-hand side. The highlight of the study was undoubtedly the hinged cockpit canopy, integrated in its closed state to flow in harmony with the body line.

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Finally, the concept car, complete with its retractable roof, was sent to a paint shop in Würselen, a German town in the Aachen district of North Rhine-Westphalia, where it was given its bright green colour. Here, too, the model name Porsche HLS was added in black letters. What happened next explains why the retractable roof Porsche 911 has, up till now, generated not a single entry on Google: it simply disappeared. Presumably, the slightly eccentric study found no favour in the Zuffenhausen headquarters, and so it was simply parked up at the bodyshop and left there… for the next 40 years. It was not until 911 expert Manfred Hering of Early 911S was asked whether he could restore the long-forgotten concept Porsche that it once again came blinking into the light

of day. “I was asked whether I could restore the Porsche for around 30,000 euros. Of course, I had to say no, but I then tried to buy this unique Porsche”, says Hering. “After three years of discussions and negotiations I stood in front of the handsome wreck that had been left exposed to the weather for the last four decades. The original engine, and a spare engine, were dismantled but came with it – and had already served as a home for several families of mice”. Hering has definite plans for the future of the car: “In mid-April 2015, I will present the retractable roof Porsche at the Techno Classic for the first time. Then we will study it more closely and attempt to restore as many original parts as possible”.

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Story:Porsche AG Photos: Porsche AG

A Short History of The 911 Flat Six Engine Originally an air-cooled 2.0-litre engine with Solex carburettors, the Porsche 911’s flat six engine got its first major revision in 1969 with the introduction of the B Series cars. With this came a switch to mechanical fuel injection on the 911E and flagship 911S models. A year later and the three 911 models (T, E and S) had their capacity boosted to 2.2 litres before the last generation of preimpact bumper cars were given 2.4-litre flat sixes in 1972 and 1973. On the last 911Ts bound for the US market, this also saw the introduction of a primitive electronic fuel injection system.

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1973 also saw the debut of the 2.7-litre 911/83 engine (first used on the original 911 Carrera RS), a powerplant that would carry Porsche’s sports car range into the impact bumper era. Two 3.0-litre flat sixes were launched in 1974 as well. One – a naturally aspirated unit – found its way into the back of that year’s updated 911 Carrera RS. The other began a new legend. Coupled to a KKK turbocharger, the new engine formed the heart of the Porsche 930. While the naturally aspirated flat sixes eventually grew to 3.2 litres by 1984, in 1978 the Porsche 911 Turbo’s engine was enlarged

to 3.3 litres and gained an intercooler, boosting power over the early 930 3.0s by 40bhp.

Carrera and Carrera S models used the mildly updated M97 engine on the latter generation.

The 964 generation saw naturally aspirated models running a 3.6-litre flat six (eventually enlarged to 3,746cc for the 964 Carrera 3.8 RS) while the 964 Turbo initially debuted with the old 3.3-litre unit before the upgraded 3,600cc motor was introduced in 1993.

However, for the Gen2 997, the GT3 and corresponding RS models were revised with 3.8-litre units, while the Turbo remained at 3,600cc but gained Variable Turbine Geometry. The latter made the switch to the direct fuel injection 9A1 engine, while the GT3s and RSs kept with the Mezger for one more generation.

For the 993 Carrera and Carrera RS, the capacity remained the same though, in 1996, the innovative VarioRam induction system was fitted, improving the engines’ mid-range. The 993 Turbo also featured a ground-breaking flat six as it became the first twin turbocharged 911 (following the lead of the 959).

After a final 4.0-litre flourish, the Mezger engine was phased out for the 991 GT3, replaced by a 3.8-litre 9A1-based flat six that can rev all the way to 9,000rpm. Meanwhile, the base 991 Carrera saw its engine downsized to 3.4 litres while the 991 Turbo and Turbo S were enlarged to 3,800cc.

1998, of course, marked the biggest change to the Porsche 911’s flat six line-up as Zuffenhausen switched to water-cooling, bringing with it a new 3.4-litre engine for the Carrera, codenamed the M96.

