PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Vol 44 Number 3: July - Sept 2019
P urple P eo ple Ea ter S hoot A GM a nd M o to rspo rt U pdates 20 Yea rs o f T he Sensa tio na l P o rsche 9 11 G T3 Fu l l d e t a ils o f T he New - A ll Electric - P o rsche Taycan
www.pcsa.asn.au
OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 44 Number 3, July - Sept 2019
PORSCHE t r o p e R
contents
3 . E d i t o r i a l
36. Celebrating 20 years of The Porsche GT3
5 . P re s i d e n t ’s R e p o r t 4 0 . S e e i n g R e d 7 . T h e L o v e o f C l a s s i c C a r s
44. GT2 RS at The Bend
1 0 . P C S A A G M
47. SCCSA Championship Rd4
1 2 . P C S A C h a m p i o n s h i p R e s u l t s
48. Regularity at The Bend
1 4 . N e w P o r s c h e Ta y c a n L a u n c h
49. Fun For all Motorkhana
2 0 . Ta y c a n I n t e r i o r
52. Roy vs The Hill
2 1 . Ta y c a n P ro v e s I t s E n d u r a n c e
54. Carrera Cup at The Bend
2 2 . G T 3 R S P u r p l e P e o p l e E a t e r
56. Supercars at The Bend
2 8 . T h e L e g e n d a r y P o r s c h e G T 3 - 9 9 6
59. Foggy Dew Club Run
3 0 . T h e L e g e n d a r y P o r s c h e G T 3 - 9 9 7
60. Porsche Junction Function
3 2 . T h e L e g e n d a r y P o r s c h e G T 3 - 9 9 1
62. Role of Honour
our supporters A h r n s H a n d l i n g E q u i p m e n t
Page 58
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 5 8
Richmonds Classic and Sports Cars
Page 6
Cafasso Motor Body Repairs
R S R S p o r t s C a r s
Page 9
Page 8
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 4 6
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
Page 27
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
Page 9
W i n g u a r d P a i n t P ro t e c t i o n
N o r t h Te r r a c e Ty re s
Back cover
Page 27 Page 8
July - Sept 2019
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PORSCHE REPORT
editor’s report
At a recent committee meeting I had the pleasure of catching up with our newest committee members, and what a mixed bag they were. There are still plenty of us regulars hanging about but it is so refreshing to see such a strong interest from these guys wanting to be an integral part of growing and supporting our club. We have Johnny Frick who is quite and considered in his manner but also thoughtful and insightful in the contributions he makes. Johnny is also the owner of the magnificent GT3 RS which has been captured so superbly by Bob Taylor in this issue. So, a bit of Jekyll and Hyde with you Johnny. Then we have Lee Fulton who really loves Porsches and is the nicest guy around. Lee has had a love affair with Porsches forever and has been a member of the club for nearly as long. His passion for the marque and business acumen can only be a positive for our club. Mark Coupe has also come over to the dark side and is a great communicator and contributor at our meetings. Mark owns a lovely 928 which is doing its best to keep him broke and is in the process of getting a serious makeover (the makeover is for the car, not Mark, just to be clear). Watch this space, sounds like it’s going to be quite something. Then we have Peter Panopoulos. Those who know Peter know that he is not afraid to tell you what he thinks, and is a big ideas man. So it is no surprise that he has landed on the committee ready to change the world. But to Peter’s full credit, not only is he happy to put his ideas forward and have the discussion that goes with it, but he is also the first one to offer to roll up his sleeves and help get things done, and is already helping drive positive change. So to those of you reading this today, if you have an interest in helping drive the club forward, please seriously consider joining the committee at the next opportunity. Everybody has something to offer and with a fuller committee we can get more things done to keep this club great.
Christine Trimmer and those before her was exemplary and we need more of it. Now our friend Andy at Richmonds has put together a little piece for us on the types of cars that you might typically see in their showroom and even provided some enticing images of some of the exciting vehicles they had in stock at the time of writing his report. This got me to thinking, what does make a classic car, ummm classic. To my mind the single most important factor is scarcity. Now I hear you saying, but Phil, Datsun 120Y’s are scarce, do you consider them a classic. And I would say, yes, I do. In recent weeks I have seen a Datsun 1200 ute, a 120Y coupe, a Mitsubishi Galant and a Sigma. All in great condition and all quite rare. Now I am not suggesting these cars are going to make their owners rich, and in their day some of them were truly terrible, but I’m telling you, seeing a young teen cruising down the road in her blue 120Y with alloy wheels and sun visor certainly brought a smile to my face. And shouldn’t all classics do that for you? So when it comes to classic cars there is clearly a scale of desirability. Old family sedans at the bottom of the pile, with iconic racecars, famous movie cars and extremely limited edition specials getting most of the big money. Of course we all have our favourites. Mine is the evocative Lamborghini Countach. Apparently a beast of a car to drive (not in a good way) but those looks. When the Countach was first released it looked like it came from outer space and was a feature car in many movies back in its day. So if you have a classic that you have always had a soft spot for, no matter where it fits in the spectrum, hop onto the Richmonds website and have a look at what’s on offer. You just might find something in the catalogue that will scratch that itch for you, and even if you don’t, what a great way to spend your time. This issue is jam packed with feature stories from the world of Porsche as well as the usual club activities that keep us so entertained. We have coverage of social activities, the AGM, Motorsport and the brand new, fully electric, Porsche Taycan. We also have a great piece from Johnny Frick, covering his GT3 RS, which has been captured in all its glory by Bob Taylor. And if that’s not enough we also have a series of feature pieces on the 20th anniversary of the incredible Porsche 911 GT3, including an ‘in the know’ and exclusive history lesson from renown author, Adrian Streather. I hope you enjoy the efforts of all those who contributed to help make this magazine great.
There is one more very important thing I need to address before I change to another topic. There is way too much testosterone on this committee. We seriously need some of you ladies to join us to provide more balance to proceedings and provide representation for the female members of our club. The committee is very serious about this and anybody interested will certainly be made to feel most welcome. The work done by
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
OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Vol 44 Number 3: July - Sept 2019
PORSCHE Report
Pur pl e Peo pl e Eater Sho o t AGM and Mo to r s po r t Updates 20 Year s o f T he Sens ati o nal Po r s che 911 GT 3 Ful l detai l s o f T he N ew - Al l El ectr i c - Po r s che Tay can 48
www.pcsa.asn.au
Photo: Bob Taylor
Hi all. Sorry this issue is a little late. Work has been taking centre stage of late and everything is suffering, but mostly me. Good problem to have though hey.
