Porsche Report October - December 2021 by Composite Colour

OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA INC

Vol 46 Number 4: Oct - Dec 2021

t r o p PORSCHE e R

www.pcsa.asn.au

Oct - Dec 2021

PORSCHE

REPORT

PORSCHE t r o p e R

OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA INC

Volume 46 Number 4, Oct-Dec 2021

contents 3.

F ro m t h e E d i t o r 3 6 .

Sprint Mallala

P re s i d e n t ’s R e p o r t 3 8 .

We e k e n d a w a y

P C S A A d v a n c e d D r i v i n g D a y

40.

Te c h n i c a l - PA S M

10.

To w e r H o t e l D i n n e r

41.

A d e l a i d e R a l l y – To m K l a v e n i e k

14.

C a y m a n G T 4 R S 4 3 .

Bigger SUV?

17.

F i r s t d r i v e M i s s i o n R

44.

Cayman GT4RS Clubsport

21.

C l a s s i c 1 9 5 6 P o r s c h e 3 5 6

46.

Ceramic coating – what is it?

22.

P o r s c h e H y b r i d

47.

Porsche 993 Book Review

25.

M o t o r k h a n a 4 8 .

Adelaide Rally and PCSA

26.

P C A E v e n t a t T h e B e n d

To p 8 R a r e P o r s c h e s

28.

P o r s c h e C l u t c h 5 3 .

Porsche Safari

30.

Ta y c a n G T S 5 7 .

R o l l o f H o n o u r

32.

J a m M o t o r s p o r t - A d e l a i d e R a l l y

58.

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

35.

L M D h f i r s t v i e w

60.

Tro p h y W i n n e r s f o r 2 0 2 1

our supporters

51.

6 1 .

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

F i r s t m o t o r s p o r t t ro p h y

Page 55

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

Page IFC

B u i k s M o t o r w o r k s P a g e 5 5

Richmonds Classic and Sports Cars

Page 6

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

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

Page 29

Page 57

C o l l e c t i n g C a r s P a g e 1 3

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

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

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

C u t l e r B r a n d s Page IBC

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

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

Page 10

Page 57

Tr a d i n g G a r a g e P a g e 8

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

Ve n e rg y P a g e 4

J a m M o t o r s p o r t P a g e 1 0

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

Page 29

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

Oct - Dec 2021

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From the Editor Chris Baldwin Magazine Editor Hello readers and Happy New Year. First, my apologies to readers for the lateness of this edition of Porsche Report – I would like to say it was because I wanted to make this, my first edition, special, but sadly that is not it. The ubiquitous computer gremlins and mysteries of the cloud decided to collude to force me to have to rebuild most of this issue at the eleventh hour in order that you have an edition to read. My bag! The last quarter of 2021 seemed to go very quickly and as so often happens, I find myself asking ‘where has the year gone?’ Perhaps this feeling is, in no small part, due to a busy year for the PCSA, as we all moved to a supposedly safer and more open Covid-19 environment, only to find that Omicron arrived as Delta waned. Despite all that, the number of events the PCSA committee were able to successfully hold during the last quarter of the year was impressive. We have attempted to cover the activity in this Porsche Report edition and hence provide you with a true sense of the Porsche brand globally, Porsche Club activity and the Porsche community in South Australia. There has been a spate of new models released this quarter, not least the innovative all-electric sports car with impressive performance and a sensational amount of space, the Porsche Taycan Cross Turismo, and the brand’s first Cross Utility Vehicle (CUV). We saw more detail on what it is like to drive the Mission R Concept together with the release of the exciting new 718 Cayman GT4RS and Cayman GT4RS Clubsport. More information on these exciting vehicles can be found in this edition. One aspect of the many PCSA events and social activity of the Club that strikes me is the significance of the support and contribution made by the female members of the club, both directly and indirectly. However, there is a relative lack of representation by our women members, and women owners of Porsche cars in general, in motorsport events. Why is this and how can we address it? Without a doubt many women own Porsches. And we know that women love to drive Porsches, as was evident at The Bend in October, at an event hosted by the Porsche Centre Adelaide. PCA has an article about this event in this edition, and it is obvious that everyone enjoyed the experience immensely, having an opportunity to be out on the track with coaching from highly skilled performance driving instructors. This experience was further reinforced by the account

of the Advanced Driving Instruction Day organised by the PCSA, shared in an article by Annabelle Edkins. In response to an observation that, despite track events being held around the country, there were relatively few women drivers, the Porsche Club of America introduced a High-Performance Driving Clinic (HPDC) specifically for women. Participants were allowed to use their Porsches as well as other cars, learning skills such as how to place the car in a spin, then catch a slide in a safe environment. The drivers were encouraged to ‘manage their senses’ in terms of using their eyes, their feet, their hands and yes, their butt to understand how the car is responding to the impact of their driving inputs. Participants in the HPDC were then given the opportunity to further participate in a High-Performance Driving Event which was designed to be both fast and fun. The main benefit has been more women participants in motorsport events and improved confidence in driving skill and technique, specifically on the track. This type of program is something that I believe we could develop in South Australia. The Club is keen to explore this further and invites feedback from our women members. We cover the result of intrepid Porsche driver, Renee Brinkerhoff, and her attempt to be the first to race her modified Porsche 356A across 356 miles of Antarctica. The Sprint events and 2021 trophy presentation for our motorsport participants is also covered and there is an article on the Porsche involvement in December’s Adelaide Rally, contributed by our friends at Jam Motorsport, as well as a personal viewpoint from Tom Klaveniek and his 356. From both a social and driving perspective we cover the very successful Weekend Away, the Porsche Centre Adelaide event at The Bend and the annual Christmas Party. There are also some Technical articles and a recent book review on the 993. We can be excited by Porsche giving its LMDh hybrid prototype, built to race in the WEC and IMSA WeatherTech Sports Car Championship for 2023, its first shakedown in December. We have some early photos of the LMDh prototype in the magazine.

“Porsche Report” is the official magazine of The Porsche Club of South Australia Inc. (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Chris Baldwin Mobile: 0434 231 840 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au

Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2021 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au

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

Lastly, I intend to have a ‘Letters to the Editor’ section in future so please send me any comments, observations or suggestions to christopherbaldwin752@ gmail.com

Vol 46 Number 4: Oct - Dec 2021

Chris | Editor

www.pcsa.asn.au

Oct - Dec 2021 5

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Dear Members It does not seem that long ago that I was talking about the start of the year, and here we are in May 2021 Dear Members already. As you would be aware major event for the aAsecond AGM was held Porsche Club of SA held at the Bend Motorsport in December 2021 to Park over the Easter long week-end, Goodto allow due process Friday and Easter Saturday was a resounding be followed to re-elect success. Although sixteen of our friends from the Committee (see the the Porsche Club of Queensland were locked July-September Porsche out of the event, thosereport who were fortunate for details). enough not to be affected by Covid19 still state clubs, alongcommittee with our Irepresented am pleased other to announce that your large home state contingent. has been re-elected with an additional general committee member joining the team. Darien Herreen and his Motorsport team are to congratulated for thethe enormous amount Ibe would like to introduce committee who of time all andbeen effort that they put intosince the Porsche have working tirelessly our last ClubsinofSeptember, Australia Easter event, notclub once but AGM to ensure that activities twice!!!! Why time the event continued to twice, benefitthe all first our members. Please was scheduled Easter 2020 and then remember all ourforcommittee members areof course Covid19 caused the majorto disruption volunteers and join the committee further the club support development of theat to all of and us and so thethe event was cancelled Porsche Marque forneed the members to enjoy. short notice. I also to acknowledge the incredible support from The Bend Motorsport Those members Johnny Park and Chariseare, Bristow forFricke all the (Vice background President), Darien Herreen (Secretary/ work to allow the event to be rolled over to Motorsport Director), 2021. However, that Steve did notThiele mean(Treasurer), Darien’s Doug (Webmaster), Lee Fulton work McPherson stopped there. It was basically start (Social Director), Baldwin (Magazine again with all the Chris re-organisation, planning and Editor), General Mark James scheduling and committee, the final result wasCoupe, an event Law, Wirthenson Halley. whichPeter will continue intoand the Donald future each Easter. Just a note at this point that I also need to Since September, a driver session acknowledge, Darien as antraining employee of Qantas organised by Johnny Fricke was had to juggle many situations at held workwith while the of targeting non-competition drivers, stillaim trying to negotiate the future of the event partners and siblings. It was a great success and he acquitted himself in exemplary style in and be refined andthank run again withbehalf the aim of bothwill roles as always, you on of all boosting our female participation rate. The Club members Darien. is looking at promoting a greater participation rate our female members in many of the MarkofCoupe was another of the Motorsport Motorsport activities and are seeking your team who made the competitors most welcome feedback to ensure we meet your needs. with his excellent service at the front desk and the great job in form up and of course Itthe was extremely pleasing see the support for Darien. AstoI said the feedback participation of our members in the Shannons’ and general comments from competitors, Adelaide Rallysupport held in groups the Adelaide Hillsextremely environs visitors and has been at the end and of November 2021. Atoteam of 2022 satisfying we look forward Easter Porsche Clubofmembers, numbering twenty-five when more our interstate clubs will be joining cars (all Porsches) represented the Club us for the next chapter of Porsche Clubsinofthe Rally with at a total of fifty drivers and navigators. Australia The Bend. The pleasing number of female participants either or sharing roles, was If you driving, were notnavigating, a competitor our Social ten out of the fifty. All team members Committee members, but mainly Leeacquitted Fulton, themselves the highest standard of members driving organised atolunch run to the Bend for behaviour and respect befitting the Club andfood to share in the event enjoying the excellent the Marque. It was my privilege to be a part and beverages track side and an opportunity of the Team and look forward to an increased to have a drive on Australia’s world acclaimed number of participants in 2022. I would like Motor Racing Circuit. Thank you Lee and to all to acknowledge the effort and support from those who made the effort to attend and meet everybody who participated and make a special some of our interstate friends. Mark the date in mention to Adam Turnbull for making his your calendar as part of your 2022 planning. facility available for teams to prepare their cars with stickers and for the food and beverages supplied. Many thanks Adam.

president’s report

The final track day at the Bend, with passenger rides and trophy presentations, completed the Motorsport year. Congratulations to all the winners and all of our competitors. It is

