Porsche Report - October - December 2022

From the Editor

Welcome to this, the third edition of Porsche Report for 2022. As the President’s Report indicates, the PCSA has continued its busy round of both motorsport and social events over the July – September period. We have tried to capture all the action in this edition. Unfortunately, at time of going to print there were no results, photos or article to cover the Hillclimb on 24 July, or results for SS6, available. To deliver both news and photos of all these events I rely on the tireless work of both the Motorsport and Social Directors and their teams. As you all know, Darien and Lee do a splendid job in organising and executing the many events, but they do rely on the support of members to write articles, compile results, and take photos. I would like to take this opportunity to thank Bob Taylor and Ray Clements for their photographic input, and the other members who contribute their photos throughout the year. Without this contribution I would not be able to adequately do justice to the Club events in this magazine. If you have a desire and the opportunity to support the work of either the Motorsport or Social Directors, please contact Darien Hereen or Lee Fulton. I am sure they would appreciate hearing from you.

On the theme of motorsport, I reported in the last edition that Porsche AG were initiating their entry into F1 through a strategic engine alliance with Red Bull F1 Racing. Well, as we now know, Red Bull has withdrawn from those discussions and decided to consolidate its own engine program in-house. This is perhaps entirely understandable given the current success and dominance of the team in F1. Does this mean the end to Porsche’s hopes of entering F1? I am led to believe it does not and we will have to wait and see what alternative plans Porsche AG announces. I am sure all Porsche motorsport fans around the world would love to see Porsche in F1.

My intention with your Porsche Report is to provide an interesting read, capturing PCSA activities and reporting on the national and international Porsche scene and community. To that end we have

included articles on the Taycan 2023 updates, the new electric luxury SUV, the new 911 GT3RS and the 2026 Porsche Hypercar. In addition, we continue the theme of technical articles with discussion of Porsche’s Hydrogen powered vehicle virtual test and Porsche’s EV future.

I know readers also like to see articles on Porsche car projects and modifications/ updates, so we have included Part 2 of PCSA member Mark Coupe’s 928 project and the Techart 2022 GT3. If you have a project you believe members might like to hear about then please let me know (magazine@pcsa.asn.au) so we can include it in the magazine.

We cover all the action in the Super Sprints, as well as the Motorkhana. On the social side you can read about the Tower Hotel Run, the Earl of Leicester Run, the Black Tie Dinner (a highlight of the social calendar) and the Drive to Birdwood.

The online version of each Porsche Report is available to view on the PCSA website within one month of the print publication of each edition. In due course the Committee will seek feedback on whether the hard copy or online version is the preferred mode for the majority of members.

As a final note, it is disappointing that Porsche Centre Adelaide has made the decision to stop advertising in this magazine, as part of a wider move away from print media. This PCSA magazine is a part of the wider club activities and its important relationship with Porsche Cars Australia and the PCA. I believe that print media still has a part to play in the overall Porsche brand, as evidenced in the other States.

I hope you enjoy this issue and, as always, look forward to your comments and ideas.

Chris Baldwin Editor

“Porsche Report” is the official magazine of The Porsche Club of South Australia Inc.

(ABN 36 370 887 701)

Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au

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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.

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© 2022 by The Porsche Club of South Australia

All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher.

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Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au

Photo by Bob Taylor

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

Very

you will

President’s Report

Vic Moore President president@pcsa.asn.au

A major event for the Porsche Club of SA held at the Bend Motorsport Park over the Easter long week-end, Good Friday and Easter Saturday was a resounding success. Although sixteen of our friends from the Porsche Club of Queensland were locked out of the event, those who were fortunate enough not to be affected by Covid19 still represented other state clubs, along with our large home state contingent.

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

Dear Members

This third quarter has seen your committee working very hard once again on many and varied tasks and activities. Firstly, a big thank you to the members who attended the SGM and the AGM held at the Arkaba Hotel in the Fullarton Room on Friday September 23, 2022, and for those of you who sent an apology as well, which assisted greatly with catering numbers and our record keeping for meeting attendance. As I have said before, the SGM was required to table the changes and amendments of the old, non-compliant Constitution, which is now referred to as the “Club Rules”. As stated at the SGM, the Constitution was last checked in 2010 and to ensure the PCSA Inc., is compliant with the “Act” (Associations Incorporation Act), amendments, corrections and wording needed to be made. The process involved many hours of work and consultation. The main team for the initial work on the document, was Johnny Fricke, Steve Thiele and myself. It soon became obvious that we needed assistance and expertise for advice and guidance and Tim White, who was recommended to the Club, was engaged to assist with the process through a series of meetings, (Covid allowing) to develop our action plan. To this end, I need to congratulate Johnny Fricke for the hours of work he put in to get this process moving and stay on track, while at the same time implementing the new Club Express database. On behalf of the committee and the members of PCSA Johnny, I wish to formerly thank you for the incredible effort and commitment you displayed leading the team in achieving the outcome with the new Club Rules. Once the draft was submitted to the committee for comment, and input and feedback from you the members, particularly Geoff Crowe and Norm Goodall, further adjustments were made and with input from Donald Halley, our Club Rules finally matched the requirements of the checklist from “Consumer and Business Affairs”. Once that point was reached it was up to you as members of the Porsche Club of SA to ratify the amendments by accepting the motion through the democratic voting process. As part of that process a public officer was to be appointed by the committee and we thank our treasurer Steve Thiele for accepting that role, along with the task of being keeper of the Club Seal, the final step in the process of becoming compliant with our amended Club Rules.

Darien Herreen and his Motorsport team are to be congratulated for the enormous amount of time and effort that they put into the Porsche Clubs of Australia Easter event, not once but twice!!!! Why twice, the first time the event was scheduled for Easter 2020 and then of course Covid19 caused the major disruption to all of us and so the event was cancelled at short notice. I also need to acknowledge the incredible support from The Bend Motorsport Park and Charise Bristow for all the background work to allow the event to be rolled over to 2021. However, that did not mean Darien’s work stopped there. It was basically start again with all the re-organisation, planning and scheduling and the final result was an event which will continue into the future each Easter. Just a note at this point that I also need to acknowledge, Darien as an employee of Qantas had to juggle many situations at work while still trying to negotiate the future of the event and he acquitted himself in exemplary style in both roles as always, thank you on behalf of all members Darien.

Mark Coupe was another of the Motorsport team who made the competitors most welcome with his excellent service at the front desk and the great job in form up and of course the support for Darien. As I said the feedback and general comments from competitors, visitors and support groups has been extremely satisfying and we look forward to Easter 2022 when more of our interstate clubs will be joining us for the next chapter of Porsche Clubs of Australia at The Bend.

Your Committee was re-elected unopposed with all members to continue in their current roles and I am privileged to be able to lead such a dedicated team who support each other and have the best interest of the Club and its members at heart. During the rest of this year and into 2023, there will be opportunities for those of you who wish to help out and support various functions and activities, to become a part of various sub-committees that will be formed to assist with activities like the Christmas function, the Show and Shine and Easter at The Bend. Your input and time, no matter what the role or duration, will always be valued by the Committee members organising the various functions. So, thank you in advance.

This particular quarter saw many and varied activities including Motorsport, Club dinners, the Black-Tie event and the run to Birdwood. As with the Motorsport event at Mallala Motorsport Park around the same time last year, we again ran our sprint event as part of the Sporting car Club State Championship round. Anyone who has not participated as a competitor or a spectator

should mark this event in the diary for 2023. As a competitor we get to run on the program as a part of the Race meeting and therefore have all the officials at flag points and the various other roles which are required at a full race meeting, while sharing the day with many other categories of interesting race cars. This makes it particularly exciting, from a competitor’s point of view, but equally for spectating if you are there to support the Porsche Club. You have the bonus of plenty of interesting vehicles to check out on the track or in the paddock and the event entry is free. The Bend Motorsport Park hosted another of our events on the East Circuit, with Darien organising an excellent day which included perfect weather with no wind or rain the entire day, great for those running Turbos. As I mentioned, Motorsport featured heavily in the quarter with Motorkhanas, Hill climbs and a trip to Phillip Island.

Our membership is expanding with the number now in excess of four hundred and growing each quarter and with such expansion, we as a committee are looking to support the diverse needs of you the club members. The social calendar is being finalised as I write this article, with three dinners, the AGM and the Black Tie Dinner and a week-end away just some of those to come. Keep an eye on the website for further updates and submit any suggestions to the committee via email of any future social event or idea that you may like included.

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

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

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

Which brings me to the next item of news for you the members to contribute to and support the team who will be producing the Porsche Partners page(s) in the Porsche Magazine. Keep an eye out for the first instalment in this issue. Historic registration, membership and the new financial year. All members who have vehicles on Historic registration are reminded that they must renew their club membership and have their logbook signed to remain legally registered and insured under the current agreement. I will email details of time and location for logbooks to be presented for endorsement in the next few weeks.

An event which I really believe has demonstrated the true essence of the Porsche Family is The Black-Tie Event. As President I wish to publicly acknowledge the wonderful Advertisers of the Club who so generously donated money, goods or services for an auction to raise money for the Foodbank organisation. Lee Fulton as Social Director not only organised the magnificent Dinner arrangements at the Penfolds Winery, Magill, ably supported by Pam, but was also responsible for the coordination of the sponsorship from our advertisers. The auction, held at the Winery on the evening of the dinner, was well organised by Victor Velgush who conducted the auction with familiar professionalism. Our Club members, through their generosity, raised over twenty thousand dollars ($20,000.00) for Foodbank!! Congratulations and a huge thank you to everybody who was a part of that magnificent effort. We have now set the bar for not only ourselves but for other clubs as well.

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

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

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

It is with great pleasure that we announce that Helen Kowalenko has been made an Honorary Member of the Porsche Club of SA in recognition of her years of service and dedication to so many aspects of the Club and the Porsche marque. As many of you know the Christmas function and the assistance given to Santa with the suitable present choice for the children has been Helen’s domain for many, many years and Santa sends his congratulations too. More recently Helen with the assistance of her daughter Sarah produced beautiful gift packages (all SA products) for those who attended the dinner at the Bend on Easter Friday. Many of the interstate participants were very appreciative. Congratulations Helen and on behalf of past and present members of the Club thank you for your unwavering support.

Once again, Lee has been busy with many functions and events, including a dinner at the Tower Hotel and another at the Earl of Leicester, with a pleasing mix of members attending and it is really pleasing to have new members attend and get to know more about the Club. As a preview for the 2023 Show and Shine, Lee organised a run to Birdwood and the Motor Museum and I believe we have a great venue for the event early next year. As an entrant and member of the Club you will receive free entry to the museum for the day, as well as superb surrounds to relax in with the family and enjoy a great display of Porsche vehicles.

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

Vic Moore, President, PCSA Inc.

Once again thank you, the members of the Porsche Club of SA, for your ongoing support at our variety of functions and do not forget, if you would like to get involved in any organisation of events call me or any of the committee to find out more details. Also, November will see our Christmas Picnic Day and Father Christmas, on the 20th and the Adelaide Rally from Friday 25th to Sunday 27th, with a Porsche Tour Group of over twenty-five Porsche members competing over the three days, with the final Stage at the Adelaide 500 track on the Sunday afternoon, a free spectator event.

Kind regards

Vic Moore President, PCSA

Inc.

Peter Panopoulos

Super sprint 5 Mallala 10th July

Article by: Mark Coupe

Photos by: Bob Taylor

Personal Reflection

Combined with the Sporting Car Clubs of SA Motor Racing Championship weekend, the Super Sprint 5 atmosphere was something special. Turning up at Mallala early morning with campers everywhere and carparks full and serious race categories flooding the paddock areas, was a great feeling. Something I really enjoyed and looked forward to being a part of.