“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701)
July - Sept 2019 3
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PORSCHE REPORT
president’s report Dear Porsche Club Members, I trust all of you have had a productive and satisfying 2019. It is amazing to think that yet another year has come and gone and we are already well underway with planning for 2020. Our AGM was held at the Sporting Car Club on September 27 and was well attended with catering from the Caledonian Hotel. As I mentioned in our last report Norm Goodall, Geoff Crowe and Christine Trimmer all stepped down from the committee and once again I would like to acknowledge the tremendous work each individual contributed to our club during their tenure on the committee. A club is reliant on members who are passionate and enthusiastic and are willing to dedicate their spare time to supporting and promoting the growth and wellbeing of the club, and in particular the promotion of the Porsche Marque and our retiring members certainly achieved that in their respective roles. Thank you again on behalf of all members of the Porsche Club of SA. I would like to welcome the new committee members who were nominated and have taken up a variety of roles already. Welcome to Peter Panopoulos, Johnny Fricke, Lee Fulton and Mark Coupe, who join the current committee members, James Law (VP/Membership), Darien Herreen (Secretary/Motorsport), Steve Thiele (Treasurer), Ron Wishart (Social), Phillip Kellett (Magazine Editor), Warren Edwards (Webmaster) and yours truly, CAMS, Historic Registration and President. I look forward to the new energy these members will bring to the committee and support the excellent effort the continuing members are already demonstrating with the events they successfully organize for their fellow members. I would like to acknowledge the club members who were Motorsport Awards recipients for the 2018/2019 season. Our Club Champion is Norm Goodall, Sprint Champion is Peter Panopoulos, Motorkhana Champion is Norm Goodall with the Hillclimb Champion being Rob Edwards. Congratulations to all the Champions for the season and we look forward to strong competition again next year. I travelled to Melbourne in early October to meet with all the other Porsche Club Presidents from around Australia. The event was hosted by Porsche Cars Australia and Porsche Germany. It was an opportunity to discuss the future direction of Porsche Clubs in Australia and to develop and foster the Porsche Family concept. There is a true feeling of being connected with the other clubs because we all have the same passion for the future growth of the Porsche Marque. At this point I would like to thank Porsche Cars Australia for the hospitality and support given to host the event. I am confident that I speak for all the other Presidents, when I say that the value of such a meeting and exchange of ideas and initiatives is paramount in developing a meaningful relationship with the community. I would also like to acknowledge the support we, here in South Australia get from Chris Windsor and the team at the Porsche Centre Adelaide. Our final social get together was held at the Sporting Car Club with Troy from the Bend giving a presentation on Bend memberships and opportunities. The committee will be looking for your feedback and input to determine whether you feel these evenings continue or you would prefer another format. Late October saw the final Supersprint for the year at Mallala Motorsport Park, with some special examples of the Porsche Marque on display and on the track, with Adam Wallis
club committee showcasing the 2019 Porsche GT2 RS Clubsport and Keir Wilson in the 2004 996 RSR. The results are available on the website and we had a good turn out with twenty eight competitors. The pleasing aspect of the event was the relaxed atmosphere and the cooperation and assistance from everybody involved. Special mention goes to Darien Herreen whose exceptional organisational skills made the day a really successful event for competitors and officials, especially, considering it was his first as Secretary of the event. Congratulations Darien a fantastic effort. Thanks go to all the others who assisted and helped out on the day and with the new initiative of people being able to volunteer as flag marshals for a half day meant we were able to have plenty of people to assist either side of lunch. Thanks again to all those who volunteered and assisted on the day.
Vic Moore President president@pcsa.asn.au
James Law Vice President & Membership 0416 044 051 vicepresident@pcsa.asn.au
Darien Herreen Secretary & Motorsport secretary@pcsa.asn.au
The Black Tie dinner held at the Glenelg Golf Club on Friday November the first was a great success and credit must go to Joy O’Connor and Ray Pryor for the exceptional effort and attention to detail which made the evening so enjoyable and such a success. Thank you Joy and Ray on behalf of those who enjoyed the evening and the atmosphere you created. Club members are extremely lucky that we have a creative and supportive group of people who go out of their way to ensure that any event they organise for you is exceptional and memorable.
Steve Thiele Treasurer 0412 195 634 treasurer@pcsa.asn.au
Two other social events which you as members will have had the opportunity to be a part of in the latter part of the year are the Go-Kart and dinner evening at Gepps Cross, with the dinner at the Coopers Ale House and the Christmas Party at the Ashton Oval, Ashton. As President of the Club, I am blessed to have an exceptionally supportive committee and people like Joy O’Connor, Ray Pryor, and Helen Kowalenko who come on board to organise special events year after year and often do not get the acknowledgement they deserve. Many of you also enjoy a variety of social events throughout the year, and this is work Ron Wishart does so well. Thank you all for your support and hard work.
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
The final event of the year will see eighteen of our club members compete in this year’s Adelaide Tarmac Rally, with much of that organization being done by James Law. I would like to thank Chris Windsor and the team at The Porsche Centre Adelaide again for their generous support given with the use of the premise for Driver briefing, scrutineering and documentation, complimented with food and beverages and generous gift packs for all, including the officials, well done to Chris and the Team.
Warren Edwards Website/Facebook webmaster@pcsa.asn.au
As this is the last Porsche report for 2019, I need to mention the exciting event planned for Easter 2020. Darien Herreen has been extremely busy and has put in a huge effort to put together an event which we are confident will become an annual Porsche Clubs of Australia event at the Bend. Good Friday and Easter Saturday will see in excess of sixty Porsche Cars from all states compete for two days on the International circuit at the Bend. Even if you are not a competitor we are looking at organising social events to compliment the motorsport component. Watch this space for further details.
Peter Brunnthaler Historic Register/ Licencing 0410 614 911 historic@pcsa.asn.au
Peter Kowalenko Historic Register/ Licencing 0429 390 911 historic@pcsa.asn.au
Finally, on behalf of your dedicated and hard working committee, we hope you have a Merry Christmas and a Happy New Year and look forward to an exciting and eventful 2020
general committee
Kind Regards
Mark Coupe
Vic Moore President of the Porsche Club of SA
Johnny Fricke Lee Fulton Peter Panopoulos
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PORSCHE REPORT
Story: Andy Morgan Photos: Richmonds
The Love of Classic Cars
Porsche 911 red coupe
Richmonds was the dream of several people who came together, firstly as Classic and Prestige in a fairly humble way in a rented warehouse in Keswick, and has now blossomed into the current Richmond’s business, a slightly larger warehouse we now call the showroom at 265 Richmond Road. It is our collective passion for classic cars but more particularly, our passion for car’s of interest, cars which have a story to tell. They maybe classic, some may even be pre war or vintage, but most are reasonably modern, but every one we deal with needs to have an interesting background.
interesting owners either present or past, come from various countries, be LHD, or just pretty to look at. There are so many reasons to attract our passion, but more importantly, attract the attention or passion of our customers.We spend considerable time taking every single car and making it look as special as it can be. The hope is someone will see an example which ticks one or more of their boxes and allows them to relive a memory or a long held desire to own it.
They can be very rare and quite expensive, less expensive but low mileage, have
Whilst I write this for the Porsche Magazine, I must say our most popular breed is Porsche, having owned 911’s and worked at Chateau Moteur, it makes sense. However, we love all breeds and try very hard to make our business reflect our true love of cars.
Ferrari 365gtb4 daytona
Aston martin v8 vantage silver 4-7
Porsche Techart street R
Good quality classic or rare cars are a sound investment, not just in money terms, but an investment in one of life’s pleasures, the joy of seeing something in your garage that you have always wanted and something you cant wait to drive again when time permits. So treat yourself to a visit to Richmonds, there is a world beyond Porsche, but there is also a wealth of Porsche models to choose from and if your garage isn’t big enough for another, we can offer you the space at a price. I wish you safe driving and a continued interest in cars, here are some pictures to tempt you.
Ford mustang fastback gold
Mercedes AMG C63 Black
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PORSCHE REPORT
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Story & Photos: Phil Kellett
PCSA AGM 29th September
This year’s Annual General Meeting was held at The Sporting Car Club venue, which served us well. There was a mix of old and new faces in attendance and it was pleasing to see those that came out to support the club at this important event. The Porsche Centre supplied us with a brand new 911 which looked a treat as a backdrop up on stage, and there was no shortage of volunteers to take the car back for them at the end of the night. After some nibbles to get us in the mood Vic Moore did a great job of summarising the club’s activities, challenges and future plans. Steve Thiele covered off financials, and then the members present voted in the new committee, which this year is as strong as we have seen it in some time. It is very encouraging to see so many active members wanting to play a role in the club’s future and bodes well for the future health of our club. 10
PORSCHE REPORT
PCSA 2019/20 Elected Committee Members President / CAMS Vic Moore Vice President / Membership James Law Treasurer Steve Thiele Secretary / Motorsport Darien Herreen Social Ron Wishart Webmaster Warren Edwards Magazine Editor Phillip Kellett General Committee Johnny Frick General Committee Lee Fulton General Committee Peter Panopoulos General Committee Mark Coupe Historic Registrars Peter Kowalenko Vic Moore Peter Brunnthaler
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Story & Photos: Phil Kellett
PCSA AGM 29th September
While the results from this years Motorsport Championship included many familiar names, it was also most encouraging to see a few new names coming to the fore. Some competitors clearly deciding to focus on a given category, and excelling in the process, while the overall championship results favoured those who went the course and competed successfully in all categories. It seemed appropriate that Norm Goodall should take out top honours as 2018/19 Drivers Champion after all the years he has tirelessly (or maybe tiredly) ran and supported our competition events over a long period of time. Great effort all round Norm. Of course we should celebrate all the award winners from this year’s competition so please find a complete listing below.