Very soon you will be receiving emails, asking you to respond to a series of questions and to update your club information. We, as the Porsche Club of SA Inc, are moving to a new database, Club Express, to ensure your information and details are up to date and secure. The new will give member important that wesystem can continue our Motorsport portal access allowing you to enter events, program and on behalf of the Committee I attendlike functions, committee would to thankcontact all our the competitors in and all update your details fromwithout anywhere you canis the disciplines, because you, there findMotorsport the opportunity to logthank in. Johnny no program; you forFricke your has spent hours researching and questioning the support. Club Express group to ensure we are getting best platform available to support our growing Congratulations to our Club Champion Peter club and thefor diverse of a database Panopoulos 2021.needs A worthy champion, who system. has set a benchmark in so many ways. Peter’s dedication to his family is an example to us all Our he membership is expanding thenot number and often remarked that he with would have now initexcess foursupport. hundredHis andother growing made withoutoftheir family, eachPorsche quarterfamily, and with we as a the hassuch seenexpansion, a man determined committee looking support diverse to learn andare achieve to to a very highthe standard, needs of push you the members. The bit social and then thatclub standard just that further. calendar is being finalised as I write this article,It Peter, congratulations on your achievements. withbeen threefascinating dinners, thewatching AGM andyour thegrowth Black Tie has and Dinner and a week-end away just some ofthe those development as a driver, the dedication, to come. Keep an eyethe on attention the website for further perfection, the quest, to detail and updates and submit to the and the competitive spirit,any assuggestions well as the humour support for via others that have displayed. It is committee email of you any future social event aorcredit to you. congratulations and idea that youWell maydone, like included. good luck for the 2022 season. Which brings me to the next item of news for Kym Obst organised weekendto away at you the members to acontribute and and support the last hadbetoproducing hand overthe thePorsche running teamminute who will of the weekend Once again with Partners page(s)toinLee the Fulton. Porsche Magazine. Keep about days Lee stepped upissue. and an eyethree out for thenotice, first instalment in this ensured that the event ran without a hitch and everyone had a memorable weekend. you Historic registration, membership and Thank the new to Kym and hisAllhelpers for all thehave hardvehicles work and financial year. members who planning prior to the event. If you missed on Historic registration are reminded that out theyin 2021, keep their an eye outmembership for the eventand in 2022, must renew club have it will out very quickly. An event I thoroughly theirbook logbook signed to remain legally registered enjoyed and under strongly you join Iin. and insured therecommend current agreement. will email details of time and location for logbooks Helen Kawalenkofor once again organised to be presented endorsement in the the next Christmas Party and from all reports it was a few weeks. great success with over 100 club members and family sharing exceptional and the It is with great pleasure that wefood announce kids being Kowalenko visited by Father Christmas. Thanks that Helen has been made an again to Helen and of herthe team for another Honorary Member Porsche Club ofgreat SA experience. Inc, in recognition of her years of service and dedication to so many aspects of the Club and As team, the Committee recognised that the theaPorsche marque. As many of you know the Club Constitution needed to be reviewed Christmas function and the assistance given to and have workingpresent to that end. During the Santa withbeen the suitable choice for the process we discovered some anomalies which children has been Helen’s domain for many, have for Santa aroundsends abouthis tencongratulations years and manyexisted years and will rectified once the review completed too.be More recently Helen with theis assistance and certified as aSarah legalproduced document.beautiful Each club of her daughter member will have the opportunity to makewho gift packages (all SA products) for those comment on the reviewed Constitution before attended the dinner at the Bend on Easter itFriday. is presented for acceptance at a Special Many of the interstate participants were General Meeting, usually held prior Helen to theand AGMon very appreciative. Congratulations to allow the acceptance of the document. behalf of past and present members of theThe Club intention to your have unwavering that draft ready early in the thank youisfor support. New Year. Vic Moore, We are optimistic that 2022 will be an exciting year for ourPCSA Club Inc. and we will work to keep you, President, our members, safe and well with all the events we organise. Take care of yourself and your families and we hope to see you during the year.

Vic Moore President president@pcsa.asn.au

club committee

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

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

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

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

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

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

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

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

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

general committee Mark Coupe Johnny Fricke Lee Fulton

general committee

Peter Panopoulos Mark Coupe James Law Roger Paterson

Jan- Mar 2021

Peter Wirthensohn

Kind regards, Vic Moore | President of the PCSA Inc.

Oct - Dec 2021

Saturday and Sunday September 24-25

Words by Barbara Gare

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Saturday and Sunday September 24-25

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Barossa & Clare Weekend continued

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PCSA Advanced Driving Day Story & Photo: Annabelle Edkins Date of event: 31 Oct 2021 Drive Short | Be Ready | Trust your ABS - just some of the takeaways from the PCSA Advanced Driving Day The PCSA Advanced Driving Day event held at The Bend on 31 Oct 2021 was a welcoming and fun event! Under the guidance of our excellent professional race driving instructors Dean Canto and Garnet Patterson, the participants had the opportunity to replicate some of the dangers faced every day by all road users, and practice what it would take to avoid a serious incident, while in a safe environment. The day’s activities included emergency braking, brake and swerve, high-speed lane change, reactive double lane brake and swerve, figure-eight skid control, timed

motorkhana and for those that were game, a lap of the east circuit behind a pace car. While it was an adjustment to have to adapt to putting our seats down low and driving short, it was evident to all the amount of control we gained when we started to attempt some car manoeuvre activities. Keeping low in the seat and therefore changing one’s line of sight made a difference when the cones were coming up quickly. The alteration from hands at 10 and 2 on the wheel to 9 and 3 enabled a full turn of the wheel while still having control. Some of us will move our seats back permanently I am sure, but I have

committed to 9 and 3 in my SUV now that it feels normal – I enjoy less pressure on my arms on long drives. Moving through some of the exercises kept us on our toes and pushed us out of our comfort zone, but always under the careful eye of our instructors. I feel everyone was able to find a new comfort level. It was great to see so many people in different types of cars on the day, benefitting from testing our limits in a daily drive car. While we can’t control what comes our way, we can adapt to how we react.

Oct - Dec 2021

The motorkhana exercise was taken out by Oscar Theile in a very close final lap of the motorkhana course. A well-deserved accolade, attributed to confident, consistent and smooth driving. Following the completion of the course an opportunity was given to all to complete some laps of The Bend circuit behind a pace car, which gave the participants a sense of what it’s like to drive on the track. Participants included - Shan Bau, Adel Hillard, Hamish Eaton, Amalie Eaton, Annabelle Edkins, Foxx Fotheringham, Kylie Grigg, Rob Harrison, Brian Hood, Maya Jakupec, Narelle Jakupec, Kerryn Zivkovic, Bree Japukec, Cate Lipsham, Thomas Panopoulos, Kate Rhodes and Oskar Thiele. A thank you must go to: • Porsche Club SA for organising and subsidising a valuable, inclusive and fun event • Dean Canto and Garnet Patterson, our skilled instructors • The cheer squad made up of supporters, friends, parents, club members and participants. The day would not have been the same without you! 10

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PCSA Pub Dinner Story & Photos: Lee Fulton Date of event: 1st Oct 2021 It was a cool but fine night when 32 club members, both new and seasoned, joined Pam and myself at The Tower Hotel at Magill for a pub dinner. It had been sometime since the club had been to the Tower, but positive reports had highlighted not only the atmosphere of the venue but also the quality and variety of the food and the broad range of beers, wines and spirits. We were once again given the opportunity of having a separate room in the old part of the hotel which contained both character and room to spread out. The service was very good, with the meals coming in a reasonable time and with a wide range of food, all of a high standard. 14

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It was a great night with everyone mixing in and sharing both their passion for Porsches and their passion for life. This is what has come to typify so many of the social events of the PCSA and why we hope to see many more members joining in the range of events on the Social Calendar. Derry Swan, a member who has been part of the club for over 15 years, concluded the night by exploring his passion for desserts and in particular ice creams with topping. Thank you to all who attended and who made it such a wonderful night.

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new insights revealed Story: Jordan Katsianis Photos: Evo Magazine The Porsche Cayman GT4 RS was officially revealed at the 2021 LA motor show, with Porsche’s GT division answering our prayers by pairing the two-time eCotywinning GT4 with the full-cream motor from the 911 GT3. After seeing the car in the flesh and getting to speak with GT boss Andreas Preuninger, he revealed some fascinating new insights into the project, which has only increased our excitement about the latest RS model. Powertrain and performance Best to start with the GT4 RS’s most exciting element and that’s the engine. Replacing the GT4’s Carrera-derived engine is a 992-gen 911 GT3’s MDG.G naturally aspirated 3996cc flat-six. Power and torque are marginally down compared to the GT3 with 493bhp (-9bhp) and 332lb ft (-14lb ft) of torque, but the figures are way up on the base GT4 with an extra 89bhp on tap and torque up by 22lb ft. The creation of the GT4 RS has been made possible due to the complete redesign of the engine’s dry sump setup when evolving from 991.2 to 992. Back in 2017 the GT team built a one-off prototype that mated a 981 Cayman with a 991.2 GT3 engine, but it required substantial modifications to the body-in-white to fit the engine in. The culprit was the oil tank, so for the revised 992 GT3 engine – and with more than one eye on creating the GT4 RS – the system 16

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was redesigned with a more compact, composite tank, enabling the engine’s use in both cars. The engine will also rev a full 1000rpm higher than the base GT4 to 9000rpm, and like all modern RS models it has a distinct intake system, which rather than just drawing air from the side intakes as in standard Caymans, now also draws air in from bespoke intakes that sit in place of the rear quarter glass. Fast-moving air is then piped through the cabin and down into an airbox that sits under a bespoke cover. The standard-fit titanium exhaust still houses gas particulate filters, but as proven in the GT3, Porsche has figured out how to make these work while not compromising on engine sound and volume. The only differences between the engines in the 992 GT3 and the GT4 RS are the aforementioned intake system, which also sees the throttle body moved through 90 degrees compared to the GT3, and a completely different exhaust system. Compared to the 911’s installation, the GT4’s exhaust gases have to travel further in a more complicated system that has to avoid the rear driveshafts and also keep the centre section clear to maximise the efficiency of the rear diffuser. It therefore increases back pressure, although GT department boss Andreas Preuninger believes its more like 5hp down, rather than the 10bhp quoted.

He is emphatic in his denial that there is any ‘holding back’ of the mid-engined car: “We made it go as fast as possible on the ‘Ring’, is his straightforward response. Nevertheless, the GT4 RS is nine seconds a lap slower at the ‘Ring than the new GT3, but Preuninger is not concerned. “This is an RS, so it’s a Rennsport car, made for people who want to go to track days, but – more than other RS models – it’s a crossover with a driver’s car as well, because it’s very analogue, very entertaining, and it’s super shortly geared. Everybody has been complaining about the GT4, but with this car it revs to 9,000rpm in second gear and you’re hardly beyond 60mph. It’s really for having fun on the street. So we sacrificed maybe a little in track ability – maybe we could have gotten two seconds quicker on the ‘Ring – but we would have suffered big time on the road. Everybody that has driven this car says it’s super entertaining, and this is the number one thing that I want to say: it’s the emotion that it brings to the driver. It is dominated by intake noise, not exhaust noise like the GT3. In that car you have six cylinders going into one (outlet) and it makes this high revving, high frequency tone. This car is more like two three cylinder (engines) together, because we can’t link the exhausts due to the diffuser, and so it’s dominated by the intake noise which is so entertaining and better for the environment too”.