The weather was cold but dry and, with a hint of nervous potential rain thrown in, just right for some good lap times and safe track time.

The challenge was on; after being dealt a 1:23 handicap around Mallala for Supersprint #1 in February, marking my return to Sprints in my 33 year old Porsche 928 4 speed Auto, the handicap was probably fair as 123.3 was my previous best. I am not sure if Roger had mortgaged this year’s Sprint trophy with his new car. Same cost as the house I bought last year ��.? and him being given the same handicap as the 33-year-old 928, 1:23 in a very high-tech new turbo Cayman, was definitely a challenge to compete with.

Having not driven the circuit for over 3 years, a reintroduction to Sprints this year on secondhand tyres for SS#1 and setting a new PB of 1:21, I was pretty happy with the car’s performance. I was confident that SS#5 was going to be a little better with newer tyres and a couple of sprints more experience to be a lot more familiar with the car, all of which should make life more competitive, comfortable and interesting.

Well, it seems we can talk things up at the sprint days. “My handicap, new tyres, my weight, 2WD, 4WD, cold air, hot track”, but torque seemed to get the better of me for SS#5. Warm up / practice laps felt good at first then halfway round on my

second lap I could feel an issue brewing, and sure enough, constant large torque values, second gear turned to dust and left a big hole for the engine to rev out where second gear should have been. The question now was, can I run around in 3rd and stop the car trying to drop into second when pulling out of the corners? Well, yes is the answer, but trying to drive purely in 3rd was certainly a challenge and things may have been better if I had disconnected the kick down cable, then carrying speed and relying on torque to drive out of corners seems to have destroyed the tyres.

Sneaking into the 1:19’s with one functional gear was a good result for the day, more so in that I got to run for the whole day, even with the short falls. Driving home was a challenge to manage though, trying to make the old sludge box skip 2nd gear when pulling away at the lights.

Tim and Dean Goess seemed to be back on form until a puncture almost took out their day; luckily they managed to replace the tyre and compete for the rest of the day

The Boxster vs GT4 chase remained a focal point of the day; Peter P producing quick times and the usual chatter of how to get more out of the car. The field of entrants was broad and well represented with different models, both new, old, Turbo, NA, modified etc and different levels of preparedness from IROC to street cars. All combined with a field of varied driver experience encompassing both new and long-standing motorsport experience, made for a very exciting day.

Rounding out the day were a variety of Associates, Lotus, Lancer, WRX, Yaris ( Yari for plural) ��, Com m od ores to name a few.

Tower Hotel Run 22 July

Article by: Steve Daysh and Annabelle Potter

On a cold evening in July about 30 Porsche enthusiasts and associates ventured to the Tower Hotel for pre-dinner drinks followed by adjournment to a private room for a modified reduced menu which nevertheless provided ample choice to satisfy most palettes.

My partner Anna had the reliable old chicken schnitty whilst I tackled the mixed grill accompanied by a nice Rose’ and a few beers respectively. As a sign of the times, conversation invariably started with how COVID was modifying our lives, either by direct exposure or avoidance, although, perhaps as an acceptance of the new reality, face masks were less apparent than previous social gatherings, which suggests that we are reaching the inevitable point of mainstreaming it, as we do with the flu or a bad cold.

Obviously, Porsche talk was also a predominant fare of the conversation with several members awaiting car deliveries (if somewhat delayed) in the coming months.

In our vicinity, at the end of one of the tables, we had a bit of a musical theme with Alex Innocenti sharing with us his memories of being a major organiser of the famous (or in some quarters infamous) Myponga Pop Festival. For a few days in January/February 1971 this pop festival became the Woodstock of the Southern Hemisphere, featuring such acts as Black Sabbath, Daddy Cool (“Ross Wilson was one of the best guys you could meet’ says Alex), Billy Thorpe and the Aztecs, Spectrum, Wendy Saddington and Fraternity (the freshly located Adelaide band (ex Sydney) that featured the great late Bon Scott).

Talking of great bands, we also had Mike Potter guitarist with the Flaming Sambucas joining in the conversation and, under the watchful eye and input of his wife Annabelle, explaining how they neutralised the ever present (and not necessarily young) groupies who attended their performances.

Confronted with such icons of the music industry I didn’t think it necessary to mention that my own foray into such a world didn’t even progress to the first call back of my primary school choir!

That said, a few comments on what our kids were up to, and a few light bulbs going on within the old grey matter, made us realise our respective daughters were the best of friends in Burnside Primary School many moons ago - but not so long ago that we can put such memory lapses down to the hash cloud over Myponga five decades ago!

All in all a great night, made somewhat complex on our leaving the venue only to find road works in progress on all exits from the venue.

Thanks to Lee Fulton, function organiser extraordinaire, for organising such a pleasant and sociable night.

Photos by: Pamela Fulton

New Porsche 911 GT3 R gets 4.2-liter flat six, aero and chassis upgrades

“Our task was less about making the new 911 GT3 R even faster – the classification within performance windows set by the BoP quickly cancels out this advantage," says Sebastian Golz, 911 GT3 R Project Manager at Porsche Motorsport. "For us, it was primarily about our customers being able to drive the racing car fast for longer. This requires durability and that’s why we focused predominantly on improved driveability.”

Development began in 2019, Porsche says, which was the last year the 911 RSR competed in IMSA’s WeatherTech Sportscar Championship. One key development of the 992 GT3 R is a 4.2-liter naturally aspirated flat six, which is 0.2 liters larger than the previous engine. Output is up to 557 horsepower (565 ps), but Porsche stresses the main benefits of the larger engine are broader power and torque curves, which make it easier to drive for both professional racers as well as gentleman drivers. It is connected to a six-speed sequential transmission. The flat six is also mounted 5.5° forward to make room for a larger rear diffuser, which leads to another key development: better aerodynamics.

Porsche revealed the 992-generation 911 GT3 R race car to replace the 991.2-gen GT3 R, and it will compete at the toplevel of production-based GT3-class sports car racing following the demise of the GTLM class and the mid-engined 911 RSR.

Article by: Damon Lowney (by kind permission)

Photos courtesy of Porsche

The GT3 R uses double-wishbone suspension up front, just like the GT3, GT3 Cup, and previous RSR, and a rear multi-link setup. The car is suspended on KW coilovers with five adjustment settings. Creating room to raise the front floor for aerodynamic reasons required tweaking suspension pivot points. Notably, Porsche moved the rear wheels back, extending the GT3 R’s wheelbase to 2,507 millimeters — 48 mm longer than the GT3 Cup — to reduce tire degradation and improve consistency over longer stints. Several suspension adjustments can be done by adding or removing shims, the advantage of which is to allow setup adjustments without the need for a re-alignment.

Specifically, Porsche says the aerodynamics of the 992 GT3 R are more stable and constant, More allowing drivers to more easily stay in the car’s optimum performance window. At the front of the car, the floor is raised to provide a relatively unobstructed path for air to flow under the car to the larger rear diffuser, which improves downforce without adding much drag. And now onto the third key development: suspension.

AP brake calipers and rotors are used to slow the GT3 R. Six-piston calipers clamp 390 mm discs up front, while four-piston calipers clamp 370 mm at the rear. Porsche says the fifthgeneration racing ABS system received a software update that has an effect of reducing tire and brake wear. The traction control system was also further developed.

The GT3 R’s looks can be credited not just to the wind tunnel, but the head of Style Porsche, Grant Larson. Responsible for many of the most iconic Porsches of the past twoand-a-half decades, he designed the carbon-fiber-bodied race car, making sure it adhered to the Porsche 911’s rich design heritage while being aerodynamically efficient.

The driving position was moved closer to the center while accommodating new side impact regulations.

The 911 GT3 R is for sale now by Porsche Motorsport, at a price of 511,000 Euros plus country-specific VAT.

Porche Unseen: Design Studies

For glimpses into Porsche's future — or perhaps what might have been — the Stuttgartbased manufacturer of sports cars (and sporting SUVs!) has compiled 15 previously unreleased design studies from 2005-2019 into Porsche Unseen: Design Studies, a new book published by Delius Klasing.

“When it comes to the visions we develop, it is not about bringing every car onto the road. Instead, it is more a question of establishing creative space and a relationship with the future,” states Style Porsche Vice President Michael Mauer. “There are two possibilities for continuing to develop as a brand: either you improve your products from the present, that is to say step-by-step. Or you give free rein to your creativity. The idea is to let your thoughts jump to the day after tomorrow, and to then move back from there to tomorrow.”

Looking forward, while occasionally paying homage to the past, notable prototype models featured include the 2013 Macan Vision Safari, a sporty three-door vehicle that appears substantially similar to the production Macan SUV while drawing from Porsche’s 911 Safari and 959 Paris-Dakar off-road icons. Also from 2013 is the 904 Living Legend. Thought by many to be one of Porsche’s most timeless and beautiful designs, the lightweight 1963-1965 racing legend was reconceptualized for contemporary times with a carbon-monocoque chassis and a 1.2-liter, V2 engine producing 200 horsepower and capable of revving to 12,000 rpm. Tipping its cap to the immortal Bus from sister company Volkswagen, the Vision Renndienst from 2018 is Porsche’s take on a family-friendly electric van with room for up to six people.

Vehicles are showcased with a text by Jan Karl Beadeker and crisp photography by Stefan Bogner who was allowed unfettered access by Porsche’s design studio. A breezy, but informative read, Porsche Unseen is an opportunity for curious enthusiasts to eavesdrop on the process that transpires at Style Porsche, the marque’s (only) design studio located in Weissach.

Authors: Stefan Bogner, Jan Karl

Baedeker

Publisher: Delius Klasing

Format: Hardcover, 328 pages

Where to Buy: Delius Klasing

How Much: €148 (~$148 USD at time of writing)

18 Aug 2022

Article By: Porsche Newsroom

Photo By: Autodata1.com

Technical Porsche Virtual Hydrogen Combustion Test

The automaker is exploring a high-performance hydrogen engine for passenger vehicles.

Battery-electric vehicles seem poised to become the car of the future, but many automakers, including Porsche, are hedging their bets. BEVs will likely serve as just one solution to reducing emissions, with hydrogen, synthetic fuels, and others filling in the gaps. Porsche is investing in alternative powertrain technology, recently completing a virtual test of a hydrogen-powered engine.

The automaker simulated a large luxury vehicle driving around the Nurburgring Nordschleife with the powertrain, lapping the circuit in eight minutes and 20.2 seconds. Porsche used its 4.4-liter V8 as a starting point for the virtual study, modifying it to withstand a higher compression ratio and combustion. In the test, the vehicle reached 162 miles per hour (261 kilometers per hour).

The automaker discovered that the turbochargers needed to provide twice as much air mass, but lower exhaust gas temperatures made this difficult, forcing Porsche to install electronically assisted turbochargers.

Different turbocharging configurations resulted in the engine exhibiting different advantages and disadvantages. However, one thing the engine isn’t short of is power. Porsche says the hydrogen engine produces around 590 horsepower (440 kilowatts), which is comparable to its gas-powered

equivalent. Porsche simulated the engine in a vehicle weighing a hefty 5,842 pounds (2,650 kilograms), putting the car in Cayenne territory.

Porsche’s simulation revealed that the engine could meet the Euro 7 emissions standards. The hydrogen engine is more complex and expensive than a traditional gasoline engine; however, it wouldn’t need an aftertreatment system for the exhaust gas. This makes the hydrogen engine comparable to the gas one.

The automaker says that it has no plans to put the engine in production “in its current form.” However, that wasn’t the project’s goal, as the company used the test to examine the technology’s potential. The study helped Porsche “gain valuable insights” about high-performance hydrogen engines.