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PORSCHE REPORT
PCSA 2018/19 Motorsport Championship winners Drivers Championship 1. 2. 3.
Norm Goodall Roger Paterson Steve Thiele
Sprint 1. 2. 3.
Motorkhana
Hillclimb
1. 2. 3.
1. 2. 3.
Justin Coote Norm Goodall Steve Thiele
Peter Panopoulos Peter Mayer Norm Goodall
Rob Edwards Steve Hevera Roger Paterson
Winners are grinners
Justin Coote Motorkhana Champion
Norm Goodall Drivers Champion
Peter Panopoulos Sprint Champion
Rob Edwards Hillclimb Champion
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Story & Photos: Porsche AG
New Porsche Taycan Launch Porsche presented its first fully-electric sports car to the public recently with a spectacular world premiere held simultaneously on three continents. The four-door sports saloon is a unique package, offering typical Porsche performance and connectivity with everyday usability. At the same time, highly advanced production methods and the features of the Taycan are setting new standards in the fields of sustainability and digitalisation. “We promised a true Porsche for the age of electromobility – a fascinating sports car that not only excites in terms of its technology and driving dynamics, but also sparks a passion in people all over the world, just like its legendary predecessors have done. Now we are delivering on this promise,” emphasises Michael Steiner, Member of the Executive Board of Porsche AG – Research and Development.
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PORSCHE REPORT
The first models launched were the Taycan Turbo S and Taycan Turbo. They are at the cutting edge of Porsche E-Performance and are among the most powerful production models that the sports car manufacturer currently has in its product range. Less powerful variants of these all-wheel drive vehicles will follow. The flagship Turbo S version of the Taycan can generate up to 560 kW overboost power in combination with Launch Control, and the Taycan Turbo up to 500 kW. The Taycan Turbo S accelerates from zero to 100 km/h in 2.8 seconds, while the Taycan Turbo completes this sprint in 3.2 seconds. The Turbo S has a range of up to 412 kilometres, and the Turbo a range of up to 450 kilometres. The top speed of both all-wheel-drive models is 260 km/h. The Taycan is the first production vehicle with a system voltage of 800 volts instead
of the usual 400 volts for electric cars. This is a particular advantage for Taycan drivers on the road: in just over five minutes, the battery can be recharged using direct current (DC) from the highpower charging network for a range of up to 100 kilometres. The charging time for five to 80 percent SoC (state of charge) is 22.5 minutes for charging under ideal conditions, and the maximum charging power (peak) is 270 kW. The overall capacity of the Performance Battery Plus is 93.4 kWh. Taycan drivers can comfortably charge their cars with up to eleven kW of alternating current (AC) at home. With its clean, puristic design, the Taycan signals the beginning of a new era. At the same time, it retains the unmistakable Porsche design DNA. From the front it looks particularly wide and flat with highly contoured wings. The silhouette is shaped
by the sporty roofline sloping downward to the rear. The highly sculpted side sections are also characteristic. The sleek cabin, the drawn-in rear C-pillar and the pronounced shoulders of the wings result in a sharply emphasised rear, typical of the brand. There are also innovative elements such as the glass-effect Porsche logo, which has been integrated into the light bar at the rear. With a Cd value from 0.22, the aerodynamically optimised basic shape makes a significant contribution to low energy consumption and thus long range. With the Taycan, Porsche offers an entirely
leather-free interior for the first time. Interiors made from innovative recycled materials underscore the sustainable concept of the electric sports car. “Foot garages” – recesses in the battery in the rear footwell – ensure sitting comfort in the rear and allow the low vehicle height typical of sports cars. Two luggage compartments are available: the front compartment has a capacity of 81 litres and the rear 366 litres. The Taycan Turbo S and Taycan Turbo have two exceptionally efficient electric machines, one on the front axle and one
on the rear axle, thus making the cars all-wheel drive. Both the range and the continuous power of the drive benefit from the high efficiency of the permanently excited synchronous machines. The electric machine, transmission and pulsecontrolled inverter are each combined into a compact drive module. The modules have the highest power density (kW per litre of package space) of all electric powertrains on the market today. A special feature of the electric motors is the “hairpin” winding of the stator coils. This technology makes it possible to
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PORSCHE REPORT
Story & Photos: Porsche AG
incorporate more copper in the stator, increasing power output and torque while maintaining the same component volume. The two-speed transmission installed on the rear axle is an innovation developed by Porsche. First gear gives the Taycan even more acceleration from a standing start, while second gear with a long gear ratio ensures high efficiency and equally high power reserves. This also applies at very high speeds. Porsche uses a centrally networked control system for the Taycan chassis. The inte-grated Porsche 4D Chassis Control analyses and synchronises all chassis systems in real time. The innovative chassis systems include adaptive air suspension with three-chamber technology including PASM (Porsche Active Suspension Management) electronic damper control, as well as the Porsche Dynamic Chassis Control Sport (PDCC Sport) electromechanical roll stabilisation system including Porsche Torque Vectoring Plus (PTV Plus). The all-wheel drive control with two electric motors and the recuperation system are unique. At up to 265 kW, the potential recuperation power is significantly higher than that of competitors. Driving tests have shown that approximately 90 percent of everyday braking is performed by the electric machines alone – without the hydraulic wheel brakes being activated.
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Story & Photos: Porsche AG
Taycan Proves its Endurance In 24 hours a pre-production Taycan covered a distance of exactly 3,425 kilometres right before the world premiere on September 4 as part of a test at the Nardò high-speed track in Italy.This roughly corresponds to the distance from Nardò to Trondheim in Norway.
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PORSCHE REPORT
In sizzling temperatures at the southern Italian test track, the speed was between 195 and 215 km/h. With peak temperatures of 42 degrees Celsius and a track temperature of up to 54 degrees Celsius, the Taycan proved its longdistance qualities. The test was carried
out without interruptions, as the prototype Taycan merely had to pause for quick charging stops and driver changes. The Taycan is the first fully electric production vehicle with a system voltage of 800 volts. This technology helped
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the 919 Hybrid win the 24 Hours of Le Mans three times in a row and is now making the leap into series production.The 800-volt technology enables consistently high performance, reduces the charging time and decreases the weight and the packaging space of the cabling. The new Porsche Taycan not only proves endurance. Its electric powertrain is designed in such a way that it can unleash its full power even after accelerating several times at short intervals. At the end of July a pre-series vehicle accelerated from 0 to 200 km/h no less than 26 successive times at an airfield. The average acceleration figure from the timed runs was under 10 seconds. The difference between the fastest and slowest acceleration run was 0.8 seconds.