The only available transmission is a seven-speed PDK dual-clutch, power of course being sent to the rear wheels via a limited-slip differential. Combined with a launch control function, acceleration to 62mph is down to just 3.4sec, 0.5sec ahead of a GT4 PDK and identical to a 992-gen GT3. Top speed is 195mph. Modern-era RS models have become known for being available only with the PDK twinclutch box. In the case of the GT4 RS, there is no obvious manual alternative. The regular GT4’s manual box can’t handle crank speeds of up to 9,000rpm and, as Preuninger admits with a wry smile, has received significant criticism for its long ratios anyway. The 992 GT3’s manual box is too long to fit, either. Don’t expect any manual equipped RS Touring – “that’s a 718 GTS 4-litre” says Preuninger. Chassis and aerodynamics As with most RSs, any extra power is extrapolated by having less weight to shift. The official DIN rating (that’s EU with a full tank of fuel) is 1415kg, making it 35kg less than a GT4 PDK and 20kg down on a 992 GT3 PDK. This weight loss certainly helps the GT4 RS match the more powerful GT3 on paper, but it’s still a remarkable achievement considering

“We reveal new insights into the Porsche Cayman GT4 RS after a conversation with Porsche GT Boss”

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the GT3’s extra rubber on the road and inherent traction advantage driven by the engine being sat directly on the rear axle. The GT4 RS’s core suspension hardware is essentially the same as on lesser GT4s, so that’s McPherson struts allround, but the setup and geometry is bespoke compensating for both the extra performance and extra downforce the GT4 RS has on tap. The car itself sits a further 30mm lower than a base 718 Cayman, while standard-fit adaptive dampers have unique flow rates, and there are modified spring rates and new anti-roll bars too. The GT4’s aero package is also much more substantial, being dominated by a larger rear wing mounted on new swan-neck supports and bespoke front wings with topvents and a subtle reshaping of the front arch itself that helps reduce air pressure and therefore lift. Porsche is quoting a

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10 percent increase in downforce in road mode, but this rises to 60 percent when in Performance mode, which is only able to be selected on-track. Both the front wings and the bonnet are constructed from carbonfibre reinforced plastic, the weight saving goes so far as to replace the enamel and plastic badges with stickers. Porsche has also confirmed an optional Weissach Package will be available for an extra £8913, which builds on the standard specification with exposed carbonfibre finishes on the bonnet, intakes, airbox cover and rear wing. A similar magnesium wheel design as found on other RSs are also available, but they need to be specified on top of the Weissach Package for an extra £10,521 – a new design of forged aluminium wheel on Cup 2s are otherwise standard.

The interior is resolutely stripped of excess, with Porsche’s Race-Tex material covering most interior surfaces including the dash, steering wheel, door cards and roof lining, while the GT bucket seats are also available with a unique blue inner lining. Porsche has also fitted a titanium half-cage behind the driver that’s partially visible through the rear glass. Away from the inevitable battle to get hold of one, the fact Porsche has finally relinquished its frustrating reluctance to really push the mid-engined Cayman to the limit of its capability is something to get excited about, even if it might suggest the end is nigh for Porsche’s mid-engined sports car. Ed note. I am sure many of us look forward to seeing this car on track in SA sometime in 2022.

Story: Tony Quiroga Photos: Car and Driver

First drive Porsche’s Mission R Electric Concept Race Car

Electric cars are supposed to be quiet, but this one isn’t. This very loud EV is the Mission R, a 1073-hp one-of-one concept/ racer that provides a look at a potential future for customer sports-car racing, a niche that Porsche usually feeds with 911s. While the Mission R might not sound like any race car we’ve ever driven, the same advice applies: Wear earplugs. From inside it sounds like you’re sitting next to a washing machine with a bad bearing as it kills itself during a spin cycle. Credit the two straight-cut reduction gears (one front and one rear) that transmit power to mechanical limited-slip differentials. Hitting the brakes really makes the thing scream. Like every EV, the Mission R’s two electric motors work to convert speed into electricity through regenerative braking. As the motors fight against the car’s inertia, the noise cavitates your eardrums. As a result of the aggressive regen,

the friction brakes are barely stressed. Porsche doesn’t even fit dedicated brake ducts. A full 60 percent of the braking in front is done by the motor, and all the rear braking is handled by the motor—Porsche suggests starting with the battery charged to 85 percent so that regen is always available. The brake pedal is race-car firm and easy to modulate, properly slowed, the Mission R turns in instantly with only a small movement of the steering wheel. Suddenly, the straightaway calls and it’s time to send the battery’s juice to the motors. The two motors thrust the horizon into the foreground and strain your neck in a way that will lead to a funny conversation with your physical therapist. The 1073 horsepower is available in Qualifying mode, but in Race mode (the one we ran in) peak power is 671 horses. Porsche claims a top speed of more than 186 mph, but this prototype is governed to 62 mph to protect Porsche’s $10 million

investment. The Mission R maxes out in a couple of places on the track, but the course at the Porsche Experience Center Los Angeles (PECLA) is tight enough to make us feel like we’re not missing out on much. Accelerating to 62 mph from a stop is claimed to happen in less than 2.5 seconds. which is good because there’s no ABS. Another odd part of the experience is the lack of gear shifts. Chasing a new 911 Turbo S around the track, you notice how much the 911 is upshifting and downshifting because the Mission R is a direct-drive setup. There’s no need to reach for a wooden shift knob or a paddle, there’s no tachometer to monitor, no shift lights, and you don’t need to think about keeping the engine near its torque peak. The arresting thrust of the motors is there no matter how fast you’re going, a seemingly endless rush of power. To

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ensure that the power out of the motors doesn’t taper off, Porsche bathes the motor windings in oil to keep things cool. The battery cooling strategy involves a fluid bath too. Porsche promises that the Mission R’s 82-kWh battery makes a 30-minute track session possible. Based very loosely on a production car— the floorpan is lifted from the current 718 Cayman—the roughly 3300-pound racer is 170.3 inches long, a couple of inches shorter than a Cayman. At only 46.9 inches high and styled to kill, the Mission R looks like a Le Mans prototype left in the dryer a little too long. Inside, the concept has a 3D-printed race seat and some switchgear that does nothing more than look good on the auto-show floor. Clear polycarbonate roof panels let the light shine in. Compact and mean looking, aside from the shrieking drivetrain, the Mission

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R is easy to drive quickly. There are no tricky handling characteristics, the 40/60 front-to-rear balance isn’t easily upset, and the race slicks hang on tight. Provided the pits have a fast-charging hookup, the onboard charger can swallow 350 kilowatts, allowing the 900-volt battery to go from five to 80 percent in a claimed 15 minutes. The connection is at the back and the battery isn’t far away, mounted transversely behind the driver. As a proof of concept, the Mission R works. It’s fun and fast and shows us what electrification will be like on a track. The sounds it makes aren’t particularly pleasant, and from outside all you hear is what sounds like gear whine. In terms of mechanical music, a ripping flat-six will always outplay an electric motor. We imagine that fans of piston aircraft felt

the same sort of way as roaring turbines began to invade their airspace. We’re at the beginning of a similar shift, but at least early jets sounded like really loud blowtorches and not dying appliances. How being four-wheel drive makes the Mission R lighter I asked Mission R project manager Michael Behr why his team didn’t make the car rear-driven and thus lighter than the impressively light 1500kg that it weighs with a driven front axle. There were two answers. The obvious one is that with nearly 1100bhp in qualifying mode, traction is seriously important. “But,” added Behr, “it would also make the car heavier.” “Eh?” said I. But it’s true: so great is the amount of energy recovered through braking on the front axle (more than 40% of which is done by the motor alone) that if you dispensed with it, you would need a battery 50% larger to compensate, and because batteries weigh more than motors, the Mission R would become heavier. Interestingly, when you drive the car hard and apply the brakes, it’s not possible to tell where the regenerative braking from the motor stops and traditional braking from the huge discs commences.

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Classic 1956 Porsche 356 completes Antarctic road trip Story & Photos: Collector Cars The 65-year-old Coloradan and her team completed a 356-mile journey across Antarctica in a 1956 Porsche 356 sports car in early December 21. The vehicle had previously competed in rallies on every other continent and was converted with skis, tracks and a crevasse bar for the trip to the polar region. After a quick shakedown of the vehicle, which had arrived several weeks earlier and had been sitting in the freezing temperatures, Brinkerhoff and her navigator, adventurer Jason de Carteret, set out from their base on the Union Glacier on a 356-mile

loop that took from Monday to Friday to complete. The cold weather caused the four-cylinder car to run on just two cylinders part of the time, requiring long distances to be driven in second gear, but it only suffered a couple of minor mechanical issues along the way. The team went through three of the four spare connecting bolts for the skis and needed to replace one shock absorber. Brinkerhoff had hoped to swap wheels and tyres back onto the car to attempt

a continental land speed record on the runway before they headed home, but weather conditions wouldn’t allow it and, in fact, delayed their departure several days. According to a Porsche spokesperson, the journey marked the first time one of the brand’s cars had ever visited Antarctica.

“Renee Brinkerhoff has driven the car on every continent”

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Story: Chris Andropoulos Photos: Porsche Club of America

Porsche’s Hybrids Systems

A look at how Porsche’s hybrids work “Porsche Intelligent Performance” is all the rage in Zuffenhausen these days. The company has been touting its green energy credentials for the last few years, introducing hybrid versions of the Cayenne, Panamera, a 997 GT3-based hybrid race car, the 918 Spyder hypercar and the 919 Hybrid Le Mans racer. Even a hybrid variant of the venerable 911 is likely. Students of Porsche history, however, will recall that a Porsche-designed hybrid is actually very old news: Professor Ferdinand Porsche himself designed the Lohner-Porsche Mixte gasoline-electric hybrid at the turn of the 20th century. Current government fuel economy regulations and tax incentives in the U.S. and Euro Zone have compelled many auto manufacturers to offer petrol-electric hybrids to the general public. However,

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the modern hybrid vehicle is the result of compromise. Electric motors offer excellent efficiency and instant torque that is available from near zero rpm. Purely electric vehicles, however, have a limited driving range due to the constraints of current battery technology. Modern petrol engines are woefully inefficient, converting less than 15 percent of potential fuel energy into motive force (the rest is wasted due to frictional losses, heat loss to the cooling system and exhaust and combustion inefficiency). In theory, combining an internal combustion engine with one or more electric motors offers the best of both worlds, blending the instant torque and economy of electric drive with the range and extra high-speed acceleration that is possible with a petrol engine. In practice, it

is a challenge for automakers to package all the necessary electronics and battery packs into an existing chassis. There is also the question of whether hybrid drivetrains yield enough of an improvement in efficiency over modern direct injection diesel and petrol engines to justify their additional weight, cost and complexity. Though the ICE-electric hybrid may not be the ultimate solution for curtailing fossil fuel consumption or moving the auto industry towards perpetual sustainability, Porsche and others are utilizing the technology in a compelling manner to boost the performance and economy of already potent models. Modern Hybrids Porsche’s first modern hybrid vehicle was the 2011 Cayenne S Hybrid. The Panamera S Hybrid, which used the same

drivetrain, followed soon after. In 2014, the normal Hybrid version of each was superseded by a plug-in, “E-Hybrid” version with an extended electric-only range. The Porsche hybrid drivetrain is billed as a “full parallel hybrid” design, as the vehicle may be propelled solely by electric power, the gasoline engine or a combination of both. Many other hybrid drivetrains on the market are considered “micro” or “mild” hybrids in that the electric motor can assist the gasoline engine, but the vehicle cannot move via electricity alone. A common feature of virtually all hybrid designs is the ability to convert the kinetic energy generated during braking to charge the on-board battery pack. The popular Toyota Prius uses a parallel hybrid drivetrain, but the motive force of its gasoline engine and electric motor is distributed through an electronically controlled planetary transmission. In the interest of economy, the full potential of each powerplant cannot be combined at the same time to accelerate the Prius. In accordance with its sporting heritage, Porsche’s full parallel design allows maximum torque from the combustion engine and electric motor torque to be realized during acceleration. The Cayenne and Panamera Hybrid and E-Hybrid models combine an Audi-sourced 333-hp supercharged V6 gas-powered engine with an electric motor (38 kW in the Hybrid, 70 kW in the E-Hybrid). The three-phase, synchronous alternating current (AC) motor can be described as a scaled-up version of the common