Porsche isn’t the only automaker looking into hydrogen. Ford filed a patent for a hydrogencombustion engine, and Toyota is also toying with the technology. Automakers like Hyundai continue developing hydrogen fuel cells, but there are hurdles to bringing the tech to the masses. Hydrogen fueling infrastructure remains woefully inadequate in the US, but that’s not slowing automakers down. Renault, BMW, and Land Rover are also exploring the technology.

4 May 2022

Porsche 718 Cayman review

The Porsche 718 Cayman is a driving enthusiast's dream and is more than capable of lining up confidently alongside its 911 sibling. With the move to turbocharged fourcylinder engines, it lacks the previous generation’s electrifying soundtrack, and feels marginally less exciting as a result. However, Porsche has responded and restored a six-cylinder unit to the GTS 4.0-litre model. It’s still superb to drive, though, and as it now undercuts the drop-top 718 Boxster, it’s the cheapest Porsche for sale. We’d go for an entry-

level Cayman with small wheels and a manual gearbox, because this offers the purest driving thrills with heaps of performance and plenty of luxury.

And that statement applies whether you choose the standard car, or go for the faster Cayman S, T or GTS versions. The track-focused Cayman GT4 speaks for itself and offers the ultimate driver’s package.

The Cayman still shares its running gear with the open-top Boxster, which is now around £2,000 more than the coupe, while the name change to 718 Cayman signifies that it too has switched, in the main, from flat-six to four-cylinder turbo power. That change has boosted efficiency, while performance remains unabridged - in fact, the 718 has the best acceleration and handling of any Cayman yet produced.

Until recently, there weren't many direct rivals for the Porsche Cayman. But today, the Alpine A110 has landed, and it's a strong opponent to go up against. Elsewhere, there's the Jaguar F-Type, Audi TT RS and Toyota GR Supra, while the new BMW 2 Series will also win over its fair share of customers.

The standard Cayman features a 2.0-litre turbocharged flat-four making 296bhp, and it comes with either a 6-speed manual or optional 7-speed PDK twinclutch auto. Both gearboxes are great to use, while opting for the latter sees fuel economy and acceleration improved over the manual.

Article and Photos by: Auto Express team (by kind permission)

For around £7,500 extra, the 718 Cayman T adds the Sport Chrono pack from the Cayman S, as well as ditching the infotainment system and fitting some additional mechanical kit to further sharpen the driving experience.

The Cayman S starts from around £57,000, and comes with a 2.5-litre turbocharged flat-four engine making 345bhp, again with 6-speed manual or 7-speed PDK gearbox options. The Cayman GTS gains 4.0-litre, 6-cylinder

About the Porsche 718 Cayman

The 718 Cayman is the entry point to the world of new Porsche ownership, but it's by no means any less skilled than other models in the range. For starters, it's not cheap, with prices kicking off at around £47,000. But when you consider that it's one of the best handling and most accessible sports cars you can buy, it could easily justify a far higher price.

power, producing 394bhp and a price tag starting from just over £68,000. Like the rest of the range, this base price can quickly escalate if you are careless adding options.

The range-topping GT4 uses the same 4.0-litre flat-six engine but gains an extra 20bhp over the GTS and comes with more sophisticated suspension, special sticky tyres and a host of unique aero-kit. You’ll have to really want one, though, as it’s priced at over £80,000.

The Porsche 718 Cayman is no poor-man's choice, as it's arguably more exploitable than the firm's faster models

Porsche 911 GT3 Receives Carbon Fiber Upgrades From Techart

Porsche is about to unveil the new 911 GT3 RS very soon but the 911 GT3 is still a machine that deserves the attention of Porsche enthusiasts and fans. Techart, the German tuning company that modifies all sorts of Porsche vehicles, has a new aerodynamic package for the sports car and it relies heavily on carbon fiber. There are other upgrades also worth talking about, but let’s see what the new body kit includes first.

Techart says the aero package is inspired by motorsport and consists of components such as front spoiler lip and spoiler trims, front fenders (15 mm wider than the standard fenders), wheel arch extenders, side skirts, and lower rear apron panel. All these parts are made of carbon fiber and replace the respective factory components without the need for drilling.

Another upgrade for the 911 GT3 – in both standard form or with the Touring package – comes in the form of a new stainless steel exhaust system. There’s a valve in the pipes controlled via a button, which opens up “a sound festival” when activated. The tuning firm also says the new pipe finishers further underline the sporty character of the 911 GT3.

If you are going to take your 911 GT3 to the track, Techart can offer you improved safety with its FIAhomologated interior parts. These include a roll bar calculated and constructed meeting FIA’s regulations, which is available in matt black or paint-ready. There’s also a six-point safety belt sold in black, red, green, or yellow depending on the customer’s taste. Last but not least, there’s a selection of new upholsteries and a Techart sports steering wheel.

Article by: Angel Sergeev (by kind permission motor1.com)

Gunther Werks Project Tornado is 700bhp take on Porsche 911

California-based Porsche 911 tuner Gunther Werks has released details of its next project: a lightweight, 700bhp turbocharged sports car. Called the Project Tornado, it has up to 700bhp and is claimed to weigh just 1225kg. The company will build 25 examples of it.

Gunther Werks’ ethos focuses on widening the car’s front track, cutting some weight and moving other weight forward to make the handling less like a traditional 911's – with a light nose and a wayward tail – but still exhilarating and more mid-engined in demeanour. After its successes with naturally aspirated models to date, the Project Tornado is a much more powerful and turbocharged follow-on from its existing projects.

Gunther Werks will take a 993-generation Porsche 911 and shave 227kg from it. The front track is made considerably wider than standard and body panels are largely constructed from carbonfibre – a speciality of Gunther Werks parent company Vorsteiner.Much of the interior has been reworked. There's a retro-looking hi-fi, Alcantara upholstery, aluminium trim, carbonbacked seats and the option of harnesses.

The suspension uses electronically controlled dampers from Dutch specialist JRZ, with three switchable levels of stiffness. The engine, meanwhile, goes off to US specialist Rothsport, which takes it out to 4.0 litres and rebuilds it so it makes 600bhp in standard form, or 700bhp at the push of a switch to enable track mode. It’s still air-cooled and there are two turbos. The turbocharged 993-generation 911 GT2 made only up to 444bhp.

The engine drives through a six-speed manual gearbox to the rear wheels only. Customers can select a ‘touring package’ option that changes the driver’s seat to a more comfortfocused one, includes a small ducktail spoiler rather than the big one pictured, and retunes the engine for "a more leisurely driving style". Gunther Werks hasn’t announced a price for the Project Tornado but the Speedster Autocar drove earlier this year cost around £700,000 including its donor car, so expect a similar price.

Article by: Matt Prior (by kind permission Autocar)

Lightened, twin-turbo car is based on the 993-generation Porsche 911 and just 25 will be built

Article by: Greg Kable (by kind permission of Autocar) 2 September 2022

Porsche’s EV Future

Porsche’s new era to bring next-generation saloon duo plus four more EVs

Porsche is preparing to introduce a second generation of the wildly successful Porsche Taycan EV – and it will be twinned with an electric version of the Porsche Panamera as part of a new “electrified luxury” plan under which up to six electric models will be ushered in by the end of this decade. Both new EVs are based on a sporting version of the Volkswagen Group’s Scalable Systems Platform (SSP), which is being developed by Porsche.

The so-called SSP Sport structure adopts the backbone of the SSP architecture set to be used by other more volumeorientated electric Volkswagen Group models. However, it will be combined with what have been described to Autocar as “Porsche-specific modules”. Among the key architectural developments being pushed by Porsche for the new SSP Sport platform is a low cabin floor, courtesy of a slimline battery pack, and rear footwells (or foot garages, as they’re known at Porsche) similar to those of the J1 platform used by the existing Taycan.

These are also described as being crucial to providing the electric Panamera with packaging comparable with the current Panamera’s and a low centre of gravity for optimised dynamics. The electric Panamera will be sold alongside today’s combustion-engined and plug-in hybrid Panamera models, which are based on Porsche’s MSB platform. The engineering for the electric Panamera is twinned with that of the new Taycan, due out in 2027. The Panamera EV is still in the infancy of development, but the suggestions are that it will have a wheelbase and overall length similar to those of the existing long-wheelbase Panamera sold in China (3100mm and 5199mm).

That would place it in direct competition with the likes of the Mercedes-AMG EQS 53 and Lucid Air in terms of size.By comparison, the existing Taycan has a 2900mm wheelbase and runs to 4963mm in length and the follow-up is likely to be similar – so the two models will be differentiated in size.

Although the electric Panamera and second-generation Taycan will be based on the SSP Sport platform, the new electric Porsche Macan and Porsche Cayenne SUVs will use the Premium Platform Electric (PPE), which Porsche is developing with Audi. The first car based on the SSP Sport platform, though, will be Porsche’s recently announced seventh model line: a five-metre-plus, seven-seat SUV that’s confirmed to make its debut “around the middle of the decade”. Codenamed K1, it’s scheduled for production at Porsche’s Leipzig factory in Germany. That’s also the site that Porsche sources tip to receive the contract to produce the Panamera EV. The upmarket electric liftback is set to offer the choice of either a single or dualmotor drivetrain.

It will also gain a further-developed 800V battery with what has been described to Autocar as more energy-efficient cell technology and a higher-silicon-content anode than that used by Porsche today.

“We’re targeting higher-margin segments in particular and aim to tap into new sales opportunities in this way,” said Porsche CEO Oliver Blume on the decision to build on the success of the Taycan with an electric version of the larger Panamera.

The two new electric Porsche models will share key structural, drivetrain and chassis components as well as a newly developed electrical architecture that’s designed to support level-three autonomous driving functionality, 5G-enabled digital features and an operating system developed in partnership with the Cariad software division of Porsche’s parent company, the Volkswagen Group. The electric Panamera will be sold alongside a facelifted version of the existing second-generation model, which will be launched in 2023. It’s planned to be in production until 2030 on an extended model cycle, according to Porsche sources, providing customers with the choice of traditional ICE, plug-in hybrid or electric power, depending on the market and regulatory framework.

The new zero-emissions Panamera is set to receive similar styling to its ICE and PHEV siblings. This approach mirrors that of the Macan and Cayenne, which are set to go electric in 2024 and 2025 respectively.

“There will be some unique design elements within the front and rear ends,” said a highly placed Porsche source. “However, the core Panamera design will be the same for both.” At this early stage, it’s unclear whether Porsche plans to mirror the strategy of the existing Panamera and Taycan by offering two distinct body styles – liftback and estate – for its latest electric model. As with the current Taycan, Porsche is expected to launch a full range of electric Panamera variants, with a single-motor, rear-wheeldrive Panamera and S as well as dualmotor, four-wheel-drive 4S, GTS, Turbo and Turbo S.

The Porsche Penske Motorsport team has made big progress on the way to the first race outings of the Porsche 963. During the two-day test drives at the Daytona International Speedway in the US state of Florida, the brand-new LMDh prototype lapped the combination of the oval and twisty infield a total of 397 times.

Porsche 963 conducts successful tests on legendary US racetrack

The team will face this exact track layout at the race debut of the 963 in late January 2023 on the occasion of the 24 Hours of Daytona. The 2,274-kilometre distance covered on this track during these first test runs is roughly the same as driving from Stuttgart to Istanbul.

The test drives on the legendary American circuit threw tough challenges at the 500 kW (680 PS) hybrid vehicle. The external conditions, with temperatures hovering around 35 degrees Celsius combined with high humidity of over 90 per cent and regular showers, pushed man and machine to the limit – such enormous stresses offer the ideal environment to prepare the Porsche 963 for the fierce competition in the 2023 season.