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PORSCHE REPORT
Story & Photos: Porsche AG
Taycan Interior Porsche is entering a new era with the new Taycan and the brand’s first all-electric sports car is setting standards in interior design. The original 911’s cleanly styled dashboard from 1963 was the inspiration. The stated goal was to bring it into the present day. The cockpit signals the start of a new era with its clear structure and a completely new construction. It is clearly driver-focused. The instrument panel has a clean, minimalist and ultramodern design, and operating the controls is quick and free from distractions. The free-standing, curved instrument cluster forms the highest point on the dashboard. It is clearly focused towards the driver and ensures that everything that’s needed for driving is in view. The innovative instrument cluster consists of a curved 16.8-inch screen with the rounded look that’s typical of Porsche. A
cowl has been omitted, which ensures a slim and modern appearance in the style of high-quality smartphones and tablets. Real glass and a vapour-deposited, polarising filter give anti-reflective properties. Drivers can choose between four display modes for the instrument cluster: • Classic mode (power meter) evokes the rounded instruments typical of Porsche. This display delivers information that’s clearly arranged information, allowing for fast readability. A power meter replaces the rev counter in the middle instrument. • Map mode replaces the central power meter with a map layout. • Full Map mode intentionally omits the round instruments in favour of a navigation map displayed across the full display. • The Pure mode displays only essential
driving information such as speed, traffic signs and navigation using a minimalist arrow. The steering wheel has a light appearance, with two models to choose from. In addition to the basic version, which can be customised with coloured inserts as part of the accent package, Porsche also offers a GT sports steering wheel option. It has a distinctive design with visible screw heads and features a typical Porsche round mode switch which can be used to select the various driving modes. All user interfaces have been completely re-designed for the Taycan. The number of traditional hardware controls, such as switches and buttons, have been greatly reduced. Instead, control is intelligent and intuitive – via touch operation or a voice control function that responds to the command “Hey Porsche”.
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GT3 RS Purple People Eater Story: Johnny Fricke Photos: Bob Taylor – Facebook: Bob Taylor (4) My first Porsche was only five years ago. I bought a second hand 911 Carerra S 997 Series 2. It has been a great car. I then bought a Macan GTS as well a couple of years ago as a family wagon. It is also a great car. I have been doing track sessions plus hill drives for enjoyment. After having a lot of fun in the Carerra S, I decided to upgrade to a more track focused car. I initially tossed around the idea of a secondhand cup car but decided not to go down that path for a number of reasons. I wanted a car I could drive hard at the track but also go for leisurely drives. It was not to be an everyday driver so I decided to look at GT3 and GT3RS cars. Not being able to get on the waiting list for a new car I started looking on line daily until I found a car which met my specs. Violet (Named because of her Ultraviolet colour) had one owner in Queensland who 22
PORSCHE REPORT
drove her very sparingly so she only had travelled 4,500km in two years. After a couple of discussions with the company doing the sale I agreed to a price subject to me flying up and having a look at her. Once I set eyes on her I was all in. Such a cool colour and excellent specs. Porsche Composite Carbon Brakes (PCCB) an upgraded interior and clear rear lenses she looks pretty special. I arranged for her to be transported on a covered carrier from Brisbane and then handed her to Tim Alison at Winguard to completely wrap her in clear wrap to protect her flawless features. Some new decals were added to make her look a bit more racy. Her second prize in the Porsche beauty contest is evidence that the treatment worked. Violet’s stereo was the standard RS Stereo which is not great so the guys at GT Autosound put together an amazing package. They kept the original Porsche
head unit and replaced all speakers with high end ones driven by a great programmable amp. The improvement is amazing. They also fitted a module to give me a new interface and a rearview camera which is mighty handy when trying to see past that wing when reversing. After robust discussion with fellow Porsche owners I upgraded the brake fluid to RT700 Brake fluid and she was ready for the track. I have now done several track sessions as well as drives in the hills and even take her out just to go shopping. This is definitely the car that you can drive to the track, drive on the track as fast as you are brave enough to, then drive home from the track, wash it and its ready to go again. I have not seen another Marque apart from Porsche that does this so well.
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PORSCHE REPORT
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PORSCHE REPORT
Protection
Protection
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Story: Adrian Streather Photos: Porsche AG Archive
The Legendary Porsche GT3 - 996
996.1 GT3
The 911 (996) GT3 project started in 1996. The first prototype was converted from a prototype 996 Carrera 4. The only initial major internal modification required was to cut out and move the rear bulkhead forward to accommodate the new parts bin engine. It was also fitted with many external aerodynamic improvements and a fixed rear wing. Suspension and chassis geometry for the GT3 drew heavily on the experiences with the 964 Carrera 3.8 RS & RSR, plus some new ideas from the PAG engineering department, while a standard 3-channel ABS 5.3 system (993 series) was also fitted. The 90-litre fuel tank from the 964 Carrera RS was installed in the luggage compartment and it had no spare wheel. The prototype 996 GT3 engine was created by assembling a mixture of existing engine parts. The bottom end came from the Porsche 964 series, engine types M64/01 and M64/50. The middle and top end came from the Porsche 959 engine. An aluminium water jacket from the GT1/96 was squeezed between the heads and the crankcase to provide full water-cooling for the prototype’s cylinders. However, the cobbled together parts including the 959’s intermediate shaft proved to be an unreliable package and some serious modifications and machining were required to make everything work together. The end result was a brand-new engine type with only the 964 crankcase engine castings (eventually ended up being cast in Spain), engine bearings, flywheel and clutch giving away anything about its origins.
996.2 GT3 interior
996.2 GT 3 instruments
For the GT3 the dry sump oil tank was relocated from the right rear wheel well as installed in previous air-cooled series and was attached directly to the engine. This is why the bulkhead had to be moved forward. An oil-to-coolant heat exchanger was also attached. Total oil quantity was increased to 12.5 litres. Engine management was provided by a Motronic DME with 5.2.2 software with competition mapping. The internal digital controller network (CAN) and secondary air injection were not installed. The 996 GT3’s 6-speed manual transmission was derived from the 993 GT2’s type G50.54 transmission and given type number 28
PORSCHE REPORT
996.1 GT3 rear
Original 996 GT3 prototype at the factory in 1999
996 GT3 RS RoW
996 GT3 R at Le Mans 24 hr - 2004
3.6 litre 996 GT3 engine at assembly
G96.90. During the prototype stage the G96.90 retained the 993’s push rod gear shifting mechanism, but this was later changed to the 996’s cable shift mechanism to save weight. Japanese GT3 customers received their own version of this transmission with different ratios under type number G96.63. Both the G96.90 and G96.63 transmissions were fitted with a GKN 40/65% limited slip differential.
travel is shortened and an asymmetric limited slip differential with 40% acceleration and 60% lock up added to the transaxle. Most of the chassis and suspension components for the new GT3 were taken from the 996 GT2 and adapted to suit. A new ABS 5.7 4-channel system providing 4-wheel independent control is installed. Red painted 6-piston monobloc callipers are installed on the front with 330mm (13in) by 34mm (1.34in) discs (rotors) and Pagid P90 brake pads. The rear brakes remain the same as the original GT3 but come with Pagid P90-2 brake pads. The first-generation carbon brake system (PCCB) with yellow painted brake callipers on the front, and rear was offered as an option. However, those who did take this option quickly converted back to steel brakes. PCCB brake discs (rotors) were easily damaged and very expensive to replace. On track wear was not very good either.