automotive alternator. The motor is integrated into a module that Porsche refers to as the “E-machine,” which is only 150 mm long and is sandwiched between the combustion engine and a conventional eight-speed Tiptronic transmission. The E-machine is coupled and decoupled from the gas engine as necessary by an electro-hydraulic actuator that operates a dry clutch plate in the same manner as the clutch of a manual transmission. Porsche hybrid powertrain operation is governed by an electronic hybrid manager that shares its housing with the standard combustion engine (DME) control module. The powertrain can operate in six distinct modes depending on battery pack charge and driver input: 1. Electric Mode: Power comes from the E-Machine only. 2. Boosting Mode: The combustion engine is augmented by the full power of the E-machine. 3. Load Point Shift Mode: The combustion engine and E-machine are coupled together and the battery pack charge is maintained as necessary. 4. Coasting: The combustion engine is switched off and decoupled from the E-machine, which can maintain speeds of up to 155 kph on flat ground with minimal load input and friction. 5. Regenerative Braking: Kinetic energy is recovered from braking where the E-machine operates as a generator to recharge the battery pack. The standard

friction brakes are only engaged during hard braking. 6. Auto Start/Stop: This mode is used in stop and go traffic to switch off the combustion engine while stopped to save fuel. A large amount of electronics and processing power is necessary to orchestrate hybrid system operation. Porsche engineers designed the hardware and software of the decoupling clutch control and regenerative braking systems to provide seamless operation and a natural feel. Heart of a Li-ion The energy required to drive the electric motor is stored chemically in a battery pack located in the spare tyre well area at the rear of the Panamera and Cayenne hybrids. Porsche played it safe with its early Hybrids and used a proven and reliable nickel-metal hydride (NiMH) battery cell design. The NiMH battery pack weighs 176 lbs and is arrayed in 40 modules of 6 × 1.2-volt cells to provide a total of 288 volts to power the E-machine. The newer, more energy-dense lithium-ion (Li-ion) battery cell design that powers most of our portable consumer electronics works well in small devices, but it can be problematic when stacked together in the quantity necessary to propel a vehicle. Lithium is an extremely volatile element, and Li-ion battery cells can easily overheat. Nonetheless, Li-ion technology has advanced rapidly enough to warrant

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the installation of such a battery pack in the Porsche E-Hybrids. The 385-volt Porsche Li-ion battery pack fits in the same space as its predecessor, but its increased energy density means that its weight jumped to 298 lbs. However, this allows the E-Hybrid to drive up to 35km on electric power alone, compared to only 1.6km in the case of the first Porsche Hybrid. The higher voltage also results in the aforementioned twofold boost in electrical power output. Whereas air-cooling via electric fans is sufficient for the earlier NiMH battery pack, the Li-ion version has a dedicated liquid cooling system with its own electric water pump. The presence of the E-machine negates the need for a conventional 12-volt starter motor or alternator. The possibility of electric-only operation requires an air conditioning compressor that is driven via high-voltage AC power instead of the usual belt drive from the combustion engine. The E-Hybrid battery control unit can also activate the air conditioning compressor independently of the driver to provide extra cooling to the Li-ion battery pack as necessary. One of the main challenges of hybrid automation is converting the different forms of electricity generated by the system to suit the various on-board electrical devices. The battery pack supplies high-voltage direct current (DC), yet the E-machine is an AC motor. Most of the on-board accessories are powered by conventional 12-volt DC power, so a 12-volt battery is maintained as such.

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All Porsche hybrids employ a “power electronics” unit that performs all the necessary electrical conversions to ensure smooth powertrain operation. The power electronics unit contains a pulse-controlled inverter to convert the high-voltage DC current supplied by the battery pack into usable AC current to drive the E-machine. Conversely, the same inverter rectifies the AC voltage that is recuperated during braking and uses it to recharge the high-voltage battery pack. A DC-to-DC converter is also present to safely convert the high voltage from the main battery pack to the lower voltage necessary to charge the 12-volt accessory battery. The rapid switching of the power electronics unit generates a lot of heat, so it is liquid cooled. Ironically, if the on-board 12-volt battery of a Porsche hybrid becomes fully discharged, the vehicle will be inoperable because all the electronic control units that orchestrate the powertrain management use the 12-volt system. If this occurs, the 12-volt battery can be charged conventionally with a normal battery charger. The E-Hybrid has an additional onboard charging module to enable charging of the Li-ion battery pack via 120-volt home AC power, or with a special Porschedesigned 240-volt charging setup. 918 Spyder The 918 Spyder supercar uses the same basic plug-in hybrid system as the Cayenne and Panamera E-Hybrids with a few key differences. Because the 918 is an all-wheel drive vehicle, a second

E-machine and power electronics unit supply the front wheels with torque as needed. The 918 uses the same size and voltage Li-ion battery pack as other Porsche E-Hybrids. The battery pack is, however, mounted low and directly behind the cockpit for optimal weight distribution. The 918 can operate in the same basic hybrid modes as its E-Hybrid siblings. The addition of “Sport Hybrid” and “Race Hybrid” modes, however, enables the front and rear E-machines to augment the screaming 608-hp V8 engine for a combined peak output of 887 hp! Service and Repair With the advent of hybrid vehicles, an ongoing concern is for the safety of service and emergency personnel with respect to the on-board high-voltage electrical system. The large high-voltage cables that connect the battery pack to the power electronics unit, E-machine and high-voltage air conditioning compressor are sheathed in high-visibility fluorescent orange and should not be touched or handled, even with the ignition switched off! Only specially qualified technicians are authorized to service Porsche hybrids at the dealership level. If repairs to any high-voltage component is necessary, a special service disconnect plug is used to isolate the battery pack from the rest of the system. A waiting period is necessary to allow the components to fully discharge before work can commence.

Darien

Peter & Thomas

Roger

Tim

Steve Thiele

Miro

Motorkhana 24th Oct

Oct - Dec 2021

Story & Photos : Signe Poulsen- Porsche Centre Adelaide

The Ultimate Drive and Gala Event with Porsche Centre Adelaide – A Drive to Remember.

Early in November, the team at Porsche Centre Adelaide, along with a great bunch of Porsche enthusiasts, made history as we embarked on our first ever overnight event at The Bend Motorsport Park. On the Wednesday night we opened the event with a cocktail meet-and- greet dinner. The evening was the perfect opportunity for our guests to mingle with like-minded Porsche enthusiasts as well as 28

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the experienced driving instructors, before sharing a full day of driving. Once the night came to a close our guests retired to their luxurious Trackside rooms ready for an early start the following morning with some exhilarating driving. The team kicked off the Thursday with beautiful weather as the morning sun hit the track, filling us all with excitement for the day ahead.

Our drivers, led by Porsche Expert Instructors Dean Canto and Garnet Patterson, took the track by storm, and really got to explore their Porsche’s full potential. Our team’s aim for the track day was to provide our drivers with an experience that was challenging but most importantly, establish an environment that allowed them to achieve their individual driving

goals. Allocated into small teams, each with their own expert instructor, we managed to create a tailored experience that allowed our guests to fully appreciate what their Porsches are engineered to do. We were primarily operating on the International Circuit of 4.95km, ideal for any Porsche driver and any model. What made the day even more exciting was the wide range of Porsche models on the track - from the much-loved Macan to the exclusive 911 GT2 RS Clubsport. The day was designed to give each driver the opportunity to fully experience their Porsche, whether their goal was to improve their technique or simply test their limits on the Open Track. As a part of the impressive fleet of the day, we had two of the new fully electric

Taycans on track. This sleek and powerful vehicle gave the other vehicles a run for their money. A true testament to an exciting new era for Porsche. It was hard to wipe the smile off our Porsche enthusiasts faces as they took on the challenges set out for them, tailored to the needs of the individual, right from our first timers on the track through to our advanced drivers who elegantly took each corner of the International Circuit with apparent ease. We were truly impressed with all their efforts and saw their skill sets develop throughout the day. Whilst our drivers were busy on the track, our passengers channelled their inner Picassos with a Porsche Master Painting class in the morning before joining the drivers - we applaud them for taking on the challenge.

As the dust settled on the track after many exhilarating laps, we finished off the afternoon with an exclusive Mumm Champagne Tasting experience with the best of the best of what France has to offer. Finally, with the sun setting, concluding a day filled with laughs, adrenaline and excitement, we dove into a mouth-watering three-course dining experience in the Skyline Suite sharing stories from our day. On or off the track, it was thrilling couple of days to remember, both for our great Porsche Enthusiasts as well as the team at Porsche Centre Adelaide, and we wish to extend a big thank you to Sam Shahin and the team at The Bend Motorsport Park for helping us create an exclusive, memorable event - one which we hope to repeat in the future.

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Story & Photos : Manny Alban courtesy of PCA

Five signs that a new clutch is in your future

If you’re new to manual transmissions, then this article is right up your alley. At some point, everyone with a stick shift will have to replace a clutch. Fortunately, regardless of the make of your car, here are some handy clues that will allow you to see, feel, and smell a clutch going bad. That smell! A slipping clutch emits a nasty burning smell that just lingers. It’s the same smell you get when someone rides the clutch too much when pulling away from a stop. It’s a unique smell that you will quickly recognize. The car revs but your car doesn’t move This is a quick tell-tale sign of a clutch that will need to be replaced. This is really evident when you are driving uphill. The rpms will increase but the speed doesn’t match those rpms. A quick way to test is to find an area that has an incline. Move the transmission in a higher gear and accelerate. If the rpms zoom up but the car doesn’t move or doesn’t move as fast, you will more than likely need a new clutch. Pedal height changes Depending on the year of your Porsche, you may have a hydraulic or cable clutch. Since the late 1980s, Porsche has used hydraulic clutches. The hydraulic clutch is self-adjusting which means there is very little in the way of adjustment as compared to a cable clutch. If the pedal starts to feel different, such as extended travel before it engages, then your clutch disc may be wearing out. Engagement Normally, if you release the clutch without depressing the accelerator, the car will stall. When the clutch is starting to fail and you release the pedal, it will almost return to idle before the car stalls. Pedal feels different You know your own car better than anyone else. If your clutch pedal suddenly starts sticking, vibrating, feeling spongy, or simply making strange noises, then it’s time to have your car looked at by a professional. Don’t be surprised when your technician tells you that you may also need to replace your flywheel, throw out bearing, pressure plate, and/or clutch slave cylinder. In addition, there may be other things that can be repaired while the clutch is being worked on, such as a leaky rear main seal or the intermediate shaft (IMS) bearing on 986s, 987s, 996s, and 997s.