On the first of two days, the team was hampered by climatic conditions: following US law, lightning strikes near the racetrack at Daytona Beach meant that all marshals had to retreat indoors to safety. Consequently, the start of the tests was delayed by 90 minutes. The new prototype, which will fight for overall victory at Le Mans, Daytona and Sebring from next year, then began its endurance run.

The works drivers Dane Cameron (USA), Matt Campbell (Australia) and Mathieu Jaminet (France) shared driving duties at the wheel of the car with chassis number 03. Under the watchful eye of the experienced American team founder Roger Penske (The Captain), the squad improved the setup of the Porsche 963 and refined the interaction between the engineers, drivers and mechanics.

Right up until 10 pm on the second day, the new racing car ran without any notable problems. The test runs concluded with a highlight: during the last few minutes, bright flashes lit up the night sky – giving a foretaste of the Porsche 963’s first race outing. At the race debut of the LMDh prototype in the IMSA WeatherTech Sportscar Championship on 28/29 January 2023, the sky above the new racing car will also be brightly illuminated: Following tradition, the organisers of the 24 Hours of Daytona will set off spectacular fireworks at dusk.

Article and Photos by: Porsche Newsroom 14 Sep 2022

Article By: Chris Bruce (by kind permission)

50 Years of 911 Carrera RS 2.7

It was the first series-production Porsche to have a front splitter and rear spoiler.

Photos by: motor1.com

Whether it's tea trays, whale tails, ducktails, or swan necks, there's a long line of Porsche 911s with aerodynamic aids that make the various models stick to the road and often look cool, too. The brand now marks the 50th anniversary of putting various wings and spoilers on series production models by celebrating the 911 Carrera RS 2.7. On September 20 this year, the Porsche Museum opens a special exhibition dedicated to the vehicle.

When it debuted in 1972, the RS 2.7 was the most powerful first-generation 911 available for use on the street. The body sported a prominent front splitter, wider fenders, and a ducktail spoiler. The weightsaving measures included thinner material for the body panels and windows. There was also less sound insulation.

Power came from a 2.7-liter fuel-injected flat-six engine making 207 horsepower (155 kilowatts) and 188 pound-feet (255 Newton-meters).

Two upgrade packages for the Carrera RS 2.7 were available. A Sport package came with no rear seats, carpet, armrests, or even a clock. The Touring package added 254 pounds (115 kilograms) but put back the amenities that the other variant lacked.

When the German magazine Auto, Motor und Sport tested a Carrera RS 2.7 Sport, it reached 62 miles per hour (100 kilometers per hour) in 5.8 seconds, making this the first production car to achieve that speed in less than 6.0 seconds for the publication. A Touring model needed 6.3 seconds to hit 62 mph.

In addition to being the first seriesproduction Porsche with a rear spoiler, the Carrera RS 2.7 was the beginning of the brand putting tires in different sizes on a model available to consumers. The 15-inch wheels had 185/70 size rubber in front and 215/60 at the back.

Porsche built the RS 2.7 as a homologation special with the requirement of selling 500 of them to go racing in the Group 4 Special GT class. It turned out to be even more successful with a total production run of 1,580 examples. Of those, there were 1,308 in Touring spec, 200 Sports, 17 base examples, and 55 specifically outfitted for racing.

Porsche 911 Turbo S Road Test

Not just a Turbo or Turbo S. It's a Turbo S Coupe with Lightweight Package

8 Jul 2022 Article by: James Riswick (courtesy of Autoblog)

You’ll be forgiven for having a hard time keeping track of all the various versions of the Porsche 911. Telling them apart invariably requires reading what’s written below “Porsche” on the back (unless the owner has deleted it) or possessing nerdlevel knowledge of Stuttgart’s finest. Expand the subject into the historical realm and your head will be left spinning as a neverending parade of three-digit internal codes fill the discussion. Indeed, being a Porschephile is all about nuance, of precisely selecting the ideal, thinly sliced piece of rear-engined pie for your very specific tastes, needs and maybe budget (but probably not).

It is with that preamble that I introduce you to this Porsche 911 Turbo S Coupe with the Lightweight Package. The last bit is actually important, as it’s not like some package that adds heated seats and a Bose stereo. Nope, this $10,340 USD line item fundamentally changes the nature of the car. Basically, the thin 911 slice that is the new Turbo S Coupe gets Ginsued even more.

Sound deadening is removed along with the back seats. Lightweight full bucket seats that power-adjust for height, manualadjust fore and aft, and don’t recline at all, are included along with lightweight noise-insulated glass. Two Turbo S options also join the tally: the adaptive PASM Sport Suspension that lowers the car an extra 10 mm and the Sport Exhaust system finished in silver. In total, you save 66 pounds.

Yeah, that doesn’t seem like a lot, does it? And you really have to ask yourself whether those savings (and, you know, the 10 large) is worth all the extra noise. Because it is loud in this 911, with booming road noise far beyond what was already a pretty loud car. Perhaps it better allows you to hear that turbo flat-six wail and rattle, and that Sport Exhaust to sing its soulful tune, but again, not to an extent that would make all that tire roar worth it when cruising on the highway. And should you prefer to not drive bolt upright, those fixed-back buckets might get old. They certainly don’t encourage graceful ingress and egress.

Of course, 66 pounds can make a difference on a track where back seats and sound deadening don’t mean a lick. This can therefore be considered the track configuration for the 911 Turbo S, which would otherwise be the fastest, most capable road-intended 911. Thing is, doesn’t the 911 GT3 exist for those with weekend motorsports aspirations? It too has the lowered ride, lighter weight and deleted back seats, yet goes even further with a unique double-wishbone front suspension design and ball joints in place of rubber suspension connections for superior agility and feedback. Besides excelling at a track, it’s a helluva weapon to attack tight, twisting mountain roads.

For $26,000 more, this 911 Turbo S with the Lightweight Package counters the GT3’s extra suspension wizardry and lightweighting with pure, unadulterated muscle. It’s laughably fast, with a 3.7-liter turbocharged flat-six good for 640 horsepower and 590 pound-feet of torque. That’s 60 more horses and 37 more torques than the outgoing generation (aka the 991.2, by the way), and thanks to the dauntless grip of all-wheel drive and the super-human shifting of the PDK gearbox, it blitzes from 0 to 60 mph in 2.6 seconds in the Coupe (0.2 quicker than before). Go ahead and let that amount of time sink in. Better yet, time yourself saying that last sentence out loud. It should take about 2.6 seconds.

The GT3 does the same sprint in 3.2 seconds, but also goes about its acceleration very differently due to its naturally aspirated 4.0-liter flat-six that produces 502 horsepower at a soaring 8,400 rpm. It makes noises that’ll melt your knees and even allow you to control it with a six-speed manual should you really want the feels. And for the purposes of this track conversation, being free of a turbocharger theoretically yields more immediate throttle response. Yet, you’ll also be doing without 244 pound-feet of torque, which is more than many cars possess in total. In short, in a straight line, the Turbo S will smoke a GT3. So, if your go-to track has longer, faster sweepers and extended straightaways to let’er rip, the Turbo S is the way to go. A tighter, technical circuit? GT3, be it the standard version or wing-less GT3 Touring. And therein lies the point of this running pie slice metaphor: We’re down to choosing a 911 based upon the type of track you’re going to frequent rather than simply saying “yes” to “do you intend to take this to a track?” How’s that for nuance? Given the hefty bank accounts required to buy anything in the 911 family, it’s not out of possibility that “choosing” could just mean “choosing from a row lined up in your palatial garage.”

Anyway, once you stop obsessing over Weight Watchers slices of pie, you’re still left with a 911 Turbo S, which is notsurprisingly a breathtaking performance machine. Wooding the throttle will have your head rolling around that seatless rear compartment if it’s not screwed onto your neck tight enough. Acceleration is just absolutely vicious … but, only when you really call upon it. There’s a monster lurking back there, but it doesn’t draw constant attention to itself. One small twitch from your toe isn’t going to send you careering into a Dairy Queen. It can be quite tame and you’re able to drive sedately rather easily, which is in keeping with the Turbo’s traditional, grand-touring nature (and why the Lightweight Package ultimately feels anathema to it).

You barely have to use the brakes, because if you did, you’d either be going WAY too fast for the public road in question or something has gone terribly wrong. There’s a lighter-weighted, let’s say, more usable portion of the pedal you generally react with, but get on it, and you’re greeted with a firm, reassuring resistance that would indeed be superb for track use.

Handling? What can be said beyond it being one of the best cars, period, to tackle a road that twists and turns, regardless of whether it’s monitored by a constabulary or a man with a checkered flag. It just goes goes with grip, grip, grip courtesy the Turbo’s even wider track for this generation, a larger rear wing and a jungle’s worth of rubber. The all-wheeldrive system seals the deal by providing added peace of mind and prevents a good throttle whack from roasting the tires (or worse), but it’s still a very rear-biased system that tidily rotates the car in a manner that feels genuinely 911 in nature.

Does it have the best steering in the world? Well, no, that would be the GT3 or something exotic that’s yet to grace the Autoblog garage, but it’s at least in the vicinity of the podium. You feel every nuance of the road to the point that it even follows the topography of the pavement. Rear-axle steering is standard, and certainly contributes to the car’s exceptional agility, but you don’t notice it in the same way you do in a vast luxury sedan with a RWS system that can feel like a Disney attraction.

The ride? At slower speeds, and especially on more neglected pavement, the Turbo S with the Lightweight Package is not a pleasant car to putter about in. As speeds rise, however, Porsche’s suspension wizardry does its thing and you’re left with a compliant, sufficiently comfortable ride that never got tiresome despite several hours on the road. Ditto those fixed-back bucket seats, even though this driver fully admits that the recline angle basically mirrors my normal seating position. I also tend to like firm seats.

It’s also probably worth noting that for a car costing $223,230 USD, the interior underwhelms. Maybe it’s just the new design and the increase in finger-printcollecting piano black trim, but it looks and feels a bit cheap. And not just for the price. Tarting it up a bit using Porsche’s endless customization catalog would certainly help, as would deselecting that Lightweight Package box, but it doesn’t seem right that you have to. And if I’m to nitpick, the touchscreen’s icons/buttons are too small – basically the width of an average pinky, which makes them awfully hard to use when you’re wiggling and jiggling around on neglected pavement.

The interior issues are things you’d have to deal with in any Porsche 911, however, no matter which slice you cleave off. To be absolutely clear, though, providing such vast, nuanced customer choice is not a bad thing. If Porsche wants to create a 911 perfectly suited for tight, technical tracks built before 1974 in sub-tropical deserts with no fewer than 12 turns but no more than 19 and berms painted dusty green, why the hell not? Choice will never be a bad thing.

The Black-Tie Event is one of the premier social evenings of the PCSA social calendar where 80 plus members dress up in their formal wear and have an excellent night. This includes entertainment, spectacular food and wine, a beautiful setting and for the first time an auction to raise funds for The Food Barn.

The Food Barn supplies approximately 80 million meals throughout Australia to people who are struggling to provide one of the basic necessities of life, food.

The night started at 6pm with drinks in the foyer of the winery and music supplied by the Callisto Trio. Our Penfolds Ambassador for the night gave a short presentation on the history of Penfold Estate and then provided a tour of the cellars. Once the members who had been on the tour were seated, Vic Moore, the president of PCSA, gave a presentation on the club, both from a 2021/22 perspective and directions moving forward in 2022/23.

PCSA BlackTie Event At Penfolds Magill Estate

19 August 22

Article and Photos: Lee Fulton

We were spoilt with 3 spectacular courses of food including an entrée, main and dessert, with choices of Bresaola and King Fish for entrée, Roast Pork Belly, Beef Fillet, Market Fish for main and for dessert, Apple Cinnamon and Chocolate Bananas Dulce De Leche.