The purpose of the 996 GT3, it was hoped, was to restore racing honour to the 911 after the reign of the 993 racing models was ended. The homologated road legal version of the GT3 first appeared in model year 2000 for the RoW market only. The new 265kW (360hp) 996 GT3 with its new fully water-cooled type M96.76 dry sump engine heralded a new age for Porsche 911 enthusiasts who wanted a racing car for some weekends and a touring car for others. There was a 996 GT3 Clubsport (CS) version which included at purchase a bolted-in integrated roll cage, driver’s side only racing seat, fire extinguisher system and a battery cut-off switch. It was not road friendly. In model year 2004 a new version of the 996 GT3 was launched and sold to the US market. The major differences between the old and the new are: An updated engine type M96.79 with reduced mass in the crank and valve mechanism, Motronic DME 7.8 engine management and diagnostic software boosting power output at the flywheel to 289kW (381hp). Gear-dependant governed speed in 1st to 4th gears increased to 8200rpm and 5th and 6th gear to 8000rpm. VariocamPlus with spur gear-driven intermediate shaft. Longer connecting rods made from Titanium. Piston weight reduced by 10%. Specially adapted hot film mass air flow sensor. Secondary air injection system installed. The fuel tank from the 996 GT2 was fitted for the LHD GT3s except for the US market, which was used the model year 2003 996 Carrera fuel tank. RHD models of the new GT3 were fitted with a model year 2002 996 Carrera 4 fuel tank. Type G96.96 6-speed manual transmission based on the 996 GT2 G96.88 transmission with an oil-to-coolant heat exchanger is installed. The gear shift
In model year 2004 a 996 GT3 RS variant was offered in limited numbers into the RoW market only. The 996 GT3 and GT3 RS models differed in many areas including: Installation of a new engine type M96.80. Special sparkplugs with a M12 x 1.25 thread and two earth electrodes were fitted. The single mass flywheel and G96.80 transmission was retained.Front and rear wheel carriers were modified. The front spring strut was made stiffer (45N/mm) and the ride height adjustment perch was lowered to allow for more adjustment and/or wheel load (corner balancing). The new carbon fibre luggage compartment lid was painted on the outside and left raw carbon on the underside. The Porsche emblem was made from plastic film and glued to the luggage compartment lid. The rear window was made from plastic (polycarbonate) and rear-view mirrors were finished in carbon-look. A larger carbon fibre rear wing was installed on the engine lid and the side air bags removed. The 996 GT3 RS only came in one colour, Carrara white with optional red or blue GT3 RS stickers. Wheel centres were painted red or blue respectively. On the road and track the 996 GT3 and its variants were a huge success, but all good things must come to an end and the 996 GT3 was replaced by the new 997 GT3.
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997.2 GT3 wing
The Legendary Porsche GT3 - 997 Story: Adrian Streather Photos: Porsche AG Archive The first generation 997 GT3 offered an upgrade but essentially was more of the same. The basic 997 GT3 chassis was derived from a mix of models. It had the front end (body-in-white section) of the 997 Carrera 4 Coupé married to the centre and rear end (body-in-white sections) of the 997 Carrera Coupé. This chassis assembly was wider than its predecessor. The 997 GT3’s engine type M97.76 was essentially the same as the previous M96.79 GT3 engine. It used a double mass flywheel, but its power output was boosted to 305kW (415hp) with a maximum torque of 405Nm (299lb-ft) at 8400rpm. A new Japanese manufactured (AISIN) type G97.90 6-speed manual transmission with a 15% reduction in shift throw was installed with a single plate clutch and hydraulic clutch actuation with a cable 30
PORSCHE REPORT
shifting mechanism. It was fitted with an oil-to-coolant heat exchanger and 28% traction 40% overrun plate-type limited slip differential (LSD). Porsche active suspension management was installed as standard and the car carried 19in 5-bolt GT3 wheels with a GT3 logo. A lower offset provideda 34mm wider rear track while the new front apron design had additional air outlet openings in the central radiator in front of the luggage compartment lid and the aluminium doors displayed bow-type handles. This version had an aluminium luggage compartment lid, H7 halogen headlights and a fuel capacity of 90 litres for LHD RoW variants but only 67 litres for US market and RHD variants. A new range of exterior colours with a reduced scope of interior colours was also offered. Shortly after the first generation 997 GT3
went into production it was joined by its slightly wider and heavier stablemate the GT3 RS. The RS never outsold the GT3, but it was still sold in quite large numbers. So, what did the buyer receive when spending quite a bit more money when purchasing a first generation 997 GT3 RS as compared to a standard GT3? Same type M97.76 engine. Same type G97.90 6-speed manual transmission and so on. So, what’s different? The 997 GT3 RS chassis was derived from the complete 997 Carrera 4 model chassis which made the GT3 RS 44mm (1.73in) wider. A singlemass flywheel replaced the double-mass version saving 20kg (44lbs) and the rear window was made of thinner glass, while side windows were covered with a water repellent coating. It carried a carbon fibre rear wing and modified front lip spoiler. The Clubsport package was standard
997 GT3 RS 4.0
which included: Door sills with RS logo, door storage bins deleted. It offered very limited exterior colour combinations,while the interior was only available in black. In model year 2010 the second generation 997 GT3 models made their appearance. The new 997 GT3 was derived from the marriage of the 2nd generation 997 Carrera 4 CoupĂŠ front chassis section and the 2nd generation 997 Carrera CoupĂŠ centre and rear sections. The 997 GT3 RS was derived entirely from the 2nd generation 997 Carrera 4 chassis. Other major changes from the previous models included: New type 3.8 litre M97.77 normally aspirated engine delivering 320kW (435hp) at 7600rpm with maximum torque of 430Nm (317lb-ft) at 6250rpm. There was a new type 3.8 litre M97.77R normally aspirated engine installed in the GT3 RS delivering 331kW (450hp) at 7600rpm with maximum torque of 430Nm (317lb-ft) at 6250rpm. Dynamic engine mounts were optional for the GT3 and standard for GT3 RS. A new type G97.92 6-speed manual transmission was installed in the GT3 RS only while the GT3 retained the type G97.90 transmission.
Front brake disc (rotor) diameter increased to 380mm while the rear remained at 350mm. Brake discs (rotors) were a new composite design manufactured from grey cast iron with centre sections manufactured from lightweight aluminium. Additional brake air ducts for the rear brakes were added and new 1-piece 19in GT3 centre lock wheels were fitted. Porsche stability management (PSM) was installed for the first time in a GT3 model. You could also have the optional lifting front axle system. There was an additional air outlet in front of the luggage compartment lid and a new contour rear wing with 3.8 logo. Weight was reduced by 24kg. In model year 2011 another GT3 model was added to the mix, the GT3 RS 4.0 litre, which had very little in common with its GT3 predecessors as it was a homologation model of the 997 GT3 RSR racing model. The GT3 RS 4.0 litre chassis was primarily derived from the 997 GT2 RS but included chassis and bodyshell parts from a number of different models. The type M97.74 4.0 litre engine fitted to the new 997 GT3 RS was based
on the previous M97.77S, but had the crankshaft from the RSR racing engine installed, which increased the stroke to 80.4mm. Engine power was boosted to 368kW (500hp) at 8250 with toque of 460Nm (339 lb-ft) at 5750rpm. The type M97.74 engine was coupled to the type G97.92 manual 6-speed rear wheel drive transmission only. The GT3 RS 4.0 litre was lighter than the GT3 RS and included a carbon fibre luggage compartment lid, fenders and seats. Lightweight carpet was also fitted. Total weight of the GT3 RS 4.0 litre was 1360kg. Only the RoW market versions had the lightweight polycarbonate quarter and rear windows and the integrated roll cage installed, and in a first for Porsche, air-conditioning and radio remain installed as standard.The GT3 RS 4.0 litre was only available in 2 exterior colours: Black or white. The last 997 GT3 RS rolled off the production line in model year 2012 and there ends for most Porsche purists the story of the GT3 because what comes next was something completely new, which deserves its own story to be written. However, a brief summary of the new 991 series GT3 model range is appropriate.