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Oct - Dec 2021

Porsche’s Taycan GTS is an EV for enthusiasts | First Drive Story & Photos : Manny Alban courtesy: Porsche Club of America on the car are 20-inch Taycan Turbo S Aero Design wheels. I would recommend stepping up to the RS Spyder Design wheels for $2,920 USD more. They not only have an aggressive look but compliment the GTS package quite nicely. This model also had the optional panoramic sunroof with Variable Light Control. The Taycan GTS comes standard with a Sport Design front fascia, side skirts, and rear diffuser, in a mix of matte and glossy black. The rear Porsche light strip merges well with the rest of the GTS package. The Porsche Active Suspension Management system has been specifically tuned for this model. Rear wheel steering Porsche has finally added the GTS nameplate to the Taycan lineup, cementing the model as a true enthusiast’s car. For Porsche, the GTS isn’t simply a marketing gimmick but a genuine attempt at making the model even more of a driver’s car. The GTS recipe is simple: Make as many performance-related options standard, tune the suspension specifically to this model, and add some body work that is exclusive to the GTS. The automotive world fell in love with the Panamera version of the Sport Turismo back in 2018. Arguably, the dimensions of the Taycan platform seem to fit perfectly to the Sport Turismo body style. Unless 32

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you find it really offensive, I would be hard pressed to find a reason not to order it over the sedan version. It’s instantly recognizable and quite flattering for a sport wagon. Of course, there’s plenty of storage space. Porsche tells us there is 15.7 cubic feet with the rear seats up and 42.8 cubic feet with the seats folded down. The Taycan GTS I was given to drive was a Carmine Red German spec model (Porsche wanted PCA to have a chance to drive it as soon as possible, which explained why it was not the North American version). It was equipped with the 21-inch RS Spyder wheels. Standard

is optional and, I would say, highly recommended. So, what are the first driving impressions? I had the rare opportunity to drive it in both dry and rainy weather, on the interstate as well as on the amazing curves of the Angeles Crest Highway. For those who have not yet had a chance to drive a Taycan but wonder if Porsche has lost its way with electric cars, I have just one thing to say: drive one. There’s no question that this is not only a true Porsche but also one for enthusiasts. From the driver’s seat, it’s pure business. The first thing I see is the way the bulbous fenders and sloping hood remind me of my 964. The cockpit has an intimate feel to it and, unless I glanced in the rear-view mirror, I could quickly forget that this is a four door vehicle. This model also has a “sport sound,” unique to the GTS. It’s not a recorded sound but simply the amplification of the actual electric motor. I was surprised to hear a heel-and-toe downshift when slowing for a hairpin corner. The volume is not adjustable, which is a shame since I would have liked to have made it a little louder. The interior was replete with the Alcantaralike RaceTex fabric, which some people love and others, well, not so much. The seats were the 14-way adjustable units

that are known to be comfortable but very supportive for spirited driving. The GTS also comes with the Porsche Design Clock and Sport Chrono option. On the highway, whether on the open road or in traffic, the GTS in Sport mode had the firmer ride I prefer. It was compliant and predictable, all the while encouraging me to drive faster. The horsepower is less than the Turbo (670 versus 590) but the torque (626 pound-feet) is the same, which is more than enough for highway cruising and canyon carving. In the rain, even on summer tyres with 44°F weather, the GTS was responsive and tractable. Lack of grip was never an issue, and while I tried to get the tail to come out a bit, the car immediately corrected itself. I have to admit that the lack of an exhaust sound was not really noticed since there was plenty of motor, tyre, and wind sounds to keep me occupied. Braking feels very much like that of an internal combustion engine car. It only took a few miles to familiarize myself with the regenerative braking. To me, the learning curve was comparable to that of a rental car I’d never driven. If you’ve been on the fence about jumping into the EV pool, feel free to take the plunge with the GTS. Porsche’s future is definitely exciting for enthusiasts.

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Story: Courtney Tyler Photos: Jam Motorsport

Jam Motorsport & Adelaide Rally 21

The 2021 Adelaide Rally was the second competition event for Mark Laucke & Aaron Steer in the Jam Motorsport Porsche GT3. Overall, the gents came 5th and were the 1st of the South Australian Competitors. Being the second event in the GT3 and Aarons third ever tarmac rally, Aaron admits that he had a lot to learn with rally competition, both as a driver and as a less than adequate navigator. He admits he has much to improve on for 2022. The gents are still learning the car, however given Jam Motorsports expansion into Porsche Motorsport, it was only natural for Mark & Aaron to compete in a Porsche! Aaron said “The GT3 is a great fun car to rally, it is super predictable, exciting to drive and sounds amazing. We made sure we spent adequate time on the cars suspension to make it predictable and compliant as this is what makes or breaks a competition car. The support from my boys was perfection and I am super proud of them”. In circuit racing Jam Motorsport pay a lot of attention to detail as this gives you a better, faster and safer car, and makes it all the more enjoyable knowing you have every base covered, and a tarmac rally car is no exception. We are keen to offer support to more Porsche competitors in 2022 and beyond, so they too can enjoy themselves knowing their car is taken care of to the highest standard. For details on support for building your Porsche, maintenance and all support, email us at admin@ jammotorsport.com.au.” Rosina Laucke & Courtney Tyler were flying the flag for women in Courtney’s 1997 Porsche Boxster, being the only full female team in the Adelaide Rally, out of over 400 entrants! Rosina is a seasoned rally expert, having navigated for her husband, Mark

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for many previous rallies, however for Courtney it was her first rally, driving! “I knew I was in good hands with Rosina as my navigator as she has navigated so many rallies, including London – Sydney Marathon Rally. I loved every aspect of the rally, I was nervous driving on my first stage, however by the end of the rally I wish I had another day of driving! The Porsche Club were so welcoming and accommodating, placing me in a group I felt comfortable in. Thank you to my boys at Jam Motorsport for preparing a flawless car and supporting Rosina and I throughout the event, and the Porsche Club of SA for welcoming me – with nil experience! I loved it so much, I think I will enter again in 2022!”

Story: Damon Lowney Photos: Porsche Club of America

First view of rear of the new, stillheavily-camouflaged LMDh Race Car Porsche took the covers off its upcoming Le Mans Daytona Hybrid (LMDh) race car on 18 December. From what we can tell, the Porsche LMDh prototype looks very much like recent Daytona Prototype International (DPi) race cars such as the Mazda R24-P. In fact, the R24-P and the Porsche LMDh cars both have chassis built by Multimatic, one of a handful of companies providing chassis to the new LMDh class. The striking resemblance to the 919 Hybrid can be chalked up to aerodynamics, which dictate the shape of the bodywork. The pictures show us that Porsche is implementing one conspicuous design

element that appears on all its road cars: a rear light strip. The way the trailing edges of the rear fenders are raised and taper off remind us of the special 935 race car Porsche built a few years ago using the bones of a GT2 RS Clubsport. A central monocoque shaped like half a rain drop rises more steeply at the front before gradually dropping at the rear, on which is mounted a massive, active rear wing. Exhaust pipes poke from the rear bodywork — if rumour has it, expelling exhaust gases from a turbocharged V8. A 40-horsepower Kinetic Energy Recovery System (KERS) will

pair with the engine to produce bursts of electric power. We think the camouflaged Porsche looks fast standing still, and we can’t wait to see what the whole car looks like, particularly the mysterious front end. Does Porsche’s hesitance to show us the front mean that the race car will be debuting some new design feature that perhaps we’ll see on future road cars? Maybe. But if these early drawings are anything to go by, the Porsche LMDh will look like a proper top-level race car when it starts competing in the IMSA WeatherTech Sportscar Championship and World Endurance Championship.

Photos: Ray Clements

Sprint Mallala 10th Oct 10th October 2021

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Story: Anna Pannunzio Photos: Steve Daysh

Madge and Merve’s Wonderful Weekend What started as a wet and cold Saturday early morn turned to a beautiful bluesky day as 19 Porsche’s lined up at the Feathers Hotel car park for two fun-filled days of touring, eating, drinking (1), individually getting lost, eating and drinking (II), comradeship, collectively getting lost (thanks Lee), and as a finale, and for something different, eating and drinking (III). Heading up to Kanmantoo via Greenhill Road - Uraidla- Balhannah and Nairne the intrepid travellers lapped up the beautiful vista, lushness and hues of green, as they travelled through the Adelaide Hills

and countryside. Clearly overcome by the magnificence of 19 Porsche’s in convoy, crowds lined the route (well actually 4 boys in Nairne took a passing interest, but then there’s not a lot of action on the main street of Nairne and to be honest they were probably waiting to cross the road). After a welcome comfort stop at Kanmantoo (supplemented by Lee’s offering of delicious jam tartlets passed around to all -Margaret Fulton eat your heart out!) the illustrious explorers regaled in the splendour of the lowlands as they headed for the first official stop of sustenance at Bremerton Wines. A light

lunch translated into 4 courses (or was it five) of gastronomic delight possibly fit for a king but certainly for four poor boys at Nairne waiting to cross the road. Following a responsible drink or two the fearless wanderers passed the ceremonial horses and carriage as they exited the winery to head via Milang – Finniss – Currency CreekMiddleton to the McCracken Country Club at Victor. On cue, just after arriving, the heavens opened, and a quick pre-dinner snooze seemed a much better option than a reconnaissance of the water drenched golfers and the surrounding areas. The three-course dinner catered for all tastes, with several choices for each course. Wine flowed, food was despatched and stories got longer as the night progressed. A nice touch was the comments by the Pres thanking Kym Obst for organising the trip, only to have to forgo the benefits due to pressing family commitments. He also acknowledged Lee Fulton stepping up to the plate at short notice to finalise the arrangements and coordinate the activities over the weekend. A hearty round of applause clearly showed all in attendance fully endorsed his comments. Breakfast the next morning provided multiple choices again, and despite the rigours of the night before, everyone was up for the next chapter following a quick photo opportunity before we left.

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Monday it will soon be open SEVEN days a week and will have a children’s play area installed. The coffee service is excellent and they cater for all dietary requirements. The owners love Porsche’s. Writers note: My understanding is that this is Joy’s unsolicited endorsement and no money was exchanged or threats of blackmail discussed in its provision The final destination was the Hamilton/ Leconfield winery, after a short detour to the hill south of Maclaren Vale (We believe Lee did this on purpose so the Rolls Royce club, also on safari, had a chance to see the superior product, as we had to pass them twice). Met by our charming host Carlie, we were offered several varieties of the rebadged Hamilton and Leconfield products, as she explained that they are seeking to differentiate the two brands, with Hamilton badged as a product of Maclaren Vale and Leconfield of the Coonawarra. An amusing side show to Carlie’s presentation was her discussion with Shan about a bit on the side while engaging with Johnny about nuts -the readers can draw their own conclusions as to what brought this exchange about. Suffice to say her double faux par brought peals of laughter from the weary voyagers as they set about tasting the fine produce and the light lunch provided. The next stop was to the Valley of Yore -Myponga via Yankalilla – Normanville and Carrickalinga for those following the scheduled route, but God/Allah/ Mohammed/Buddha/Bert Newton knows where, for those who missed the turnoff at the first roundabout on the way out. The Myponga reservoir demonstrated that we as a species are not alone, as a swarm of angry gnats in the form of a convoy of Vespa’s passed us by on the causeway.

On arrival in Myponga the renowned nomads scattered to take in the options provided by the Myponga market, the loos which were a waterbag trip away, or were enticed by the seductive aromas from the Valley of Yore – and now a word from their sponsor (i.e. Joy!)