At the end of the entrees Chris Windsor, the Dealer Principal of PCA, gave a presentation on the progress of the renovations to the new site at Walkerville and the evolving strategic direction of Porsche, both nationally and internationally.

Main courses were accompanied by very positive feedback about the variety and quality of the food, with a broad range of beautiful wines and beers to accentuate the food.

There were many highlights of the night, but my personal highlight was the auction which raised $20,000 to go to The Food Bank to continue its invaluable work

supporting those in the community who are in need.

In particular, I would like to thank the sponsors for their amazing generosity on the night.

They included:

• PCA

• Cafasso Motor Body Repairs

• PCSA

• North Terrace Tyres

• RSR Sports Cars

• BUIK Motor Works

• Deadshort

• Winguard

• Splash Car Wash

• Richmonds

• Penfolds

• Ben Pierson, Jim Pierson’s son

• Dapper Chap Gin

• Iris and Cesar

• Deliver It

I would also like to thank Victor Velgush, Principal of Refined Real Estate, for doing an amazing job as the auctioneer on the night, leading to such an excellent outcome of $20,000 for The Food Bank.

It is also important to acknowledge the significant efforts of Pam who assisted me with the organisation of The Black-Tie Event, without whom it would not have been such a successful event on a number of levels.

Finally, it would be remiss of me not to highlight the generosity of the PCSA members on the night, who all dug deep and supported a charity which makes a huge difference to people’s lives in Australia.

Every year this function gets that little bit better so hopefully, if you were unable to attend this year, we will see you at the 2023 Black Tie Dinner.

19 July 2022

2023 Porsche Taycan updates add faster charging, touchscreen tweaks

The 2023 Porsche Taycan is getting a significant tech update and owners of older Taycans going back to the model's introduction will be able to reap the benefits, too. The major software boost includes improvements to the drivetrain's efficiency, an upgraded user interface, and improvements to thermal management. All in all, it's enough to eke out a decent amount of extra range from the car—31 miles on the WLTP cycle, according to Porsche. Here's the full rundown of what to expect. Perhaps one of the coolest parts about this software update is that all older Taycans from the 2020 through 2022 model years will be eligible to receive it for free. It's all software, so no extra equipment will need to be installed. All it will cost is time, as Taycan model line head Kevin Giek told The Drive at a journalist roundtable that the update will take about a day to install. Here's why the big update could be worth it for older Taycans, too.

Faster Charging, More Efficient

The Porsche Taycan has always been the EV you buy for fun instead of maximum range, but a couple of changes should help owners spend less time at a charger. Most notably, the front motor will de-energize in Normal and Eco modes on the all-wheeldrive cars for less parasitic load. The all-wheel-drive indicator on the dashboard will now show off the flow of energy when you're driving along as well. Furthermore, your recuperation settings will now be retained when you switch drive modes, so if you prefer your car to get the most out of its regenerative braking system no matter how you're driving that day, it'll remember that.

This means that the earliest 2020 model year cars can now operate as efficiently as a brand-new Taycan GTS after the update, according to Giek. That translates to a nice little bump in range, but Porsche said these changes haven't resulted in enough of a change to want to resubmit the Taycan to be re-rated by the

Article by: Stef Schrader (by kind permission TheDrive)

EPA over a simple software change. Still, knowing they can eke out a tiny bit more range through just software tweaks is pretty neat.

It should now take less time to reach a full charge, too. Porsche optimized the thermal management of the car to precondition the battery faster in order to spend more time at its highest 270-kilowatt charging rates. In other words, even if you come in with a higher state of charge, it should take less time for the Taycan to get to its fastest charging speed so you can get back on the road with a full battery even faster.

Giek was clear that Porsche hasn't changed its conservative approach to battery management. The Taycan isn't using a higher percentage of its battery power to increase the car's range or charging rates; it all comes down to updated algorithms used in charging and other software updates.

At the moment, Giek says they're concentrating on these heat management updates for charging, but when it comes to improving system cooling for track use, he merely said the company is "thinking about the possibilities" there. That felt like a "stay tuned" if there ever was one because I'd certainly love to see more hardcore Taycan action on track. It's the perfect vehicle for making passengers erupt in laughter from silly, brutal speed, after all.

More Colorful, More Responsive Infotainment

This should be a very welcome update for a car whose screen-heavy Porsche Communication Management infotainment system was one of the biggest surprises for me when I drove it last year. I, a known fan of physical buttons, found it shockingly easy to use, but the Taycan's user interface occasionally lagged a little. Judging by the comments on owner forums, I wasn't the only one who encountered those issues. This update is here to make sure the Taycan's PCM no longer feels like a 1.0 release.

Visually, the changes in the 2023 software update are pretty subtle. There are color icons now that should be easier to tap without taking too much concentration from the road, plus the revised user interface is even more configurable. Giek also confirmed that the PCM system had been optimized and stabilized to improve its startup and response times as well as to make the whole system more robust.

There's a revised heads-up display and new integrations for Android Auto and Spotify, and the Taycan can use Android Auto and Apple CarPlay wirelessly now. The navigation system can also search online for points of interest, and will also let you filter out charging stations by power output—just in case you're short on time and prefer to go for a fast charger.

Some Extra Hardware Just for 2023 Taycans

In addition to the big software update, Porsche also announced a couple of new available options coming specifically for brand new 2023 model year Taycans. The Variable Light Control electrochromic glass roof we loved on the Taycan GTS Sport Turismo is now available on all Taycan models that you can option with a panoramic roof. Furthermore, all Taycans will be hard-wired to accept front and rear cameras for the Porsche Dashcam system, which will be sold as an extra through Porsche Tequipment. A new polished and painted 19-inch Taycan S Aero wheel replaces the single-color Taycan Aero wheel on the options list, too.

More Over-The-Air Updates After This

Porsche reps who spoke at a media roundtable on the software package said that they intend for this to be the last big in-dealership software update for the Taycan for a while, at least. According to Giek, this update optimized many control units in the car in order to accept more over-the-air software updates in the future to put the ownership experience on par with the newer cars. Information as to when owners in the United States can get the free upgrade will come in the very near future, and owners should expect to be contacted when it's available. Either way, it sounds like a big enough upgrade to merit spending a day getting it done.

Drive to The Motor Museum, Birdwood

(With picnic lunch and free entry into the Motor Museum)

7 August 2022

After a very wet week and generally wet winter there was some trepidation about what the weather gods would serve up on our PCSA drive to the Birdwood Motor Museum.

Members met at the Feathers Hotel at 10.00am for a 10.30am departure time. As usual there were a variety of members both new and many others who have been in the club 5, 10, 15 and 20 years plus.

There was a tremendous range of vehicles from the 60’s, 80’s, 90’s and the 2000’s including: Boxster’s, Caymans, 911’s, an RS, a Taycan, GT4, Turbo and Derry Swan’s vibrant yellow 355 Ferrari convertible.

After much reminiscing and talking about our cars, family, health and possible travel,

at about 10.30am we headed off towards the Motor Museum, Birdwood via Uraidla, Balhannah, Lobethal, Mt Torrens, Tungkillo and Mt Pleasant, where we stopped for a short time for a chat and a comfort stop. Eventually at about 11.45am we arrived at the rear entrance of the museum, where we were met by a staff member to direct us to a parking space, avoiding the soggy soil. The lawns were very water sodden by the prolonged bouts of rain, so we all had to be careful not to get bogged.

Once parked, many members used their PCSA membership to gain entry to the museum free of charge. If you have not been to the museum for a while, it is worth the effort to visit the various displays, which are changing all the time.

Alternatively, you could wait until the 5th February 23, when the PCSA Show and Shine will take place at Birdwood. Hopefully you will be able to either enter your car or come along to join other members and the general public to support the PCSA.

On the 7th August, the day of the picnic, many people brought their lunch and others went to one of the 2 bakeries which are situated very close to the museum.

Pam and I would like to thank the members who took part in the event and encourage other members to join us at the Christmas Party at the Ashton Oval on the 20th November (more details to follow) or a drive through the Adelaide Hills then returning to Hazelwood Park for a picnic lunch on the 11th December.

Article by: Lee Fulton

Photos by: Pamela Fulton

The 2022 Porsche Macan Is a Sports Sedan Pretending to Be A Crossover

I’m going to say this now so I can get it out of the way: I don’t like crossovers. I don’t care who makes them. My dislike for them is broad and universal. However, certain exceptions can be made for crossovers that are engaging to drive. I know it might be blasphemous to like something that drives like a sports sedan but isn’t. I have to give credit where credit is due.

The Macan is good. It’s not perfect by any means, but it’s good enough to make me think that there should be more crossovers, as long as they drive like this. But that goodness comes with an asterisk.

What Is It?

In general terms, the Macan is the cheapest Porsche you can buy. That doesn’t seem to bother Macan buyers, though: Porsche told me customers for the midsize crossover are overwhelmingly women, with a median annual income of over $400,000 USD. Not your typical entry-level buyer. Since its debut in 2014, the Macan has risen to become Porsche’s best-selling model, with over 24,000 sold in 2021. While its driving dynamics are all Porsche, it rides on VW Group’s MLB platform, shared with various Audi sedans and the Q5 crossover.

Specs That Matter; Things Porsche Doesn’t Want You to Notice

PDK automatic with rear-biased all-wheel drive. Base pricing for the Macan starts at $57,500 USD for the base model and runs to nearly $83,000 to get into a GTS. But this is Porsche. You could probably get a base Macan up to the price of a GTS in options alone.

When you think of Porsche you think of performance. But Porsche went a bit light with the engines offered in the Macan.

The base Macan and Macan T get a 2.0-liter turbocharged four-cylinder with 261 horsepower. You may be saying, “I don’t recall Porsche making a turbo four-cylinder.” Porsche doesn’t. Known internally as EA888, this engine is most familiar from the VW GTI and Golf R, but has been used in everything from the Audi Q5 to the VW CC. It’s not a bad engine, but a VW-sourced engine doesn’t mesh well with Porsche’s premium image and the company can get a bit awkward when asked about it.

Higher trims of the Macan get six-cylinder power. The 2.9-liter turbocharged V6 gets either 375 hp in the Macan S or 434 in the Macan GTS. No matter the engine, the only drivetrain option is a 7-speed

What’s Good

This thing will have Issac Newton and Galileo Galilei spinning in their graves. There’s no reason a crossover should drive this well. I was baffled at how I could toss this thing in a corner, how it would rotate and power out with such poise. Turn-in is excellent and the 2.9-liter V6 is a gem. On the one hand, 400 hp in a family five-door was probably unfathomable less than a decade ago. On the other, in this world of high-horsepower vehicles with power you’ll never use on a daily basis, it was great to have a vehicle where the upgrade engine’s output felt just right. Turbo lag is nearly non-existent and the PDK transmission has lightning-quick shifts. Even better, it

With the right options, a 2022 Porsche Macan gives you everything you want in a sport sedan, plus the convenience of a utility vehicle.

feels refined; it doesn’t kick you in the back the way a lot of modern automatic transmissions do, to make you feel like you’re driving something aggressive and sporty.

When it’s not doing a sports sedan impression on twisty roads, the Macan is a decent crossover. I could see this thing making Costco runs or carrying my bikes to the beach with ease. In simple, normal driving it’s surprisingly comfortable. And with all the suspension settings and drive modes available, you can easily go from a leisurely cruise to attacking the back roads at the literal touch of a button.