As of October 2015 though, the biggest flat six shakeup since the switch to water-cooling has taken place at Zuffenhausen as the second generation 911 Carrera and Carrera S find themselves downsized to 3.0 litres apiece.This however, is not the biggest change. That falls to the twin turbocharged layout that features on both cars as part of the switch to the new 9A2 engine design.

Both the 996 Turbo and the new 996 GT3 utilised different architecture with what would became revered as the ‘Mezger’ engine sitting behind the rear wheels of each model. Through the 996 and 997.1 generations, the Turbo and GT3 powerplant both remained at 3.6 litres all the way while the

And the changes keep on coming, which all goes to prove, there is plenty of life in the Porsche flat six engine yet.

Jam - Mar 2020

Devil in The Detail It’s easy to tell when Richard Tipper has just been in a car: not only will it be as spotless as when it first left the factory, but every single switch and vent will be straightened and lined up, to the millimetre. Even the seating positions will match. It’s his fixation with the details that make Tipper the perfect professional for the topic of car detailing. Ever since he passed his driving test 31 years ago, Tipper has had something of an obsessive approach to cleaning cars, discovering and using a host of techniques and products to ensure they’re perfectly polished. He’s built up an enviable roster of customers spread all over the world, from people with 200 cars in their collection to pride-and-joy vehicles; from $65 million prized jewels to daily drivers. All receive Tipper’s same attention to detail. Having worked on so many, Tipper is a huge Porsche fan. A Cayman R is now his treasured possession. Because he’s stripped and cleaned parts that most people don’t even know exist, he says he has developed a unique understanding of the passion that goes into 54

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building cars. “I’ve detailed the Carrera GT several times and when that car is in bits, you can see the care that the Porsche engineers have taken with every single aspect. It’s clear that the finest materials and knowhow have gone into building it. For me, the Carrera GT was a milestone in quality.” It usually takes Tipper two days to fully detail a car, while some need as long as a week as he goes to the sort of lengths that include stripping undertrays off to clean silencers or removing the wheel arch liner and cleaning the pipes and brake lines behind them. Often, he will even take the seats out to get the last vestiges of crumbs and dust out of the cabin. Since joining social media with the @perfectionvalet handle, he’s amassed an impressive following on Twitter and Instagram. Below, he shares some of his tips to help enthusiasts enjoy their cars during lockdown, even when they can’t be driven.

How to make an Alcantara steering wheel look like new

Wheel cleaning like an expert

This is the question I get asked more than any other. Alcantara is a man-made product that consists of lots of tiny ‘piles’, or fibres, of material. These piles get flattened by constant use, as well as the sweat and grease off the driver’s hands. Over time, it looks like the fabric’s been worn away, but in fact it’s just congealed grease, lovely thought that that is … What we need to do is remove that grease and fluff the pile back up.

It’s best to do the wheels before you wash the rest of the car, as they are often the dirtiest part of the whole vehicle. Use a different bucket for this bit. •

Invest in some soft ‘wheel brushes’, which are usually made out of microfibre, not bristles. Choose a set with plastic handles, rather than metal, to help prevent scratching.

•

You’ll also need a deioninising decon gel. I never use acidic wheel cleaners, especially on cars with Porsche Carbon Ceramic Brakes (PCCB), as the disc hub is anodised and the acid will damage the surface.

•

But the gels work really well (other than stinking like rotten eggs) and have a colour change technology in them so you can tell they’re working. Most will ‘bleed’ purple to show they’re reacting with the iron in the brake dust.

Use any fabric cleaner, although preferably an automotive one. Spray it onto the wheel, concentrating on a single quarter at a time. Don’t spray too much – if you soak the wheel, it’ll make the Alcantara brittle when it dries out. Then take a warm, damp microfibre cloth, wrap it around that quarter and then start to work it by gently twisting the cloth: you’re trying to transfer the dirt onto the microfibre, so imagine you’re twisting a motorbike grip.

•

Now move onto the next section. If there are any particularly bad areas such as the thumb grips, use a single finger wrapped in the microfibre to concentrate on those.

•

The best way to clean a wheel is to take it off, but if you can’t do that, spray the decon gel on the cold wheel, trying to avoid getting it on the disc or pads as much as possible.

•

Next use a dry microfibre cloth to absorb as much of the damp as possible, again rubbing the wheel to try to bring the fluffiness back.