The Valley of Yore is a speciality and concept store situated next to the Myponga Markets. Currently open from Thursday to

All too soon the weekend was over – a great time had by all and again special appreciation to Kym and Lee for their fantastic organisation and the others involved in putting it together. Editor’s note: I am sure we would love to see more of these sorts of events on the social calendar and welcome any suggestions from readers.

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“There were thousands of people lining the road, I naturally tried hard to show off and really enjoyed that section ”

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I had such a great time doing the Adelaide 2020 Rally that when notices went out about the 21st Rally I put my hand up and was really pleased that my application was accepted by the PCSA to do their Tour section. This time I decided to take my race prepared 356 as I was keen to not hold up the tour follower as much as I did in the speedster last year. This particular 356 is an interesting car. It was delivered in 1965 to South Africa as a factory RHD car with a large petrol tank and some modern features which included disc brakes, an outside petrol filler and joy for joy, sun visors, so no longer driving one handed and holding a hand up against the sun, so much easier, almost made me competitive! The car was imported into Australia in 2000 and competed in the Adelaide classic rally as it was, as it had been set up as a rally car with a half cage, racing seats, 5 point harness, momo steering wheel, lowered and all trim and sound deadener stripped out. Driving over loose grains of sand was very noisy as a result. My navigator this time was Audris Smits, who struggled a bit due to a recent back issue flaring up, but he managed very well. Parc ferme this time was at

Adelaide Rally 21 New and Old Encore Story & Photos: Tom Klaveniek

“Porsche section revealed some great cars”

Victoria Park on the old race track and arriving at the Porsche section revealed some great cars, including turbos, GT3s etc. Everybody showed much enthusiasm and interest in my old car but did jostle to be in front of me at the start. Day One was 63 km of stages with both up hill and downhill sections. The car did really well but its best sections were those downhill stages. The disc brakes worked well, due to being set up properly but also due to the lightness of the car, unfortunately mitigated a bit by our weight. I felt a lot happier this time as I was a lot quicker in all sections. My only problem was having to do sharp steering turns up hill with the small Momo steering wheel and no power steering. I can say that at the end of each day I was stuffed! Day 2 and 3 were much the same, with some stages being run back to front. On day 3 we did have a new section that was a short run from Aldgate to Stirling on the main road, but there were thousands of people lining the road, so I naturally tried hard to show off and really enjoyed that section. The Final day ended at Hutt /Rundle St to collect our medallions and have a beer afterwards, but once again there were thousands of spectators and other car clubs lining the roads enjoying the atmosphere. Obviously South Australians miss good accessible motor sport, but it was a great way to finish the event. So once again, it was a great event, great people supported by great administrators and wonderful volunteers. It couldn’t be better, so bring on 22. Keep the Faith

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Technical - PASM

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ne of the first active chassis systems that Porsche implemented and is still continuously developing is the Porsche Active Suspension Management, or PASM for short. This combines two chassis in one: a sporty yet comfortable chassis for long journeys and an exceptionally sporty chassis for the race track. The normal setting provides a more comfortable basic configuration of the dampers, and switches to a more sporty mode if the vehicle is driven more dynamically. This increases comfort levels, particularly long motorway journeys, as the PASM absorbs minor to moderate bumps in the road surface significantly better than a standard passive chassis. In contrast, the sport setting activates harder damper characteristics that support a highly agile driving style. The reduced car body movements make it easier to achieve fast lap times on the race track.

“prevents any jumping or displacement of the car, while at the same time noticeably improving comfort.” The PASM responds in a flash to dynamic changes during driving. For example, the system increases damper force to both axles in the event of sudden steering movements, e.g. during unexpected manoeuvres to avoid an obstacle. This reduces lateral inclination or instability of the body and makes it significantly easier to control the vehicle, particularly in extreme situations. In normal mode, the damper force is increased if the vertical movement of the body exceeds a certain value, for example when driving over bumps in the road surface. This reliably prevents instability of the vehicle body. In contrast, sport mode slightly reduces the damper force as car body movements increase to improve contact between the wheels and the road. This prevents any jumping or displacement of the car, while at the same time noticeably improving comfort. In normal mode, 44

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depending on the vehicle speed and lateral acceleration, the damper force is set differently for the inner side and outer side of the vehicle when cornering. This prevents vehicle instability and significantly increases driving precision. The damper characteristics are adjusted individually for the front and rear axle during heavy acceleration, during gear changes and when the accelerator pedal is released.

Porsche Active Suspension Management

Story & Photos: Porsche AG

“Automotive News, citing a dealer meeting, said a new flagship SUV could be coming above the current Cayenne.”

Porsche Bigger SUV Story: Mike Duff Courtesy of: Car and Driver

hree-row luxury SUVs are doing big business right now, something which is likely making those top-end automakers without one in the lineup wonder about filling the gap. That certainly seems to be the case at Porsche, with Automotive News reporting the company is seriously considering a larger sport-utility that would be positioned above the existing Cayenne. A Porsche spokesperson contacted by Car and Driver responded with the statement, “As a matter of policy, we don’t speculate or comment on potential future product. “ The AN story says that a meeting of dealers at Porsche’s U.S. headquarters in Atlanta was shown a rendering of this potential car, with a design that one of the people to see it described as “part sedan, part crossover” with both three rows of seats and a plug-in-hybrid powertrain, likely one related to the 670-hp hybridized V-8 already offered in the Cayenne Turbo S E-Hybrid. A pure-EV version is also a strong possibility given the speed at which Porsche is moving toward electrification—and the speed at which bans on the sale of internal-combustion engines are approaching in many European markets. Globally, the Cayenne is currently Porsche’s most successful model, selling in volumes that continue to amply justify the once controversial decision for the world’s most famous sports-car

maker to diversify into SUVs. Last year the company sold nearly 93,000 around the world, over a third of its total production of 272,000 cars. By contrast, a relatively modest 34,000 of the iconic 911 were sold worldwide. Not that Porsche fans with three or more kids should get too excited yet—it could well not be happening. The company refused to confirm or deny the existence of a potential future model to AN but did say that it often shares ideas for future cars under what is called the Porsche Unseen initiative. This may be one of those. Taking a wider view of this bit of the industry suggests it would certainly be easy to make the case for a model above the Cayenne. In the U.S., luxury three-row SUVs are enjoying booming demand. Cadillac sold nearly 31,000 Escalades here during the first three-quarters of 2021, and BMW managed nearly 16,500 of our segment-favorite X7 in the same period. We suspect many Porsche dealers are feeling frustrated at having to miss the bonanza; although the closely related Audi Q7 and Bentley Bentayga are both offered with three rows of seats; the current Cayenne has been designed to only accommodate two. Will this add up to a Porsche-for-more? We’ll have to wait and see.

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The New Porsche “Faster lap times and further improvement in driveability.”

orsche has revealed the new 718 Cayman GT4 RS Clubsport at the Los Angeles Auto Show. The midengined race car from Weissach is based on the new 718 Cayman GT4 RS road car which has also just been unveiled. The most significant change is the 4.0 litre six-cylinder boxer engine. This high-revving powerplant has been taken directly from the 911 GT3 Cup race car and develops 500 PS in the 718 Cayman GT4 RS Clubsport – 75 PS more than the previous GT4 Clubsport model. In addition to many upgraded details, the focus in developing the new 718 Cayman GT4 RS Clubsport was on further improving overall performance. The standard 7-speed dual-clutch transmission (PDK) fitted to the car now uses all seven forward gears, rather than six. All gears feature shorter ratios than in the previous model. Depending on the track and seriesspecific regulations, the new 718 Cayman GT4 RS Clubsport can achieve lap times that are over two percent quicker than the previous model. The homologated vehicle is track-ready ex factory and can be used 46

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718 Cayman GT4 RS Clubsport production technology combined with in SRO racing series around the world Story & Photos: Porsche Newsroom without further modifications.

Faster lap times and further improvement in driveability “We have incorporated our experience of the last three years of running the previous GT4 Clubsport as well as customer wishes into the development of the new car” said Michael Dreiser, Manager of Sales and Distribution at Porsche Motorsport. “Faster lap times combined with a further improvement in driveability offer our customers a competitive product for the upcoming racing seasons in GT4 class racing competitions around the world”. Porsche began offering the Cayman GT4 Clubsport of the 981 generation in 2016, entering into this new customer racing format early with a competitive car. A total of 421 units were built prior to 2018. The next generation model, which was based on the 718 Cayman GT4, debuted in 2019. It was also an extremely successful car, with around 500 units produced to date. One of the reasons for the strong demand for these vehicles is due to the low running costs. The use of well-proven series

racing-specific components significantly reduces the costs for customer teams. The 718 Cayman GT4 RS Clubsport continues this tradition and offers a further improvement in terms of its competitiveness. The 500 PS 4.0 litre six-cylinder boxer engine taken directly from the current 911 GT3 Cup racing car is almost 18 per cent more powerful than the 3.8 litre engine that was used in the previous model. Thanks to an optimised air intake, maximum power is achieved at 8,300 rpm – 800 rpm higher than the previous engine. The new engine revs up to 9,000 rpm. It develops 465 newton metres (Nm) at 6,000 rpm instead of the previous 425 Nm at 6,600 rpm. The result is a much wider usable speed band, which makes driving the car much easier for pro-racers and amateur drivers alike. Modifications to the chassis have also improved the handling of the 718 Cayman GT4 RS Clubsport. The damper technology has been revised from the ground up in order to achieve an optimised vehicle responsiveness and a further improvement in body control. This

has had a significant impact on the overall performance of the vehicle and handling. Upgrades include the use of two-way adjustable shock absorbers with improved characteristics, in addition to adjustable sword-type anti-roll bars front and rear. Vehicle height, camber and toe are also adjustable. Furthermore, three different spring rates for front and rear axle are now available. Special NACA ducts in the bonnet are designed to direct the air flow more efficiently to the large racing braking system fitted with 380 millimetre steel brake discs. The Porsche Stability Management System (PSM) is designed specifically for motorsports and includes a switch for traction control (TC), ABS and an updated stability control system. Excellent aerodynamics ensure precise handling Excellent aerodynamics ensure that the precise and controllable handling of the 718 Cayman GT4 RS Clubsport remains well-balanced, even in fast curves. Front dive planes and an extended front spoiler lip increase downforce at the front axle. Wheel arch vents in the wings, inspired

by the 911 GT3 R, and air curtains, are specifically designed to calm the air turbulence around the front wheels, while the fully enclosed underbody optimises air flow to the diffusor at the rear of the car. The swan neck rear wing has now been given a 20 millimetre long Gurney flap and an adjustment range extended by two additional stages. The previous 718 Cayman GT4 Clubsport was the first ever series production race car to use body parts made of renewable natural-fibre composite material. In the case of the new GT4 RS Clubsport, even more extensive use of this material is made in the vehicle as a whole. In addition to the doors and the rear wing, the bonnet, the wings, and the aerodynamic components at the front end and the steering wheel are now made of this material. The use of this flax-based fibre as an alternative to carbon fibre composite material can now be tested in motorsports for its use in road cars. Porsche has been using motorsports as a test bed for technology, processes and materials potentially capable of being used in road cars for over 70 years now.