The Interior

First off, there are too many buttons on the dashboard, which is par for the course with Porsche. What’s worse is, for the 2022 update, Porsche got rid of the physical buttons, replaced by touchsensitive haptic controls on a gloss black surface. Stay stocked with Armor All cleaning wipes because you’re going to need them. This finish is a magnet for smudgy fingerprints.

The Macan T, an all-new trim for 2022 is an excellent execution. Sport Chrono Package, Porsche Active suspension, black accents, and leather and cloth seats? Fantastic. But… keep reading.

The One to Avoid

Sorry I have to say this but skip the turbo four-cylinder altogether. It’s weak and doesn’t really fit with the rest of the Macan. And while I just praised the new Macan T for its great execution, this new model is let down by the fact that it’s only available with that four-cylinder. The Macan T has an agility that’s likely thanks to the adaptive suspension as much as the lower weight of the smaller engine, but the lack of oomph is disappointing. Plus, $60,000 or more for a Macan with cloth seats? Where’s the Alcantara?

Rear legroom is sport-sedan tight. If a driver is 6 feet or taller, they’ll crush whoever sits behind them. Also, the window openings are strange: Sitting with the driver’s window down and my arm on the sill, the window opening feels small, with the B-pillar sitting oddly far forward.

And this is a tiny nit-pick, but: Porsche’s gimmicky 911-shaped key fob feels a little silly when you’ll never take it out of your pocket, twisting a permanent dashboard switch to start the engine.

Verdict

The Macan can be great, provided you choose the right drivetrain and trim. Skip the base four-cylinder engine. The Macan T is a great idea on paper, but its agility is let down by a weak engine. If Porsche had offered a different (or simply more powerful) engine in the T, it would be perfect. But it’s hard to justify a nearly $64,000 base price for a four-cylinder Macan that doesn’t have the sport-sedan magic of its siblings. Especially when the Macan S is just a few grand more. The S and specifically the Macan GTS are two of the best-driving sporty crossovers on the market. Porsche worked magic with what they achieved in terms of driving dynamics in the six-cylinder Macans. If every crossover felt like this, every car enthusiast would be a

The base-model Macan is an even bigger compromise. This thing feels like a blatant lease special, designed to give you a Porsche badge without the performance. Throw it into a corner and those 19-inch all-season tires scream in agony. There’s a “sport” button, but it seems to do nothing but remind you that you should’ve sprung for the S. I’d rather a used S or GTS over a new base-model Macan.

Coming soon: Three all-new Porsche v Ferrari blockbusters

Next year, Porsche and Ferrari will renew a battle that was immortalized by Hollywood in the feature film Le Mans.

Steve McQueen starred in his homage to the 1970 race that cost him much of his fortune, his marriage and his passion for the sport, but he clearly felt compelled to tell the story of two automotive giants going toe-to-toe on one of the greatest competitive stages on earth.

In 2023, the centenary Le Mans 24 Hours will star brand new prototypes from Porsche and Ferrari as they again contend for overall victory.

Porsche has recruited America’s goldstandard race team – Team Penske – to run its 963 LMDh that aims to recreate the glory days of the 917 that McQueen so idolized. Ferrari will be an all-Italian affair, with its factory team AF Corse bringing a Hypercar to the party.

Who will prevail? The Teutonic Germans with their American partners and the sensibly cost-controlled LMP2-based chassis, or the Scuderia with its Italian flair and insistence on taking the Hypercar route because it offers more engineering flexibility?

Porsche has 19 overall Le Mans 24 Hours victories to its name, while Ferrari lags behind with nine – but hasn’t officially contested it as a factory entry in the top class for 50 years (last win: 1965). Porsche’s most recent triumph there was 2017, the third in a hat-trick of successes with its sensational 919 Hybrid.

If that’s not enough to whet your appetite, their battle is going to escalate on to the biggest motorsports platform of all: Formula 1.

While Porsche’s bid to partner with Red Bull in 2026 – in planned a 50% buy-in for 10 years – has fallen by the wayside, don’t expect it to give up on returning to the pinnacle of the sport. “The racing series nevertheless remains an attractive environment for Porsche, which will continue to be monitored,” is the official line.

There it will find Ferrari, the most renowned and successful F1 constructor of all time with 242 Grand Prix victories and a winning record that stretches back to 1951. In contrast, Porsche has one F1 victory to its name as a factory squad, Dan Gurney’s French GP success in 1962.

As an engine supplier, Porsche has 25 extra wins thanks to its successful partnership with McLaren and TAG in the 1980s.

Porsche engine used in the McLaren MP4-2C TAG

Wealth funds from Abu Dhabi, Norway and Qatar will be major investors – not bad for a business that was essentially family run for decades before being swallowed by the Volkswagen Group (the Porsche-Piech clan will retain stakes, by the way) in 2009.

Of course, Ferrari itself went public in 2015. As with many of these hugely hyped IPOs, it was initially viewed as a failure, with its stock price falling by 6% in the opening week – and then tanking by over 40% in the following months. However, this is classic Ferrari: It’s used to grinding through lean times on the track as well as huge success… Its stock price rebounded from an all-time low in early 2016 by over 400% by the end of 2019!

How Porsche’s next F1 entry will look is anybody’s guess – whether it attempts to build its own team or buys into (or buys out) a strong midfielder like McLaren, whose team manager Andreas Seidl is no stranger to Porsche, having run its Le Mans prototype program in the recent past. Or how about Williams, where a host of ex-Volkswagen Motorsport figureheads now reside?

Or might it even follow its sportscar project and team up with an American team, like the planned Andretti Global squad? Heck, how about Penske? It has exactly as many F1 wins as Porsche does!

And there’s one more battleground that Porsche is about to join alongside its Italian rival: the stock market. The order book on its estimated $9 billion initial public offering closes on Wednesday on the most anticipated ‘mega IPO’ of recent times – likely valuing the company at about $75 billion – despite global recession fears and sour markets due to inflation concerns.

The key to this is the soundness of its business model: Ferrari is all about exclusivity, and although it has ramped up its production numbers in recent years, its profit margins per car remain massive – probably by three times as much as Porsche, for example.

But Porsche has leapt ahead in the electric (and racing in Formula E, a series which Ferrari turned its nose up at) and SUV automotive sectors, underlining its adaptable engineering credentials and producing far more cars from its production lines.

Porsche now takes centre stage as it launches 911 million shares on to the Frankfurt exchange this week. Just like the battles against Ferrari on track that lie ahead, these Prancing Horse brands are bound to be compared as their stock fortunes rise and fall too.

Forget the movie Ford v Ferrari, there’s going to be an imminent remake of Porsche v Ferrari – only it’s not going to be on the silver screen but on the racetracks of the world… and the stock market.

Article by: Charles Bradley (by kind permission)

Photo by: David Hutson / Motorsport Images 28 Sep 2022

New Electric Luxury SUV

BMW iX rival will share Porsche's bespoke SSP Sport platform with next Taycan and EV Panamera

Article by: Greg Kable (by kind permission Autocar)

Porsche has confirmed plans for a new SUV model based on a new 'Sport' variant of the Scalable Systems Platform (SSP) architecture – a dedicated electric car platform set to be used by a number of different brands across the Volkswagen Group.

Plans for the new SUV model, which will be produced at the German car maker’s Leipzig manufacturing facility, were revealed in a long-term platform strategy update provided by Porsche chairman Oliver Blume.

It also reveals the upcoming thirdgeneration Porsche Panamera and secondgeneration Porsche Taycan will be based on the same SSP platform.

Blume said: “We plan to add a new luxury, all-electric SUV model to our attractive portfolio, which will roll off the production line in Leipzig. This will further expand our position in the luxury automotive segment. We are targeting the higher-margin segments in particular and aim to tap into new sales opportunities in this way."

Further details of the new SUV, which is set to be priced above the Porsche Macan and Porsche Cayenne when it is launched during the latter half of the decade, remain under wraps. However, suggestions are that it could be the unidentified car shown

as a design model in a presentation to a group of North American Porsche dealers late last year.

At the time, dealers described it as being “wider and larger than the Cayenne”. They also said it featured a “flat rear design, not anything like the Macan and Cayenne”.

The new SUV will introduce a seventh model line to the Porsche line-up, which currently includes the 718 Boxster/ Cayman, 911, Macan, Cayenne, Panamera and Taycan.

As well as revealing the plans for the new SUV model, Blume disclosed that Porsche has been granted the engineering lead for the new Sport variant of the SSP architecture.

The new Porsche-developed electric car platform draws on the “backbone” of the standard SSP structure, which is set to make its debut in 2025 with the launch of the production version of the Volkswagen Trinity – a Tesla Model 3-rivalling liftback likely to be sold under the ID 4 Saloon name.

Among the SSP Sport’s key developments will be high-performance electric motors and battery components, in a strategy similar to that set to be undertaken by Mercedes-Benz and its AMG performance

car division. It is also expected to support an 800V electric architecture and 350kW charging.

Autocar has been told the same platform is set to be used by upcoming electric models planned by Audi, Bentley and Lamborghini.

While Porsche’s new SUV model is set to be based on the SSP Sport architecture, Blume’s long-term platform strategy update presentation confirmed upcoming electric versions of the Macan and Cayenne will sit on the PPE (Premium Platform Electric) architecture due to make its first appearance with the launch the Audi Q6 E-tron.

Porsche also revealed the next Panamera is set to go electric in a move that will twin it with the second-generation Taycan. Whether both models will be sold alongside each other or amalgamated into one model has not yet been confirmed, although suggestions are that Porsche will continue with both models. Intriguingly, this latest announcement comes shortly after camouflaged Panamera prototypes were spotted winter testing, prompting speculation of a combustion-engined replacement - although it appears now that an extensive update to get the saloon to the end of its lifecycle is more likely.

7 July 2022

Here’s what it’s like to drive the new Porsche 963

prototype

Factory pilots Mathieu Jaminet and Matt Campbell talk to Ars about the new car.

Last month, Porsche used the Goodwood Festival of Speed in the UK to formally debut its newest model. It's not another 911, nor a new SUV; it's a hybrid sports prototype designed to win on the track here in the US and at Le Mans. You can tell the car has big shoes to fill just by looking at its name—Porsche is calling the new racing car the 963 because it's the spiritual successor to the legendary 962 that dominated sports car racing in the 1980s.

Mathieu Jaminet and Matt Campbell are currently contesting the IMSA WeatherTech championship in a GT car—a Porsche 911 GT3R that started life on the same production line as the road-going 911s. But next year, the pair will be among the Porsche factory drivers who have been chosen to campaign the faster, more complex 963 here in the US or in the World Endurance Championship (WEC).

"For sure, it's different," Jaminet explained. "It's faster, it's got some power and some downforce, but in the end, I always believe it's easier to make the step to something

[that is] quicker with more downforce and better braking performance and more power than going to something slower and with less grip, less downforce. It's always more difficult to downgrade than upgrade, for drivers."

Unlike the mighty 962 (or the 956 from which it evolved), the 963 is not entirely Porsche's own work, as it's built to conform to a set of rules known as LMDh (for Le Mans Daytona hybrid). At the core of the car is a central carbon-fiber chassis or spine built by the Canadian company Multimatic (the LMDh rules require an OEM to partner with one of four approved spine manufacturers: Multimatic, Dallara, Ligier, or Oreca).

Most of the rest is Porsche's work, including the engine—a twin-turbocharged 4.6 L V8 that is related to the engine in the 918 Spyder road car and the RS Spyder race car before it—as well as the bodywork and the car's electronics. But all LMDh cars have to use the same standardized gearbox, high-voltage traction battery, and hybrid electric motor/

generator, supplied by Xtrac, Williams Advanced Engineering, and Bosch, respectively.

From inside the cockpit, things will be reassuringly familiar to those who have been in the hot seat of a 911 GT3R or the faster 911 RSR (now retired from IMSA and in its last year in the WEC).