997.1 GT3 engine bay
997 GT3 on track
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Story: Adrian Streather Photos: Porsche AG Archive
The Legendary Porsche GT3 - 991 The 991 GT3 appeared in most markets in model year 2014. It was built on a completely new platform and for the first time was actually its own platform rather than being created using another model’s unified body and chassis assembly (unibody), but it was a shock all the same. The new GT3 was offered without a dry-sump engine and without a manual transmission. The new basic GT3 was fitted with a 3.8-litre direct fuel injection (DFI) engine with integrated dry sump tank (as first introduced with the original 996
991.2 GT3 4.0 PORSCHE REPORT 32
3.4-litre engine) coupled to a 7-speed PDK transmission. The GT3 RS was fitted with a 4.0-litre DFI engine also with an internal oil tank coupled to the same PDK transmission. Don’t go looking for a clutch pedal in these cars. For the first 785 991 GT3 purchasers the experience was very unlike what they expected. A series of engine fires and burnt out cars around the world led to the first modern mandatory factory recall. The survivors were all fitted with a new 3.8-litre engine under warranty. However, the new
redesigned 3.8-litre engine also has some reliability issues. The 4.0-litre DFI engines fitted to the 991 GT3 RS, 911R along with the 2nd generation Speedster (based on the GT3 platform) and GT3 Touring models are not affected. It should be noted that the new 991 GT3 Cup car and 991 RSR (based on the GT3 RS) racing car introduced in racing season 2013 use dry-sump engines. The 911 RSR racing car introduced in racing season 2016 is a new stand-alone mid-engine design.
991.2 GT3 interior
991 GTR R in action
991.2 GT3 RS
991.1 GT3
991.1 GT3 rear
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PORSCHE REPORT
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Celebrating 20 Years of The Porsche 911 GT3 Story & Photos: Porsche AG The unveiling of the first Porsche 911 GT3 in March 1999 at the Geneva Motor Show signalled the start of a new era for discerning sports car drivers. Like no other Porsche 911, the GT3 embodies the hallmarks of Porsche Motorsport. Developed by two-time World Rally Champion Walter Röhrl, race engineer Roland Kussmaul and the Porsche Motorsport specialists from Weissach, the Porsche 911 GT3 brought race track agility to the road. Since then, this roadgoing athlete has become even faster, more precise and more dynamic with every generation — and with a naturally aspirated engine, manual transmission and rear-wheel drive, it remains the most popular Porsche 911 among purists up to the present day. The race versions of the Porsche 911 GT3 have written motorsport history. In addition to countless class wins, the GT3 achieved numerous overall victories in the major endurance races, including the 24 Hours
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PORSCHE REPORT
of Spa, the 24 Hours of Daytona and the 24 Hours Nürburgring, which it won seven times starting with the year 2000. It is part of the recipe for success of the Porsche 911 GT3 that the experience and innovations from motorsport are always incorporated into the development of the next road version. It is no wonder that around 80 per cent of all 911 GT3 ever produced are regularly driven on the race track. Shortly before the start of the new century and featuring advanced racing technology, the Porsche 911 GT3 continued the tradition that had started in the 1970s with the legendary Porsche 911 Carrera RS 2.7. For the first time, the model was not given the designation “RS” for Race Sport, but the name GT3 — a reference to the GT class in which the motorsport versions of the model were to compete. The watercooled 3.6-litre six-cylinder boxer engine of the new sports car delivered 265 kW (360 PS). Therefore it was hardly a surprise that
the Porsche 911 GT3 had already earned its first laurels even before its debut in Geneva: with Walter Röhrl at the wheel, it completed the 20.8 kilometre Nürburgring Nordschleife in less than eight minutes — and in so doing set a new benchmark for road-going sports cars. Such exceptional performance was made possible not just by the race-proven boxer engine, but also thanks to a precisely tuned overall package: the chassis was lowered by around 30 millimetres and the brakes uprated. The six-speed manual transmission originated from the Porsche 911 GT2. The gearbox ratios, axle geometry, anti-roll bars and springs could be adapted depending on the circuit conditions. Lightweight construction came before comfort. A distinctive sign of its motorsport origins was the fixed rear wing of the 911 GT3. As an option, customers were able to order their 911 GT3 as a Clubsport variant, which also included a bolt-in roll cage.
The first Porsche 911 GT3 vehicles rolled off the production line in Weissach in May 1999. As a homologation basis for motorsport, the new model also provided the foundation for the successful 911 GT3 Cup and the higher-positioned race versions — the 911 GT3 R and GT3 RSR, which achieved brilliant results in onemake and GT racing in the coming years.
Porsche Active Suspension Management (PASM). In 2009, the engineers increased the displacement of the six-cylinder boxer engine to 3.8-litres and the power to 320 kW (435 PS). The all new rear wing and full underbody panelling produced such a substantial increase in downforce that this was more than doubled in comparison to its predecessor.
After the great success of the first 911 GT3, Porsche presented a new evolution stage of the road-going sports car with racing genes every three to four years. In 2003, the power of the boxer engine increased to 280 kW (381 PS) thanks to the use of the VarioCam continuously variable camshaft control system. The GT3 could also now be ordered with the ultra-high-performance Porsche Ceramic Composite Brake (PCCB) system. The next increase in power, to 305 kW (415 PS), followed three years later. For the first time, the Porsche 911 GT3 featured an active suspension with the sporty
On the 50th birthday of the Porsche 911 in 2013, the fifth generation of the 911 GT3 celebrated its world premiere at the Geneva Motor Show. The engine, transmission, body and chassis were completely new. The drivetrain consisted of a 3.8-litre naturally aspirated engine with 350 kW (475 PS), mated for the first time to a Porsche Doppelkupplung (PDK) dual-clutch transmission. Also for the first time, this was complemented by active rear axle steering. By way of introduction, the new 911 GT3 completed the Nürburgring Nordschleife in just 7:25 minutes —more than half a minute faster
than the first 911 GT3 on its record lap in 1999. The latest version of the 911 GT3 was launched in 2017. The focus of development had been on the six-cylinder boxer engine: its displacement increased to 4.0 litres and the power output was 368 kW (500 PS). Porsche also had two treats for purists: on the one hand, a manual six-speed transmission was now available as an alternative to the PDK. On the other, the 911 GT3 could be ordered with a discreet Touring Package, in which the fixed rear wing was replaced by an automatically extending spoiler — pure understatement. And so things come full circle: the designation “Touring Package” was a reference to the more restrained version of the legendary Porsche 911 Carrera RS 2.7 from the 1970s.
996.1 GT3 and 991.2 GT3
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991.2 GT3 and 997.2 GT3
911 GT3 Supercup at Geneva 1999
911 GT3 at Geneva 1999 PORSCHE REPORT 38
911 GT3 at 24 hrs Nuerburgring 2006
911 GT3 all generations
991.2 GT3 and 996.1 GT3
997.2 GT3 and 991.2 GT3
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Photos: Bob Taylor Ray Clements& Warren Edwards
Seeing Red Now there can be no denying Steve Thiele has a thing for Porsches. He has owned them for years and has been a valuable member of our Committee for ages also. But his car of choice for some years now has been red Porsche 911’s. And these cars have always been put into service both on the road and on the track, proving Porsches claim that a Porsche can be driven to the racetrack, do a days racing, and be driven back home again. All in a days work. And here are some pictures to prove it.
Calm before the storm PORSCHE REPORT 40
2018 The Bend
2018 Motorkhana
Opposite Lock
2013 Collingrove
2013 Mallala
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42
PORSCHE REPORT
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GT2 RS at The Bend Story & Photos: Porsche AG
They came from all over Australia, driving or trucking their near-new 911s to the spectacular Australian circuit known simply as “The Bend”. These weren’t just any owners, nor just any 911s. These were the select few who have secured examples of the ultimate road-going 911, the latest GT2 RS. When Porsche Cars Australia decided to host a gathering, 43 cars and their owners (in many cases couples) made it to the track complex at Tailem Bend, South Australia, in late August. Months in the planning, it was a day in which Porsche turned it all on, organising logistics and providing accommodation and lavish hospitality at the Rydges Pit Lane Hotel. There was also generous track time with world class instructors on hand, and even detailing services to make sure the cars looked their best. With a total length of 7.77 kilometres, when the East and West circuits are combined to create the “GT Circuit”, The Bend is the second longest permanent racetrack in the world, behind only Germany’s legendary NürburgringNordschleife. The GT2 RS has now set production car records on both tracks. 44
PORSCHE REPORT
After a driver briefing from Tomas Mezera – chief instructor, Porsche Track Experience – the owners followed instructors at gradually increasing speeds, learning the two shorter circuits via ducks and drakes. Then it was time to tackle the GT Circuit.