•

Give it a bit of ‘dwelling time’, allowing the product to work its way into the nooks and crannies.

•

Then walk away - leave the wheel for a couple of hours to really dry out.

•

Once it’s dry, and to really bring the softness back, take a clean toothbrush and gently brush the material.

Next, it’s onto the wheel brushes. These come in various sizes, so use whichever one is best for the area you’re working on. Use them to spread the decon gel around, paying particular attention to the valve and wheel nuts.

•

You can use the same technique on other areas of Alcantara, but beware of using a plastic vacuum nozzle. It can score lines into the material.

Don’t forget the inside of the wheel to make a really thorough job of it. If you’re lucky enough to own a Carrera GT, you’ll find the caliper sits very near to the back of the wheel so it’s tricky to get a wheel brush in behind the alloy. Rotate the wheel by a quarter of a turn and then you’ll be able to clean that section as well.

•

One final tip – sniff the fabric cleaner before you use it. Make sure you can live with the smell before you spray it all over the interior of your car.

•

Finally, thoroughly rinse everything off. Please don’t blast the alloys close-up with a pressure washer – just a gentle rinse will do.

•

Some people use tyre shine as a final flourish, but one warning: avoid it if you leave your car under a cover, as it’ll smear itself all over the inside of the cover.

Jam - Mar 2020

The safest way to wash a car

How to clean your engine safely

Always wash your car out of direct sunlight. Make sure the car is cool and, if you really want to make your life easier, keep away from trees or any blustery corners of your driveway.

This is the heart of the car and although all engines are weathersealed, they’re not designed to have high pressure water fired at them. So it’s best to go very, very carefully when you’re cleaning your engine, but there are methods that don’t involve drenching it in water. Detergents can be very effective, especially in something like a Porsche 911 – with the engine being out at the back, it can get very dusty back there.

If you look carefully at your car, you’ll probably see a series of scratches and swirls across the paintwork. What a lot of people don’t know is that most of these come from simply washing your car so it’s really important to avoid getting any grit or dirt on your wash mitt. •

Use a snowfoam or pre-rinse agent. They’re easier to apply with a pressure washer but if you don’t have one, you can get products that will work with a hosepipe. Make sure you soak the whole car.

•

You need a good wash mitt – these should be either synthetic lambswool or microfibre and as soft as possible – and a grit guard for your bucket. The grit guard is like a drain cover that allows the dirt to fall to the bottom of the bucket, preventing your wash mitt getting dunked in the muck.

•

I also use the two bucket method. Dip your mitt into the one with soapy water, lather over the car, then rinse the mitt in the bucket filled with plain water. Back into the soapy bucket, back onto the car and repeat. This eliminates as much grit as possible.

•

Start on the roof and work your way down, doing the dirtiest parts of the car last.

•

Hose it all off and then grab your microfibre drying towel. These are very thick and absorb lots of water. Lay it across the car, let it soak up the water and then gently drag it off. Don’t bother with a leather – I haven’t for over 20 years as microfibre towels are much better at leaving a streak-free finish.

•

Finally, and for the ultimate finish, grab an automotive dryer. These blowers will get the water out of the crevices, like hinges and petrol filler caps, and are especially good on finishing off matt surfaces.

•

One final tip – don’t use squeegees. Even the cleanest will have some dirt on them and you’ll just drag that across the paint surface, leaving a fine scratch.

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•

Make sure the engine is cold before you start. Choose a multipurpose cleaner that has a lower solvent content, because it’s less likely to perish any rubber it comes into contact with.

•

Concentrate on spraying one section at a time, so you don’t spray too much cleaner all over the place and find it dries before you have a chance to rub it off.

•

Then use microfibre cloths to lightly touch up the top surfaces. Have some brushes handy as well, for the nooks and crannies that the cloth can’t get to.

•

It’s a good idea to do a general maintenance check on the engine while you’re doing this. Even if you’re not mechnicallyminded, you can always refer to the handbook then check the tension on the belts, or make sure that bearings are lubricated.

•

I always have a look at the electric spoiler and check that it’s well-oiled, again checking I’m using the correct product.