"One of the really nice points is that the ergonomics and a lot of the systems and characteristics are actually transferring across from the RSR to this one. The display and everything are very similar in many ways," Campbell said. "For sure, we have a lot more buttons and switches and toggles and everything like that, but the processes and the way we do things on the system side and the [steering] wheel is actually carrying across exactly the same. We just have a lot more to do."

"As Matt said, there is really a crossover from GT3R, RSR, to this car, where the dash, the rotaries [multifunction controllers]—it's all on the same basis," Jaminet added. "Also, where we put the

Article by: Jonathan Gitlin

radio button... all these things, we try to make it simple that it's always on the same position so when we jump from car to car, we're not lost."

The organizers of the 24 Hours of Le Mans are once again trying to slow the cars down in the name of safety, so the LMDh rules limit a car's downforce-to-drag ratio to just 4-to-1. And that's evident from inside the cockpit.

"It's definitely different than what we know from GT," said Jaminet. "Even if we have very little LMP2 experience, it's also way different than the LMP2 car. [LMP2 is another category for more standardized, slightly slower sports prototypes from which LMDh evolved.] So, I think it's really a mix between the LMP2 and the GT—and an RSR, let's say. From the first impression, it didn't feel like a complete new experience."

Neither Campbell nor Jaminet drove Porsche's last electrified prototype, the 919 Hybrid, so they'll have to adapt to the differences that electrification makes to a car. The 963 won't race until next January's Rolex 24 at Daytona, but Porsche and the Penske racing team (which will campaign two 963s in IMSA and another pair in the WEC) have already completed more than 4,900 miles (7,889 km) in testing.

Some of those miles have been spent working out the best way to deploy the hybrid system's power, either automatically based on a throttle map or on-demand when the driver wants an extra boost. "Basically, we can do anything we want in that range because even in testing in a session, we've been changing different strategies for the [hybrid] system," Campbell said. "So this is something we're still both learning together as a team and how these things work and operate."

"It's different in the way that it's deploying the energy and recovering it as well," Jaminet said. "It's obviously quite different to what we're used to because it's having such a big influence in the car. And this is something we're still working on and getting a feeling for because it is so extreme. Even the smallest of changes is affecting the car so much."

As with other hybrid racing cars, perhaps the hardest thing for the engineers to perfect is imbuing the brake-by-wire system with enough feel for the drivers to extract the maximum out of the car. "It's just different, the way the car brakes with the brake-by-wire and the amount of battery that you have at that moment when you brake and recoup," Jaminet explained. "But in the end, it is still a car. It's got two pedals and a wheel."

As with the 956 and 962, Porsche is planning to sell customer cars and race them itself (in partnership with Penske). Production numbers will be much smaller than with the prototypes of the 1980s— Porsche built more than 80 customer cars, and other constructors like Kremer and Richard Lloyd built their own chassis.

do two customer cars in '23 and maybe two additional ones in 2024," said Volker Holzmeyer, president and CEO of Porsche Motorsport of North America. "That's our planning and that's the same figure for WEC. If we have, in both series, a maximum of four to five cars, that's our plan."

Initially, those customer cars will go to the Minnesota-based JDC Miller Motorsport (to race a car in IMSA) and to Jota (to run in WEC). Even allowing for inflation, the price tag is a lot heftier than the machine from almost 40 years ago—$2.9 million compared to around $300,000 back then (approximately $815,000 in 2022 dollars).

"But that's the overall amount, and as long as the customer is running, our service is always included," Holzmeyer said. "We will have spare parts on site. We will have an engineering truck on site with five to seven engineers. We will figure out now with the teams what they think is needed—we have an idea; we'll double-check with them. But that service is always there, and it's always done for free."

"We built up the structure that we can

Bore and Stroke, there is no substitute for horsepower! Part 2

The saga continues with an engine build for a 30-year-old 5 litre quad camV8

Article and Photos: M Coupe

Last edition I covered off the situation of having the time of my life running around Bathurst and finally exploited the design limits of the 928 oil feed capability and destroyed a big end bearing. The decision after much deliberation was to go all out and obtain the horsepower this beautiful car deserves. With the main components sorted it’s time to assemble the long motor where I quickly found the standard head gasket options just aren’t suitable. 104mm GTS competition graphite gaskets seemed poorly manufactured, out of round by more than 2 millimetres and overhanging the bore in some places was just not a comfortable place to be, these items are key and make sure the heads seal to the block and are exposed to a lot of stress. Custom made 105.5mm MLS (multi-layer steel) head gaskets by Cometic were an awesome find accurate and a quick turnaround from USA. I was keen to seal this baby up and progress with the build.

HP after 18 months, more than offset for the show pieces and closing the motor continued.

The Marriage of cylinder heads to block.

It’s amazing how small the block is in comparison, or how big the heads are. The head tightening procedure began and was amazing to reflect on just how big the cylinder heads are.

With freshly ported air ways and new, bigger vales, the heads just felt too clean to ruin with combustion, same goes for those amazing ceramic topped pistons. I guess it’s just nice to see it all new and clean and the anticipation of additional

I mentioned last magazine the thought was I’d purchased all the big dollar items, crank, rods, pistons, and you think you’re on the home straight.

I think the most surprises were to come. I needed 4 camshafts, 32 valves and 32 cam followers (at the time of the build, Porsche Cam followers were $132 USD each). Luckily Audi used the same dimension cam follower in later models, all you need to do is disassemble the item, remove a spring and you have a perfect modern light weight version for about $20 each, phew…

The cams were remodelled to my spec in QLD at Tighe Engineering, all 4 for the price of one new GT spec cam which doesn’t provide anywhere near the amount of modification I was after. This was probably the most nervous part of the build, increased lift and maximising duration, trying to measure it to ensure there is no interference with the pistons was very difficult, unknown and untested but the theory was sound and if correct, in

the words of Anthony Sullivan “producing some Mumbo!”

Anyway, I recount a series of old crusty heat affected bits, not me this time, front ancillaries, hoses, fuel lines sensors, connectors and the list just kept on coming.

I’m glad there is a large volume of these cars in the US, that was the target market, and even though they are left hand drive, most of the parts are common. Not always cheap though. Most items, luckily, purchased ahead of the freight cost explosion which on reflection would have really hurt the budget. Not sure exactly what the budget was, and no one needs to know.

My 30-year-old water pump remarkably, still felt like new but needed to be replaced as an insurance policy and research on the different brand cam belts and their stretch characteristics allowed me to minimise this issue and replace the expensive Porsche 928 pretensioner with an Audi system. Who new different cam belts have different stretch over time? Who knew someone would do this research? .... and document it! Who knew a simple pretensioner system was used by all the

guys building race engines in the US? And a mounting bracket was available. Awesome!

The bottom cam belt support bearings were shot and the replacement available was a full carrier system, significant dollars, but saved by having my own workshop and local bearing supplier refurbished like new for $20.

Awesome new .04 level cam sprockets, I feel much more relaxed about pushing this old girl hard!

Challenges maintain their presence throughout the build, non-less evident than the Covid on-line ordering frenzy which continues to upset the household with “it’s another delivery for you!”

Well I never thought I would see the day when I plugged a lap top into the back of a 1980’s Ferrari, but I also never imagined I would need such delicate tools to accurately set the 4 cam timing on a 6.55l Porsche engine…..what a buzz. Setting the timing in the cold state using a needle point tool. One side has to be set at zero degrees TDC and the next which is the follower side has to be set 0.5 to 1.0 degrees advanced different to compensate for the belt stretch, seems to work, and a nice little tool to help set it.

All new water pump, bearings belts and pretensioners, ready to go.

Now a special mention to John Cummings who managed a complete CFD analysis on the S4 intake system and this little gem removes a cavitating dead spot from the throttle body and significantly improves the responsiveness.

And yes, it does work, you can feel the difference in response when you accelerate.

A simple 1mm plate shaped and curved into the throttle body to provide a nice, laminated flow each side of the butterfly. I hand laid the slots in the throttle body to take the plate and then made up the plate to fit. Gotta love computer aided design.

Some things must be genuine Porsche though and after inspection of the Cam sprockets, I was destined to replace with new. Again, research highlighted that the original coating applied in the 80’s wasn’t the best and a later part number was released with improved wear resistance as high-tech coatings became available. The old cam sprockets develop sharp edges on the teeth after many miles of wear and can cause premature belt failure, which is a disaster on any engine, especially one designed with a valve interference condition if it goes wrong. Timing is everything and I needed 2 expensive cam sprockets to bolt on to set the timing and didn’t want to risk the key to longevity that is cam belt performance. Well worth the number too high to publish in case my wife reads this!

Worn teeth developing sharp edges shown below result in premature belt failure and an expensive repair.

Same goes for setting the cam shafts.

Not only do you have to get the timing belt correct you have to set each bank of cams correctly too. The cams are driven by the cam sprockets but the one cam drives the other via a chain connection which has a hydraulic tensioner. I pointed out last article that some of these were falling apart, even blocking oil return galleries.

New race spec chains, new tensioner guides and a custom cam profile tool to aid alignment was a great investment to help me build my first Porsche motor and quad cam V8.

Probably the most nervous of assembly processes given the money invested and complexity, but you do get the option to rotate the engine when assembled to ensure no interference conditions exist.

Classic petrol fire waiting to happen. Cracked but serviceable fuel pressure lines, just waiting to ruin your newly refurbished project……….another on-line order! But cheap insurance.

So almost ready to shoehorn back in! Including a few more new pulley’s belts to add to the bill

So ready to connect and see if it actually fires up.

A major deliberation was a question around the Engine Management System and standard Engine Control Unit driving the fuel delivery. Probably the second most nervous item to consider. All this work relying on 80’s technology to run the fuel and ignition system. At least give it a go!

All in ready to add the fuel injection system and hope the standard 928 ECU allows the engine to run and the big question aside from the mechanicals. Does it run

lean and burn out the pistons and valves. Much as I’m adding significant volume to the combustion chambers, my theory is also making it breath and use the fuel more efficiently, increased flow, increased

compression, less hard work for the same output should allow the EMS to deliver a controlled burn and HP increase……

So, if everything runs OK and delivers a respectable HP output I’m in trouble. The faster you go the more braking capacity you need, the more HP you generate, the more heat and energy you need to manage. Next, I will be working out the cooling and brake upgrades and see if the rest of the car is up to the challenge. I expect it will need to handle at least a 30% increase in power from 310 to 420 hp Experience, something you get immediately after you really needed it!

No time to stop, except for a quick thread repair to hold the power steering pump.

Ready to go and experience that tight squeeze back into the engine bay.

A new flex plate installed

PCSA Earl of Leicester Pub Dinner

Another successful pub dinner was enjoyed at the Earl of Leicester Hotel in Parkside on the 2 September, led by our fearless social director, Lee Fulton. We were spoilt with an extensive menu of local food and wines, making it hard to choose between the Guinness Pie, Duck and Fennel sausages and a huge selection of Schnitzels just to name a few, all washed down with a bottle of Rockford’s and great company…what more could any discerning Porsche owner want on a chilly Friday night!

Our long table was filled with a lively, friendly mob of about 25 Porsche members who were more than keen to chat about all things Porsche, family, travel and life in general. It was a fun night and a great chance to meet new like-minded people and get to know others that little bit better.

It was a particular treat to meet such club legends as Joy O’Connor and Ray Pryor and Vic Moore. We learnt that both have been passionate Porsche owners and long-standing club members since its inception in the mid 1970’s. Vic, Porsche Club President, has been a member of the Porsche club for almost 30 years and Joy and Ray have been members for 28 years; a total of almost 60 years combined…. a great feat since Porsche has only been in Australia for 75 years! They would have certainly seen a lot of changes in Porsche during their time. I wonder if we could entice them to give a talk about their experiences with Porsche over the years at our next pub dinner. Now that’s one not to be missed! Look forward to seeing you all at the next event.