Corporation, now the largest private employer in South Australia, with 4500 people on staff.He says The Bend has involved his whole family, which his father brought to Australia in 1984. “We wanted to give back something to this wonderful country that has given us so much.”
“To see 44 of them together in one spot is pretty overwhelming,” said owner Cindy Gilbert, from Sydney. It was her first track experience in her GT2, which she describes as “a very raw machine” and, as a result, “a really fun car.It’s incredible and you don’t have to be a professional to handle it, as long as you don’t drive over your limits. It has been awesome.”
The special guest of honour, Lars Kern, had flown from Germany to sample the GT2 on the new circuit, meet Australian owners – and visit his uncle, who moved to the City of Churches 40 years ago. Lars is the very man who set the record for a road legal car at the Nürburgring-Nordschleife in a GT2 RS in 2018. His time was 6 mins 40.33 seconds.Kern said that first prototype was “wild and rude” and that’s exactly what they were trying to achieve. “It is brutal, it is two-wheel drive and you really have to be awake driving the car, because the balance between power and grip is very different to, say, a GT3 RS.”
The weather gods provided a perfect morning. Even when the rain came down at lunch, Mezera was able to keep things upbeat. “What an opportunity,” he announced. “You learn so much in the wet.” The Bend was chosen because it is new and so versatile, but it didn’t hurt that circuit owner Dr Sam Shahin is a GT2 RS owner and a big fan of the brand. Dr Shahin is an inspirational character born in Palestinian refugee camp. With his family, he has developed the Peregrine
Kern took GT2 RS owners – and Porsche Cars Australia managing director Sam Curtis – for some hot laps, and showed even the best drivers among them that, however quick they thought a GT2 was, a man like Kern could make it go quicker still.
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PORSCHE REPORT
Saturday and Sunday September 24-25 Photos: Bob Taylor - Facebook: Bob Taylor (4)
Words by Barbara Gare photos by David Gilbert, Warren Edwards
Sporting Car Club Barossa & Championship – Clare Rd 4Weekend continued 14th September 2019
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Photos: Bob Taylor
Regularity at The Bend 18th August 2019
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PORSCHE REPORT
Photos: Ray Clements &Darien Herreen
Fun For All Motorkhana 18th August 2019
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PCSA Round 1 Motorkhana - 28th July 2019 "Rank by Time"
Driver
Group
Total Time
1
Roger Paterson
A
03:39.5
B
03:39.7
A
03:46.6
B
03:49.3
B
03:51.1
A
03:57.9
A
04:00.7
B
04:04.4
B
04:08.6
A
04:13.3
B
04:23.7
B
04:29.5
A
04:46.8
911RS 1974 2
Steve Thiele Carrera C2S 2016
3
Darien Herreen 911R 1977
4
David Eglinton Boxster S 2005
5
Justin Coote Cayman S 2006
6
Norm Goodall 911 SC
7
Ray Pryor 944 T 1989
8
Yi Long Roy Ong Boxster
9
Rob Harrison Boxster S 2001
10
Doug McPherson 944S2 1989
11
David Edkins Cayman
12
Annabelle Edkins Cayman
13
Stewart Fuchs 911 Classic
Other Marques by Time
Driver
Group
4
Kym Miller
Assoc
Peugeot 308
50
PORSCHE REPORT
03:48.6
Other Marques
PCSA Round 2 Motorkhana - 29th Sept 2019 "Rank by Time"
Driver
Group
Total Time
1
Roger Paterson
A
03:48.9
B
03:49.0
A
03:56.6
B
03:58.7
B
03:59.7
B
04:04.0
A
04:11.5
A
04:37.3
B
04:47.2
B
04:52.8
B
04:55.5
B
05:04.1
B
05:11.1
A
05:34.3
B
DNF
911RS 1974 2
David Eglinton Boxster S 2005
3
Darien Herreen 911R 1977
4
Justin Coote Cayman S 2006
5
Steve Thiele
by Time
Driver
Group
6
Kym Miller
Assoc
04:03.2
Assoc
04:14.3
Peugeot 307 2004 9
Stuart Fuchs Megane RS
It was so pleasing to see our July and September Motorkhanas so strongly fielded and pleasingly with a healthy mix of old and new competitors. And it’s no wonder with a full day of fun on offer, at minimal cost, and with no requirement for those pesky helmets and fire extinguishers etc. Come join us for the next one and give it a go. You won’t be disappointed.
Carrera C2S 2016 6
Peter Mayer cayman S 2014
7
Ray Pryor 944 T 1989
8
Doug McPherson 944S2 1989
9
Peter Panopoulos Boxster S 2013
10
Grant Lowen Carrera S 2010
11
Rob Harrison Boxster S 2001
12
Darren Park Cayman 2014
13
Nicholas Loxton GT4 1620
14
Andrew Whyment 911 8420
15
Rachel Leopold Boxster S 2001
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Story: Roy Ong Photos: Darien Herreen
Roy VS The Hill 21st July 2017 There were 2 Hillclimb events at Collingrove during the July-Sept period this year and the turnout of Porsches was quite solid with several new players hitting the hill for the first time. Roy Ong has put together a great little piece on his experience at the July event which proves two things. Firstly, preparation is relatively straightforward and secondly, climbing hills is fun. Hope you enjoy Roy’s take on the days events. Ed. My preparation for the Collingrove Hill Climb event began with me getting my car ready for it. I already had a CAMS speed license and helmet and was just lacking a fire extinguisher bracket and a blue battery indicator sticker. It was a tireless online search including ebay, amazon and design911 and all the while I was dreading a late delivery and needing to use my rusty toolbox for the installation process. How do I get the car seat out again? – I thought in frustration. Instead, I gave Craig over at Buicks Motorworks a call, and by the next day, I got a fire extinguisher sorted, tucked neatly underneath the seat, unobtrusive. Next, I went to Revolution Racegear at Windsor gardens to get the blue sticker for 5 bucks, easy! Finally, after registering on the CAMS website, I was ready to go. In hindsight, the preparation turned out to be a breeze. On the morning of 21 July 2019, along with my wife Margaret in tow for moral support, we made our way to Mt McKenzie. As we drove into the compound, the bustling atmosphere was palpable in the air. There were rows and rows of cars ranging from the exotic 52
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formula cars to the vintage MG roadsters. You name it, they had it there. There were tents set up, families with babies, and the smell of barbecue sausages in the air. My eagle-eyed wife noted a few parked Porsches and we drove up to them as the friendly Peter Panopoulos invited me to park beside him. We quickly got acquainted with other fellow Porsche club members including Darien Herreen and David Eglinton. We walked over to the scrutineers office and presented my evidence of road registration, club card and CAMS license to get registered for the event. I was given a car number to stick to the right door, and a yellow cup to place on the car to alert the scrutineers for assessment. The tow loop was screwed on to the front of the car, and since it is visible, no stickers are required for it. The scrutineer signed the paperwork and my car was officially ready for the event! As the cafe opened and the aroma of food filled our olfactory bulbs, we beelined and got ourselves coffee, bacon and egg buns. The drivers briefing quickly commenced at 0900hrs. The start sequence was explained and we were then ready to go in running order. The rumbling sound of engines attacked our tympanic membranes as the carsmoved up to the warm up line. Some started doing burnouts and slowly got their way to the start line. I hopped into my car and got ready for my turn.I squeezed my helmet on, strapped the seat belts across my chest and I started feeling adrenaline bubbling. As my heart started
racing, I turned the ignition and the engine grumbled to life. The sport button seemed like a good idea so I pressed it, and turned my gear lever into manual. Before I knew it the marshal ushered me to get going. I started driving toward the warm up line while frantically trying to get my tight gloves on. The start sequence was somewhat complicated at the first go, but it all became second nature after that. I had to drive up past the line, and when the orange light came on, I had to reverse the car until the orange light went off. When the green light came on I hammered my foot down on the pedal and the flat six behind me started it’s signature howl. It was a steep slope right after the start, then a blind left turn at the crest of the hill. That caught me off guard and my wheels slid slightly but I was still in control of the car. Following that was a straight with a slight dip. Next, another sleep slope up with the apex of a sharp right turn at its peak. I braked a little too late and felt the ABS kicking on my pedal but was lucky not to get my car off course. Another shorter straight followed that and I had to manoeuvre around a series of left, right and then left chicanes before the end of the run. After a safe 10km/h drive back to the paddock, I made my way to the scrutineer’s office where there was a screen showing our timing. I completed my first run in 44 seconds, and was determined to beat that on the next run. We got back to the car and found a
fellow Porsche Club member in need. Roger Patterson had a 911 RS that was not starting. David, Pete and I started pushing while Roger tried to get the car going but it only managed a few sputters. We eventually got the car towed around the paddock and after a few rounds his car showed signs of life and return to spontaneous circulation, just in time for his run! Phew. On my second run, I decided to turn the PSM (Porsche stability management) off, and managed to get my car off track at the chicanes while fishtailing wildly. I did worse at 45 seconds. I got back and David had a list of timings and advised me on where I did well and where I needed improvements. The third run was a conservative and smooth one, and I managed 41 seconds. And the fourth run, 40 seconds! I was getting more comfortable with the car and its limits.