The secrets of polishing Before you start any polishing, make sure the car is completely clean. You want the paint to be as smooth as possible so that the polish will bond to it – all-in-one polishes clean, recover the gloss and protect the paint, so if you have a smooth surface, the polish will adhere to the paint for longer, giving better protection. •

I use a claybar, a biscuit-shaped putty, to get rid of the last bits of contaminants that have bonded to the paint. Even the best wash still leaves tiny tar spots or carbon deposits.

•

Spray the claybar lubricant onto a small area of the car and then gently rub the claybar in straight lines over the same area. Let the tool do the work – only apply a light pressure.

•

You’ll know when it’s done its job because it will glide silently across the surface.

•

The claybar absorbs these deposits so keep surface of the claybar clean. Once you’ve finished one section, fold the claybar over on itself so you’ve got a fresh surface for the next bit. Depending on how many deposits your car has on it, you should be able to claybar a car three or four times before you need a new one.

•

Next is polishing. For an all-in-one cream polish, take an applicator pad (a piece of sponge wrapped in microfibe cloth) and put four pea-sized drops of polish onto the pad. That should do an area of about two square feet. Start in the centre of the panel and polish in straight lines – you’ll know you’re using the correct amount of polish if you can barely see it once you’ve rubbed it on.

•

Check the manufacturer’s label to see how long you should leave the polish to dry and then take a second microfibre cloth and start to remove the polish. This should be a soft material and I even remove the labels to prevent any risk of scratches. Fold it into quarters – don’t scrunch it – and then, with one hand splayed out, lightly rub the polish off until the microfibre glides easily over the paint.

•

Don’t do any plastics, glass, rubber seals and matt carbon fibre, as the polish will turn them white. You can polish gloss carbon fibre, though.

•

If you want to do your windows, I’ve found the best way is to have two microfibre cloths. Wipe the damp one over the glass and then immediately dry it with the other one.

•

One final thought – there are some great automotive hard waxes out there that you can use instead of the all-in-one polish. You’ll need a sponge applicator instead of the microfibre one but be even more sparing with these products. Partly because they’re expensive but also because if you use too much, you’ll only clog up the microfibre cloth that you use to remove it. Once you’ve applied the wax using the same technique that I’ve talked about above, being quick about wiping it off. Most should only be left on for 60-90 seconds.

•

After all that, sit back, relax and give yourself a pat on the back. You’ve protected your paint for at least the next six washes (more like 10-15 with the wax) and your car will be sitting pretty on your drive, ready for when you can next go for a drive.

Jam - Mar 2020

Story & Photos: Ron Wishart

Twilight Delight 31st Jan 2020

The start of the social calendar for the year was the Twilight run. Last year we went to Williamstown Hotel but this year it was back to the Hahndorf Inn. The people at Hahndorf Inn have looked after us in the past and this is a good venue for parking and has a pleasant atmosphere. We had a strong turnout for this event but I expect it could have been even better if the weather had been better. Forecasts told us to expect thunderstorms and rain for that afternoon and evening. Thankfully the weather held off long enough for us to gather at the Victoria Hotel, at O’Hallerans Hill, before starting off on the run. It was great to see some new faces, and 58

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new members on the run. Three new members came along for the drive and the dinner. Jean and LitsaRiede, Brett and Leanne Russell, and Greg Miles were introduced and got to show off their lovely cars. Brett and Leanne had recently moved from NSW while Greg Miles is a convert, finally seeing the light and moving out of an MX5 into a new 918 GTS Boxster. The rain started to sprinkle just after handing out the run sheets and getting into the cars to head off. Still the rain was misty to light and not such an issue. We headed off through Happy Valley, on to Clarendon and Meadows. By the time we got to Meadows the rain had

increased and the cars were getting a reasonable soaking. By the time we got to Macclesfield the floodgates upstairs were fully open, it was bucketing down. Joy O’Connor later posted a short video looking out the windscreen of Ray Pryor’s Spyder showing the torrential rain, and to accentuate the video the sound from the rain was deafening. Thankfully this only lasted for about five minutes. Colin and Angelika South couldn’t have liked being at the back of pack and cut out a section, to become second in the pack as we passed through Echunga. Arriving at the Hahndorf Inn it started to rain again. Everyone was inside when the thunder and lightning finally decided to