Article and Photos: Susan Vogel

Porsche’s Future Depends on Higher-Dollar Variants of High-Dollar Sports Cars

19

Sep 2022

Article by: Stef Schrader (by kind permission)

The endless list of options on Porsche's online configurators isn't just fun to play with. It's also highly lucrative for Porsche, and along with special editions and upmarket trims, it's a key source of profit that Porsche is banking on for future success according to the company's initial public offering (IPO) prospectus released Monday 19th.

The prospectus is a document released alongside an IPO that describes a company's operations in depth alongside the terms of the IPO and anything else they want to tell investors interested in purchasing shares of a company. For a car company, a prospectus often includes some insights on recent and future products and overall company strategy. Porsche's prospectus makes it loud and clear that they've taken the hot markets

for GT-car allocations and paint-to-samplefocused Instagram’s to heart, and states proudly that they're looking to cater to high-end consumers.

Demand has grown for special edition Porsches in recent years, the prospectus notes, and Porsche wants to ride that wave all the way to the bank. "The share of vehicles with a selling price of over EUR 200,000 increased significantly between 2019 and 2021 in part due to increasing deliveries of GT and Special Edition models and increasing penetration of Porsche Exclusive Manufaktur," reads the prospectus.

Porsche Exclusive Manufaktur allows customers to heavily customize their Porsches, and sometimes they work on limited-run models like the recent Porsche

911 Sally Special as well. The prospectus calls out the 911 Sport Classic—another special edition designed by Exclusive Manufaktur—as an example of a car that sold out quickly with its 1,250-car limited run and $273,750 base price, so it's safe to say we can expect Porsche to play around more with limited editions like it in the future.

Yet the prospectus also notes the success of its higher trims and standard but still lengthy options list, noting not only the vast difference in price between a basemodel Porsche and that model's highest trim but also the overwhelming popularity of extra options on top of that.

"On average, across its six model lines, there is a premium of over 100% between the price of the entry-level model and the top-end model with price points over EUR 200,000 on selected models," the prospectus reads. "In 2021, only a minority of customers purchased entrylevel models without further options and customization."

The prospectus includes a pricing table of each model's pricing in Germany that compares the base model price with a model's highest trim—for example, the price of a standard Taycan versus a Taycan Turbo S Sport Turismo, both excluding VAT and further options—and frankly, it's wild.

This holds up in the United States, too. The Macan is the cheapest model sold here and the least extreme example, starting at $57,500 USD before taxes, fees and options, but its highest Macan GTS trim starts at $82,900. Yet the 718-model range is where it devolves into absolute ridiculousness, with a base 718 Cayman starting at $63,400 USD before taxes, fees and options, and its highest model, the 718 Cayman GT4 RS, starting at $149,100— nearly three times the base car's price.

The wide range of available models combined with that famous options list has contributed heavily to Porsche's bottom line in recent years. Per the prospectus, sales of cars that sell for over $200,000 after options in the United States have jumped 18% from 2019 to 2021. In Germany, sales over

€200,000 jumped 33% in the same timeframe. In Germany, customers in 2021 paid an average of 20% over Porsche's base MSRP for options and customization. This is the company that figured out how to get customers to pay to leave things off a vehicle, after all, but it is wild to see exactly how much Porsche buyers will pay to option a new car exactly how they want.

So, while I'd personally love to see an even cheaper Porsche come out—944 revival, anyone? this prospectus makes it clear that Porsche's product strategy is focused on the opposite end of the market. If you're bummed that you missed out on the last limited-production special 911, though, don't worry—there will almost certainly be more of those, and they'll probably even encourage you to colormatch it to your cat!!

Fun fact: The average German Porsche buyer paid 20% over MSRP on options and customization alone last year.

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

Motorkhana 3 11 September

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PCSA Round 3 Motorkhana Championship Results 11th

September 2022

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Purposebuilt for performance: the new Porsche 911 GT3 RS

17 Aug 2022

Article & Photos by: Porsche Newsroom

The road-legal high-performance sports car takes full advantage of technology and concepts from motorsport (911 GT3 RS: Fuel consumption* combined (WLTP) 13.4 l/100 km, CO emissions* combined (WLTP) 305 g/km, Fuel consumption* com bined (NEDC) 12.7 l/100 km , CO�� emissions* combined (NEDC) 289 g/km). Even beyond the high-revving naturally

aspirated engine with racing DNA and intelligent lightweight construction, it is, above all, the cooling and aerodynamic systems of the 911 GT3 RS that connect it most directly with its motorsport brother, the 911 GT3 R.

The new Porsche 911 GT3 RS makes no secret of its intentions: it is uncompromisingly designed for maximum performance.

Central-radiator concept inspired by motorsport –the foundation for active aerodynamics

The basis for a significant performance boost is the concept of a central radiator – an idea that was first used in the Le Mans class-winning 911 RSR and subsequently in the 911 GT3 R. Instead of the three-radiator layout seen in previous cars, the new 911 GT3 RS relies on a large, angled centre radiator in the car’s nose, positioned where the luggage compartment is located on other 911 models. This has made it possible to use the space freed up on the sides to integrate active aerodynamic elements. Continuously adjustable wing elements in the front and on the two-part rear wing, in combination with a number of other aerodynamic measures, provide 409 kg of total downforce at 200 km/h. This means that the new 911 GT3 RS generates twice as much downforce as its 991.2-generation predecessor and three times as much as a current 911 GT3. At 285 km/h, total downforce is 860 kg.

A drag reduction system (DRS) is fitted in a production Porsche for the first time. To achieve low drag and higher speeds on straight sections of the track, the DRS allows the wings to be flattened out at the push of a button, within a specific operating range. The airbrake function is activated during emergency braking at high speeds: the wing elements at the front and rear are set to maximum, creating an aerodynamic deceleration effect that significantly supports the wheel brakes.

The look of the new 911 GT3 RS is characterised by the large number of functional aerodynamic elements. The most prominent feature of the GT sports car is the swan-neck-supported rear wing, which is significantly larger in

all dimensions. The rear wing consists of a fixed main wing and an upper, hydraulically adjustable wing element. For the first time on a Porsche production vehicle, the upper edge of the rear wing is higher than the car’s roof. In addition, the front end of the 911 GT3 RS no longer has a front spoiler, but instead features a front splitter that divides the air flowing over and underneath. Sideblades accurately direct air outwards. Front wheel arch ventilation is provided via louvred openings in the front wings.

Inlets behind the front wheels, in the style of the iconic Le Mans-winning 911 GT1, reduce the dynamic pressure in the wheel arches. Sideblades behind the intake ensure that the air is directed to the side of the vehicle. Air from the centrally positioned radiator flows out via large nostrils on the front lid. Fins on the roof direct the air outwards, ensuring cooler intake temperatures in the rear. In the new 911 GT3 RS, the openings in the rear side panel are used exclusively to improve aerodynamics and not to draw in process air. The rear wheel arch also features an intake and a sideblade for optimised airflow. The rear diffuser comes from the 911 GT3 and has been slightly adapted.

Track suspension that can be adjusted from the cockpit

Even the suspension comes in for aerodynamic attention. Because the wheel arches of the new 911 GT3 RS are subject to powerful airflows, the components of the double-wishbone front axle are designed with teardropshaped profiles. These aerodynamically efficient links increase downforce on the front axle by around 40 kg at top speed and are otherwise only used in high-end motorsport applications. Because of the wider track (29 millimetres wider than the 911 GT3), the double-wishbone front axle links are also correspondingly longer.

To ensure that the downforce balance between the front and rear axles is maintained even when braking from high speeds, the suspension engineers have significantly reduced pitching under braking. On the new 911 GT3 RS, the front ball joint of the lower trailing arm has been set lower on the front axle. The multi-link rear axle has also been adjusted, with modified spring rates. The driver assistance systems and rear-axle steering also have an even more dynamic set-up here.

The 911 GT3 RS offers three driving modes: Normal, Sport and Track. In Track mode, the basic settings can be individually adjusted. Among other settings, the rebound and compression damping of the front and rear axles can be adjusted separately and in several stages. The rear differential can also be adjusted via rotary controls on the steering wheel. This is done quickly and intuitively with an operating and display concept also borrowed from motorsport. Four individual rotary controls and a button for the Drag Reduction System (DRS) are located on the steering wheel. These rotary controls are clearly displayed via graphics in the instrument cluster during the adjustment process. The 911 GT3 RS also features the track

screen already familiar from the 911 GT3. At the touch of a button, the driver can reduce the digital displays on the two seven-inch side displays to essential information only. The gearshift indicators to the left and right of the analogue tachometer have also been taken from the GT3.

High-revving four liter sixcylinder boxer engine

The 4.0-litre high-revving naturally aspirated engine has been further optimised compared with the 911 GT3. The increase in power to 386 kW (525 PS) is achieved primarily via new camshafts with modified cam profiles. The single-throttle intake system and the rigid valve drive are derived from motorsport. The seven-speed Porsche Doppelkupplung (PDK) has a shorter overall gear ratio than the 911 GT3. Air intakes on the underbody ensure that the transmission can withstand even extreme loads during frequent use on track. The 911 GT3 RS accelerates from zero to 100 km/h in 3.2 seconds and reaches a top speed of 296 km/h in seventh gear.

Aluminium monobloc fixed-calliper brakes with six pistons each and brake discs with a diameter of 408 mm are used on the front axle. Compared with the 911 GT3, the piston diameters have been increased from 30 to 32 mm. In addition, the thickness of the discs has been increased from 34 to 36 mm. The rear axle continues to be fitted with 380-mm brake discs and four-piston fixed-calliper brakes.

The optionally available Porsche Ceramic Composite Brake (PCCB) has 410-mm discs on the front axle and 390-mm discs on the rear axle. The new 911 GT3 RS comes standard with forged light-alloy centre-lock wheels. Road-legal sports tyres measuring 275/35 R 20 at the front and 335/30 R21 at the rear ensure a high level of mechanical grip.

Lightweight construction all the way

Intelligent lightweight construction has been a basic principle of all RS models ever since the legendary 911 Carrera RS 2.7. Thanks to an array of lightweight construction measures such as the extensive use of CFRP, the 911 GT3 RS weighs in at only 1,450 kg (kerb weight according to DIN) despite many larger components. The doors, front wings, roof and front lid, for example, are made from CFRP. Lightweight CFRP is also used in the interior, for example in the standard full bucket seats.

Available with Clubsport and Weissach packages

When it comes to its interior, the new GT sports car is finished in typical RS style: black leather, Racetex and carbon-weave finish characterise the purist, sporting ambience. The 911 GT3 RS is available with the Clubsport package at no extra cost. This includes a steel rollover bar, a hand-held fire extinguisher and six-point seat belts for the driver.

The Weissach package, which is available at extra cost, involves considerably more. The front lid, roof, parts of the rear wing and the upper shell of the exterior mirrors feature a carbon-weave finish. The front and rear anti-roll bars, the rear coupling rods and the shear panel on the rear axle are made of CFRP and contribute to a further enhancement of the driving dynamics. The rollover bar, constructed for the first time from CFRP, saves around six kilograms compared with the steel version.

Another highlight of the Weissach package is the PDK shift paddles with motorsport-derived magnet technology. This makes gear changes even more dynamic thanks to a more precise pressure point and a clearly perceptible click. Optionally available with the Weissach package are magnesium forged wheels, which save another eight kilograms.

Super Sprint 6The Bend 21 August

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