After 6 runs, we decided to call it a day. Driving home, my wife and I reflected on how amazing the experience was. Such a warm family-like culture and environment. We met only friendly people and experienced healthy competition. It was a congregation of like-minded people sharing their passion for cars and motorsport. What a privilege to be part of this community. We will definitely be back again.
July - Sept 2019
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Photos: Bob Taylor
Carrera Cup at The Bend
23rd / 25th August 2019 The Carrera Cup cars really got to stretch their legs on that looong straight at ‘The Bend’. Racing was fast and furious and the cars put on a great show on a circuit that is perfectly suited to those stiffly sprung thoroughbreds.
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July - Sept 2019
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Photos: Bob Taylor
Super Cars at The Bend 23rd / 25th August 2019 Of course it wasn’t just the Porsches entertaining the crowd at The Bend circuit, the Supercars turned it on as well. Ably captured, as always, by Bob Taylor.
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July - Sept 2019
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76 Woomera Avenue, Edinburgh Parks, SA, 5111 PO Box 1381, Golden Grove Village, SA, 5125 (08)8250 1511 info@ahrns.com.au www.ahrns.com.au www.facebook.com/ahrnshe - Built locally, by locals -
CUSTOM TILT SLIDE TRAYS • CRANES • AXLE, ENGINE AND CHASSIS STANDS • PRESSES • VEHICLE TIE DOWN EQUIPMENT
106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com 58
PORSCHE REPORT
Story & Photos: Chris Baldwin
Foggy Dew Club Run 18th August 2019 The breakfast run to Fred Eatery in Aldgate almost lived up to its title of ‘Foggy Dew’. The weather was overcast and cold and rain threatened, but for the 19 or so brave souls who met at Tower Hotel carpark, it proved to be a dry run through some glorious Adelaide Hills roads that had plenty of twists and turns to exercise our Porsches. Our meeting place at the Tower Hotel was at 7.45am and by 7.50am we were on our way up Magill Road to Old Norton Summit Road and onto Lobethal Road. Subsequent legs along Woods Hill Road, Mt Lofty Summit Road and Sturt Valley Road gave plenty of opportunity for braking and acceleration whilst negotiating
some lovely twisty sections and avoiding some of the tree debris littering the road as a result of the weather. Further sections took us along Ironbank Road, Morgan Road and Woolcock Road before leading into Leslie Creek Road, Strathalbyn Road and ultimately arriving at Fred Eatery on Mt Barker Road in Aldgate. There were plenty of parking spaces at the back of the shops and once settled in upstairs at dedicated tables we all enjoyed a lovely breakfast and coffee. Breakfast was at a fixed price of $35 per head and this included delicious menu choices as well as fruit smoothies, tea and coffee. Can’t complain about that.Adding a nice touch to breakfast, Fred Eatery
had embossed our menus with the PCSA emblem, classy. During breakfast the heavens opened and by the time people were making their way home, or onto The Bend to see the motorsport event, it was a case of trying to keep dry for the run to the car. Nevertheless, it was a great social occasion in a pleasant and cosy café whilst the weather raged around us, adding to the memory of the event. All in all it was a good morning run through some scenic and lovely Adelaide Hills roads, with no lost participants and few if any cyclists, capped off by a delicious breakfast provided by Fred Eatery.
July - Sept 2019
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18th August 2019
Porsche Junction Function Story: Ray Pryor and Joy O’Connor Photos: Ray Pryor ‘While the cat is away…. ‘ As Ron & Sharon were enjoying their overseas trip, someone had to step in to organise a Friday night dinner, so the Oldies came to the rescue. Thus we found ourselves hosting a fine evening of wining and dining at the
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Junction Function Centre which was attended by 20 Club members. Past experience told us from previous Black Tie events that the food would be of high quality, with access to a large choice salad bar to complement the main course. Going by all the contented faces at nights end we concluded, mission accomplished.
Needless to say the stories came thick and fast and became increasingly entertaining as the night, and alcohol consumption, progressed. Good food, great company and plenty of fun. Hope to see you at the next social night out. Put it in your calendar.
Calendar of Events 2019 - 2020 OCTOBER
JANUARY
Sunday 13th
Club Run
Saturday 26th
Sprint – Mallala
Friday 31st
Twilight Run – Hahndorf Hotel
FEBRUARY NOVEMBER
Sunday 9th
Sprint #3 – Mallala
Friday 1st
Black Tie Dinner
Sunday 16th
Breakfast Run
Friday 1st
Climb to The Eagle
Thur 20th-Sun 23rd
Adelaide Superloop 500
Sat 9th
SCC SA Ch/ship Rd 5 – Mallala
Friday 15th
Go Carts / Dinner
MARCH
Thursday 17th
PCSA Social Evening at SCC
Thur 12th-Sun 15th
Melbourne F1 Grand Prix
Sunday 15th
No 911s Club Run
Friday 20th
Winery & Lunch Run
Sunday 29th
Regularity #4 The Bend (West circuit)
DECEMBER Sunday 1st
Christmas Picnic
4th – 7th
Adelaide Motorsport Festival
July - Sept 2019
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ROLL OF HONOUR Past Presidents 1974/75 D. Christison 1975/76 D. Christison 1976/77 D. Christison 1977/78 P. Dennis 1978/79 B. Clements1 1979/80 B. Clements 1980/81 T. Klaveniek 1981/82 T. Lynas 1982/83 T. Lynas 1983/84 T. Lynas 1984/85 T. Lynas 1985/86 J. Nicholls 1986/87 B. Lynas 1987/88 P. Rosenzweig 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. O’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
PORSCHE REPORT
Wayne Obst
Stuart Elshaw
David Gilbert
The flyline is our bloodline. Shaped by Performance. The new Cayene Coupé. Fuel consumption (in l/100km) urban 11.7–11.6, extra urban 8.0–7.9, combined 9.4–9.3, CO₂ emissions 215–212 g/km.
Porsche Centre Adelaide 280 Glen Osmond Rd Fullarton SA 5063 Tel. 08 8379 0777 LVD 189374 www.porschecentreadelaide.com.au