The 718 Cayman GT4 RS Clubsport is ready for racing The 718 Cayman GT4 RS Clubsport is equipped to meet all the prerequisites allowing it to compete in racing events directly from the factory. This begins with the welded-in roll cage and the fore and aft adjustable Recaro racing seat and extends from 2023 compliant six-point racing safety harnesses and safety nets to the fire extinguisher system and the built-in air jack system with three jacks. The new safety foam on the driver’s side meets the international requirements of the SRO racing series. The FT3 safety fuel cell can take up to 115 litres of fuel, making it suitable for endurance racing. Additionally, Porsche offers two different exhaust systems, allowing the GT4 RS Clubsport to compete at tracks with stricter noise limits. The vehicle is also prepared for the later addition of homologated headlights or openings in the bonnet for fast refueling to enable the car to be converted quickly for nighttime endurance racing.

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Ceramic Coatings “One of the most common questions is about the difference between conventional wax and ceramic coatings.”

-how they simply work

Story & Photos: Manny Alban Courtesy of: Porsche Club of America

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ne of the most common questions is about the difference between conventional wax and ceramic coatings.

Traditional wax is made with carnuba. Carnuba is derived from the copernicia prunifera tree in Brazil. The palms on the trees secrete the carnuba as a way to protect itself from the intense heat and environment found in Brazil. Much like ceramic is now, carnuba was found in many waxes and was the buzz word when it came to wax. This is because it caused rain to bead and roll off. However, Carnuba is a hard substance that, in its purest form, you wouldn’t try to spread on the paint. So the wax manufacturers have to add other substances to make it pliable and easier to apply. Naturally, some waxes had more than others but they all advertised as Carnuba wax. Without a doubt, the most common complaint about wax was that it didn’t last very long, and you had to maintain it regularly to keep that initial shine and slippery feel to the paint. In 2010, ceramic coating technology entered the consumer market. It was originally developed for NASA, for the space shuttle, to address heat insulation and corrosion concerns. It was eventually converted into a consumer version for automotive paint. While at first it seemed like what a modern snake oil salesperson may hawk, the proof was soon evident

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as it became the go-to technology if you were serious about detailing your car. The benefits were numerous: longer lasting shine, no water spots, a shinier surface, and you could use it on wheels, glass, and even the upholstery. The two words you’ll hear when researching ceramic coatings is hydrophobic and bonding. Hydrophobic means it repels water (thus water will bead and drip off the paint). Bonding is what the ceramic coating does to the paint. It does it so well that if you need to have any bodywork done that involves repainting, the painter may ask who did your ceramic installation and what did they use. Some manufacturers may make it appear as though this is a miracle cure and will fix poorly maintained paint. This is simply not true. Preparation of the painted surface is where the majority of the work is done. When installed by professionals, they will paint correct your entire car so that when the ceramic coating is applied it will be preserving the paint in its best possible state. It will not prevent all rock chips and scratches. Your best bet is to have paint protection film installed with a ceramic coating on it. It will also not last forever. Depending on the manufacturer, how the paint is maintained, and how the car is used, the product could last anywhere from two to seven years.

If you go to your local auto parts store, you’ll see the shelves lined with do-ityourself ceramic coatings. There’s even a good amount of YouTube videos that show YouTubers applying it themselves. However, don’t be fooled into thinking an $18 USD bottle of ceramic coating will be the same as a professional $2,000 service. Most people with professionally installed ceramic coatings will be happy to tell you how beneficial it’s been in keeping the car clean and new looking. The Porsche Club of America did a Spotlight video on ceramic coating your Porsche a few years ago. It’s a great video to hear a more thorough discussion of whether this is something you want to treat your Porsche to or not.

“When Ceramic coating technology entered the consumer market. It was originally developed for NASA”

Book Review Photos: Benjamin Shahrabani Courtesy of: Porsche Club of America

Porsche 911 Type 993: The Detailed Guide 1993-1998

irst unveiled at the September 1993 Frankfurt Motor Show, the Type 993 was Porsche’s last air-cooled 911. While preserving many elements of the classic 911 silhouette, the new Tony Hatter-penned design granted the car an appealing modern look and was considered revolutionary, rather than merely evolutionary, from its three generations of predecessors in terms of performance, handling, comfort, and safety. While the 993’s performance has since been eclipsed by even more capable successors, the 993 has today become beloved for not just its “last of” status, but also for more subjective and intangible qualities including its compact footprint, the mechanical and raw wail of its air-cooled flat-six engine, driver involvement, and vault-like build quality. A bridge between the old and the modern, the 993 is in the proverbial sweet spot for both enthusiasts and collectors. Newly available in the English language, Porsche 911 Type 993: The Detailed Guide 1993-1998 is a comprehensive reference guide from French publisher auto forever. Written by author Laurent Pennequin with the assistance of translator Julian Parish, Title Authors Publisher Format Where to Buy How Much

the guide documents a succinct origin story for the 993 before delving into model derivatives, sales and production figures, spin-offs, motorsports, and owners accounts. While other articles and books have certainly covered these aforementioned subjects previously, this guide is set apart by way of a detailed technical presentation covering every area of the car — including bodywork, technical specifications, engines, paint and trim, equipment, options and accessories — that is extremely comprehensive and rich with detailed photographic assets. Comprised of 180 breezy pages and packed with 368 photos and illustrations, Pennequin’s 993 guide is also extremely good value at a mere $69.99 USD. Highly recommended for anyone who has an affinity for the last air-cooled Porsche model…which judging by recent commentary and auction results seem to be just about everyone these days. Ed note: we also have the excellent book from Adelaide’s Adrian Streather – “Porsche 993 Essential Companion 2006” for those interested in the 993

Porsche 911 Type 993: The Detailed Guide 1993-1998 Laurent Pennequin (Translator: Julian Parish) Auto Forever Hardcover, 180 pages auto forever $69.99 USD

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Adelaide Rally - PCSA

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Top 8 Rarest Factory Built 911s of All Time Story & Photos: Josh Barnett – Total911.com Rarity is a huge draw for many Porsche 911 enthusiasts, with Zuffenhausen having produced its fair share of small-run oddities. Here are the eight most unusual cars to have ever rolled off the production line in Zuffenhausen. 8) Porsche 964 Turbo S - Production numbers: 81 Ignoring the US only 930 S (which was actually a flatnose 911 Turbo), the Porsche 964 Turbo S was the first car to carry the fabled moniker. 180kg lighter than the standard 3.3-litre Turbo it was the fastest road-going 911 ever released when it arrived in 1992. 7) Porsche 964 RS 3.8 - Production numbers: 55 While the 3.6-litre car currently gets all the plaudits, the Porsche 964 RS 3.8 was much, much rarer. It utilised the Turbo’s bodyshell and the 18-inch split-rim Speedlines. Numbers were kept low thanks to a single-year production run in 1993. 6) Porsche 930 LE - Production numbers: 50 The ‘LE’ stood for ‘Limited Edition’ as this particular Porsche 930 was meant to mark the end of 911 Turbo production. As it was, a 964 version was created but the 930 LE remains sought after thanks to its aggressive looks, formidable performance and G50 gearbox. 5) Porsche 911 GT1 Straßenversion - Production numbers: 25 Is it a true Porsche 911? The mid-engined Porsche 911 GT1 was a thoroughbred racer designed to bend the rules and take on the

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McLaren F1. 25 examples were needed to homologate the race version which would go on to take second place at the 1996 24 Hours of Le Mans. 4) Porsche 911R - Production numbers: 20 (plus 4 protoypes) The Porsche 911R was Zuffenhausen’s first attempt at a homologation special. However, weighing just 800kg and featuring the Carrera GTS’s 210bhp flat six, the FIA weren’t convinced that this was just a variant of a 911S, instead making it race as a prototype. 3) Porsche 964 Carrera 4 Lightweight Production numbers: 22 Build using surplus parts from the 953 Paris-Dakar project, the Porsche 964 Carrera 4 Leichtbau made extensive use of fibreglass to bring the base cars weight down to 1,050kg. It didn’t make financial sense for Porsche but it did give Weissach’s engineers something to do after the end of the 959/961 development. 2) Porsche 911 SC RS - Production numbers: 20 Built for the 1984 rallying season, the Group B specification Porsche 911 SC RS wasn’t really an SC at all. In competition guise, the Turbo-bodied car turned out 290bhp though the road-going versions were down tuned to 255bhp. This is the car that helped form rallying powerhouse, Prodrive. 1) Porsche 911 2.7 Turbo - Production numbers: 1 Everyone thinks that the first Porsche 911 Turbo featured a 3.0-litre powerplant with a single KKK turbocharger. However, the real beginning to Zuffenhausen’s forced induction 911 legend was this 2.7-litre car given to Louise Piëch, daughter of Porsche founder, Ferry.

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Story: Alex Oagana Photos: Autoevolution

2022 Porsche 911 Safari Is in a Class of Its Own

With hardcore models like the 718 Cayman GT4 RS, which also represents a swan song for naturally aspirated engines in the soon-to-go-electric 718 range, or the downright mental 911 GT3 RS (992), Porsche is definitely at the peak of ICE, so to speak.

their competition in the hellish 5,000km (3,100 miles) East African Safari Rally, or the fantastic 953 and 959 Group B monsters winning the illustrious Paris Dakar Rally in 1984 and 1986.

The carmaker is now expanding the 911 lineup with a model that has been foreshadowed and expected for about half a century – a rally inspired, high-bodied version of the Nuenelfer.

Generation upon generation of 911 aficionados have expected Porsche to develop a production version of its dune-bashing buggies well into the last generations of the air-cooled era, yet the German carmaker stubbornly said no each time.

Porsche was actively racing and winning in rallies using the 911 since the 1960s, with cars like the Porsche 911 SC demolishing

The only high-bodied, Safari-style versions of 911s that exist so far have been the work of aftermarket fans and specialists,

even though Porsche almost fulfilled this legacy on the 997 generation but pulled back at the last minute. There was even a secret concept car called the 911 Safari a few years back, and its existence only surfaced publicly in 2020. Coincidentally, that the same year some mysterious prototypes of 911 (992) on stilts began making the rounds on public roads and even the Nurburgring. We can confirm that Porsche is indeed launching a production 911 Safari, and it might be one of the coolest 911 versions of all time when it goes on sale in early 2022.

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As you can see from the latest spy photos, the prototypes are pretty much devoid of any camouflage and seem to be sporting every production element expected on the finalized car.

With that in mind, using this solution to raise the ground clearance on both axles isn’t feasible because the system doesn’t offer any rebound, and in the regular 911 is only usable at low speeds for this very reason.

By far the biggest difference compared to any other 911 is the raised ground clearance, which seems to be almost as high as that on a Macan, thus completely transforming the stance of the rear-engine sports car.

Porsche is in the habit of surprising everyone with their engineering prowess, with the double wishbone front suspension of the latest 911 GT3, the first of its kind and derived straight from the 911 RSR racer, being a good example.

That said, look closely and you can spot other differences as well, such as the wider track and the extra fairing on the more flamboyant wheel wells.

At least when it comes to track driving, the 2022 Porsche 911 Safari prototypes don’t seem to lose any handling points despite their ground clearance, so despite being likely more comfortable than a standard 911, the model probably won’t feel like a crossover.