make an impact. The rain bucketed down again but by this time most people were more concerned about getting a drink and a meal. There is a trap here at the Hahndorf Inn when making a selection from the menu. Many of the main courses are that big that there is more than enough for two people. I made the mistake of thinking I could eat the longest hotdog in Australia, WRONG. There were plenty of

other choices that made your eyes bulge when the plate was put in front of you. Our hosts were prepared for this and there were plenty of take-away containers for those who couldnâ&#x20AC;&#x2122;t finish their meal. All in all, it was a good evening with the weather just adding to the experience. The â&#x20AC;&#x153;Twilight Runâ&#x20AC;? has become a popular event on the calendar.

Jam - Mar 2020

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

Hillclimb Champion 2004/05 J. Palmer 2005/06 J. Palmer 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2008/09 G. Keene 2009/10 A. Plate 2010/11 N. Goodall & O. Sheahan 2011/12 R. Paterson 2012/13 R. Harrison 2013/14 R. Paterson 2014/15 A. Trimmer 2015/16 R. Paterson 2016/17 S. Hevera 2017/18 S. Thiele Hillclimb Champion 2018/19 R.Edwards

PCSA Roll of Honour

2005/06

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 Lady Competitor of the Year 2004/05 M. Ruediger J. Palmer 1990/91 S. Gentile 2005/06 M. Ruediger J. Palmer 1991/92 P. Klaveniek 2006/07 A. Sparks J. Palmer & M. Ewer 1992/93 J. Nicholls 2007/08 A. Sparks A. Sparks & M. Ewer 1993/94 L. Scammell 2008/09 A. Eime G. Keene 1994/95 L. Scammell 2009/10 A. Eime A. Plate 1995/96 L. Scammell 2010/11 A. Eime N. Goodall & O. Sheahan 1996/97 Sparks 2011-2019 NotA. awarded

Sprint2005/06 Champion 2006/07 2004/05 J. Palmer 2007/08 2005/06 M. Rooke 2008/09 2006/07 J. Palmer 2009/10 2007/08 P. Jaquillard 2010/11 2008/09 O. Sheahan 2011/12 R. Paterson 2009/10 A. Eime 2010/11 N. Goodall 2011/12 M. Ewer Sprint Champion 2012/13 R. Reynolds 2004/05 2013/14 A. Trimmer J. Palmer 2005/06 M. Rooke 2014/15 D. Herreen 2006/07 J. Palmer 2015/16 M. Curyer 2007/08 P. Jaquillard 2016/17 T. Keynes 2008/09 O. Sheahan 2017/18 M. Rogers 2009/10 2018/19 P. Panopoulos A. Eime 2010/11

N. Goodall

2011/12Champion M. Ewer Club Driving 1985/86 T. Lynas Club Driving Champion 1986/87 T. Lynas 1987/88 D. Wallis 1985/86 T. Lynas 1988/89 T. John 1986/87 T. Lynas 1989/90 R. Catford 1987/88 D. Wallis 1990/91 T. Gentile 1988/89 T. John 1991/92 T. John 1989/90 R. Catford 1992/93 R. Catford 1990/91 T. Gentile 1993/94 T. Matthews T. John 1991/92 1994/95 R. Paterson R. Catford 1992/93 1995/96 R. Geue 1993/94 T. Matthews 1996/97 P. Dixon 1994/95 R. Paterson 1997/98 D. Gilbert 1995/96 R. Geue 1998/99 M. Ewer 1996/97 P. Dixon 1999/00 M. Ewer 1997/98 D. Gilbert 2000/01 M. Ewer 1998/99 M. Ewer 2001/02 D. Gilbert 1999/00 M. Ewer 2002/03 M. Ewer 2000/01 M. Ewer 2003/04 M. Ewer 2001/02 D. Gilbert 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 2011/12 R. Paterson R.Paterson 2009/10 2012/13 R. Reynolds N. Goodall 2010/11

J. Palmer

Motorkhana Champion 2006/07 S. Elshaw 2004/05 M. Ewer 2007/08 S. Elshaw 2005/06 M. Ewer 2008/09 A. Sparks 2006/07 D. Gilbert 2009/10 A.Sparks 2007/08 P. Kowalenko 2010/11 N.Goodall 2008/09 R. Paterson 2011/12 N.Goodall 2009/10 D. Gilbert Motorkhana Champion 2010/11 M. Almond 2004/05 M. Ewer 2011/12 R. Paterson 2005/06 M. Ewer 2012/13 R. Paterson 2006/07 D. Gilbert 2013/14 R Paterson 2007/08 P. Kowalenko 2014/15 D. Herreen 2008/09 R. Paterson 2015/16 R. Paterson 2016/17 D. Herreen 2009/10 D.Gilbert 2017/18 S. Thiele 2010/11 M. Almond 2018/19 J. Coote 2011/12 R. Paterson

2011/12

2014/15 D. Herreen 2015/16 R. Paterson 2016/17 D. Herreen 2017/18 S. Thiele 2018/19 N. Goodall

1998 to 2004 Not awarded 2004/05 Ruediger Club Person ofM.the Year 2005/06 M. Ruediger 1987/88 T. Nicholls 2006/07 A. Sparks 1988/89 K. Herbst 2007/08 A. Sparks 1989/90 T. John 2008/09 A. Eime 1990/91 T. John 2009/10 A. Eime 1991/92 D. Wallbridge 2010/11 A. Eime 1992/93 L. McDonnell

1993/94 L. Scammell 1994/95 L. Scammell 1995/96 P. Dixon Club Person of the Year 1996/97 B. Smith 1997/98 P. Kowalenko 1987/88 T. Nicholls 1998/99 H. Kowalenko 1988/89 K. Herbst 1999/00 D. Callow 1989/90 T. John 2000/01 J-A. Brunnthaler 1990/91 T. John 2001/02 M. Rooke 1991/92 D. Wallbridge 2002/03 K. Somerville 1992/93 L. McDonnell 2003/04 C. Johnston 1993/94 L. Scammell 2004/05 G. Cook 1994/95 L. Scammell 2005/06 N. Goodall 1995/96 P. Dixon 2006/07 R. Ruediger 1996/97 B. Smith 2007/08 J. Sheahan 1997/98 P. Kowalenko 2008/09 R. Weekes 1998/99 H. Kowalenko A. Seaman 1999/00 D. Callow H. Kowalenko J-A. Brunnthaler 2000/01 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. Oâ&#x20AC;&#x2122;Connor 2006/07 R. Ruediger 2014/15 D. Wiffen 2007/08 J. Sheahan 2015/16 A. Seaman 2008/09 R. Weekes 2016/17 R. Clements A. Seaman 2017/19 Not awarded H. Kowalenko 2010/11 2011/12

B. Gare K. Obst R. Pryor

R. Paterson

Honorary Life Members

Trevor John

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Kaz Herbst

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Wayne Obst

Stuart Elshaw

David Gilbert

Story & Photos: Ron Wishart

Cuddlee Creek Run 16 Feb 2020 Remember the good old days when you could just jump in the car, go for a drive and catch up with friends for a relaxing drink and a hot meal. Well that is exactly what our members enjoyed on the Cuddlee Creek club run back in February. The run was well attended with about 14 cars. It was fairly short because it was ostensibly a breakfast run and departure time was 8.30 so by the time we got to the Cuddlee Creek Cafe it was brunch time.

Protection

The cafe was very popular that morning with cyclists, motorcyclists, and another car enthusiast groups all dropping in for a break which made the wait time for a meal or coffee up to an hour. Nobody seemed to mind too much though as there was plenty of chatter between members to pass the time until meals were served.

Protection

Jam - Mar 2020

Lamborghini V12 Vision How is this sweet concept car from Lamborghini? Named the “Lamborghini Lambo V12 Vision Gran Turismo” it’s certainly a mouthful, and with a 577kw V12 combined with a 25kw electric motor housed in the gearbox, should be quite a goer also. But before you lay your money down there are two very important things you need to know about this car. Firstly, 62

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it’s only a single seater, and secondly, it is a virtual car created by Lamborghini for the popular Gran Turismo game. So while driving a real live, fire breathing “Vision” won’t ever be possible, you will be able to drive the virtual version on your Playstation / X-Box very soon. At least that’s some consolation, and think how much you will save on insurance.