The main mystery revolves around the type of suspension that Porsche engineers have decided upon, because simply using longer springs and the same geometry isn’t going to cut it. To put it in layman terms, the normal Porsche 911 (992) has a coilover suspension system that can only offer ride height adjustments on the front axle, and that is thanks to an optional nose-lift system.

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As expected, the car will be strictly allwheel-drive, but don’t go looking for some differential locks or some of the off-road gizmos found on the mighty Cayenne, as the 911 Safari will have a much more tarmac-friendly setup than any Porsche SUV.

Any rock-crawling capabilities would be rendered useless by the poor attack and departure angles any way, but you can be sure that the Safari will be the most usable 911 version on poorer road surfaces, and maybe even some occasional dune-bashing if the right tyres are fitted. In the powertrain department, it is expected that the model will be fitted with the same 3.0-liter twin-turbocharged flat-six found on the rest of the ‘normal’ lineup, with its output being either identical to the Carrera S and 4S or the Carrera GTS, which is more likely. That means we are looking at either 450 horsepower and 530 Nm (391 lb-ft) of torque or 480 horsepower and 570 Nm (420 lb-ft) of torque, which would enable the crossover-ish sports car to get from naught to 100 kph in well under four seconds. In a weird way, if the 911 Safari is classified as a crossover/SUV, it might even dethrone another Porsche from the Nurburgring fast lap times for SUVs list, the mighty Cayenne Coupe Turbo GT!

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

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106 - 108 Richmond Road, Keswick SA 5035 Phone: (08) 8297 1300 Email: info@buikmotorworks.com Oct - Dec 2021

0418 891 466

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Past Pre 1974/75 1975/76 1976/77 1977/78 1978/79 1979/80 1980/81 1981/82 1982/83 1983/84 1984/85 1985/86 1986/87 1987/88 1988/89 1989/90 1990/91 1991/92 1992/93 1993/94 1994/95 1995/96 1996/97 1997/98 1998/99 1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18 2018/19

Motorkh 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18

2014/15 D. Herreen ast Presidents Hillclimb Champion 2015/16 R. Paterson 974/75 D. Christison 2004/05 J. Palmer 2016/17 D. Herreen 975/76 D. Christison 2005/06 J. Palmer 2017/18 S. Thiele 976/77 D. Christison 2006/07 J. Palmer & M. Ewer 2018/19 N. Goodall 977/78 P. Dennis 2007/08 A. Sparks & M. Ewer 978/79 B. Clements1 2008/09 G. Keene 2014/15 D. Herreen Hillclimb Champion Past Presidents 2014/15 D. Herreen Past Presidents Lady Competitor of the Year 979/80 B. Clements 2009/10 A.Hillclimb Plate Champion 2015/16 R. Paterson 2004/05 J. Palmer 1974/75 Christison 2014/15 esidents Hillclimb Champion 2015/16 R. Paterson D. Herreen 1974/75 D. D. Christison 2004/05 J. Palmer 1990/91 S. Gentile 980/81 T. Klaveniek 2010/11 N. Goodall & O. Sheahan 2016/17 D. Herreen 2005/06 J. Palmer 1975/76 D. Christison 2016/17 D. Herreen R. D. Christison J. Palmer 2015/16 Paterson 1991/92 P. Klaveniek 5 D. Christison 2004/05 J.2006/07 Palmer 981/82 T. Lynas1975/76 2011/12 R.2005/06 Paterson 2017/18 S. Thiele J. Palmer & M. Ewer 1976/77 D. Christison 2017/18 S. Thiele D. Christison J. Palmer & M. Ewer 1992/93 J. Nicholls 982/83 T. Lynas1976/77 2012/13 R.2006/07 Harrison 2016/17 D. Herreen 6 D. Christison 2005/06 J. Palmer 2018/19 N. Goodall 2007/08 A. Sparks & M. Ewer 1977/78 P. Dennis 2018/19 N. Goodall 1977/78 P. Dennis 2007/08 A. Sparks & M. Ewer 1993/94 L. Scammell 983/84 T. Lynas1978/79 2013/14 R.2008/09 Paterson 2019/20 S. D. Herreen G. Keene 1978/79 Clements1 2017/18 Thiele 7 D. Christison 2006/07 J.2008/09 Palmer & M. Ewer B. B. Clements1 G. Keene 1994/95 Scammell of the Year 984/85 T. Lynas1979/80 2014/15 A.2009/10 Trimmer 2009/10 Plate 1979/80 Clements LadyL.Competitor B. B. Clements A. PlateA. 2018/19 N. Goodall 8 P. Dennis 2007/08 A.2010/11 Sparks & M. Ewer& O. Sheahan 1995/96 L. Scammell Lady Competitor of the Year 985/86 J. Nicholls 2015/16 R. Paterson N. Goodall 1980/81 T. Klaveniek 1990/91 S. Gentile 1980/81 T. Klaveniek 2010/11 N. Goodall & O. Sheahan 9 B. Clements1 2008/09 G. Keene 1990/91 2011/12 R. Paterson 1981/82 T. Lynas 1996/97 A. Sparks 986/87 B. Lynas 2016/17 S.2011/12 Hevera R. Paterson 1991/92 P. Klaveniek S. Gentile 1981/82 T. Lynas 1991/92 P. Klaveniek R. Harrison 1982/83 Lynas 1998 to 2004Lady Not awarded 1992/93 J. Nicholls 987/88 P. Rosenzweig 2017/18 S.2012/13 Thiele 1982/83 T. T. Lynas R. Harrison Competitor 0 B. Clements 2009/10 A.2012/13 Plate Past Presidents Hillclimb Champion Lady Competitor of the Year of the Year 1992/93 J. Nicholls 2013/14 R. Paterson 1983/84 Lynas 1993/94 L. ScammellS. 1983/84 T. T. Lynas 2013/14 R. Paterson 2004/05 M. Ruediger 988/89 T. John 2018/19 R.Edwards 1990/91 Gentile 1 T. Klaveniek 2010/11 N. Goodall & O. Sheahan 1974/75 D. Christison 1993/94 2014/15 A. Trimmer 1984/85 Lynas 1994/95 L. 1984/85 T. T. Lynas 2014/15 A. Trimmer 2004/05 J. Palmer 1990/91 S. Scammell Gentile L. Scammell 2005/06 M. Ruediger 989/90 T. John 1975/76 D. Christison 1991/92 P. Klaveniek 2 T. Lynas 2011/12 R. Paterson 1994/95 L. Scammell 2015/16 R. Paterson 1985/86 J. Nicholls 1995/96 L. Scammell 1985/86 J. Nicholls 2015/16 R. Paterson J. Palmer 1991/92 P. Klaveniek 2006/07 A. Sparks 990/91 T. John Sprint2005/06 Champion 1976/77 D. Christison 1995/96 L. Scammell 2016/17 S. Hevera 1996/97 A. Sparks 1986/87 B. B. Lynas 2016/17 S. Hevera 1986/87 Lynas 1992/93 J. Nicholls 3 T. Lynas 2012/13 R. Harrison 2006/07 J. Palmer & M. Ewer 1992/93 J. Nicholls 2007/08 A. Sparks 991/92 T. John 2004/05 J. Palmer 1977/78 P. Dennis 1998 to 2004 Not awarded 1996/97 A. the Sparks 1987/88 P. P. Rosenzweig 2017/18 S. Thiele 2017/18 S.Champion Thiele 1987/88 Rosenzweig 1993/94 L. Scammell Past Presidents 2005/06 Hillclimb Lady Competitor of Year 4 T. Lynas 2013/14 R. Paterson 2007/08 A. Sparks & M. Ewer 1993/94 L. Scammell 2008/09 A. Eime 992/93 T. John M. Rooke 2004/05 M. Ruediger 1988/89 T. T. John 2018/19 R.Edwards 1998 to 2004 Not awarded 2018/19 R.Edwards 1978/79 B. Clements1 1988/89 John 1974/75 D. Christison 2008/09 G. Keene 1994/95 L. Scammell 2009/10 A. Eime 993/94 D. Eckert 2006/07 J. Palmer 1994/95 L. Scammell 5 T. Lynas 2014/15 A. Trimmer 2004/05 T. Keynes J. Palmer 1990/91 S. Gentile 2005/06 M. Ruediger 1989/90 T. T. John 2004/05 M. Ruediger 2019/20 1989/90 John 1979/80 B. Clements D. Christison 1975/76 2009/10 A. Plate J. Palmer 1995/96 L. Sparks Scammell 2010/11 A. Eime 994/95 D. Eckert 2007/08 P.Sprint Jaquillard 1991/92 P. Klaveniek 2006/07 A. 1990/91 T. T. John Champion 2005/06 M. Scammell Ruediger 1990/91 John 1995/96 L. 6 J. Nicholls 2015/16 R. 2005/06 Paterson 1980/81 T. Klaveniek D. Christison 1976/77 2010/11 N. GoodallJ.&Palmer O. Sheahan 1996/97 A. Sparks 2011-2019 NotA. awarded 995/96 P. Dixon 2008/09 O.2004/05 Sheahan 2006/07 & M. Ewer 1992/93 J. Nicholls 2007/08 Sparks 1991/92 T. T. John J. Palmer 2006/07 A. Sparks Sprint Champion 1991/92 John 1981/82 T. Lynas 1977/78 P. Dennis 1996/97 A. Sparks 7 B. Lynas 1992/93 T. John 2016/17 S.2007/08 Hevera A. Sparks & M. Ewer 1993/94 L. Scammell 2011/12 R. Paterson 1998 to 2004 Not awarded 2008/09 A. Eime M. Rooke 996/97 P. Dixon 2009/10 A.2005/06 Eime2004/05 2007/08 A. Sparks J. Palmer 1992/93 T. John 1978/79 B. Clements1 1982/83 T. Lynas 1998 to 2004 Not awarded 8 P. Rosenzweig 2017/18 S. Thiele 2008/09 G. Keene 1994/95 L.Year Scammell 2009/10 A. Eime 1993/94 D. D. Eckert 2006/07 J. Palmer 2004/05 M. Ruediger Club Person of the 997/98 P.Past Dixon 2010/11 N. Goodall 2008/09 A. Eime 2005/06 M. Rooke 1993/94 Eckert 1979/80 B. Clements Presidents Hillclimb Champion Lady Competitor of the Year 1983/84 T. Lynas 2009/10 A. Plate 1995/96 L. Scammell 2010/11 A. 1994/95 D. D. Eckert 2007/08 P. Jaquillard 2005/06 M.Eime Ruediger 2004/05 M. Ruediger 2009/10 A. Eime 9 T. John 2018/19 R.Edwards 2006/07 J. Palmer 1987/88 T. Nicholls 1994/95 Eckert 998/99 P. Dixon 2011/12 M. Ewer 1980/81 T. Klaveniek Sprint Champion 1984/85 T. Lynas 1974/75 D. Christison 2010/11 N. Goodall & O. Sheahan 1996/97 A. Sparks 2011-2019 Not awarded 1995/96 P. Dixon 2008/09 O. Sheahan 2010/11 A. Eime 2007/08 P. Jaquillard 2006/07 A. Sparks M. 1995/96 P. Dixon 1988/89 K.1990/91 Herbst 1981/82 T. Lynas 999/00 P. Kowalenko 2012/13 R.2004/05 Reynolds J.R.Palmer S. Gentile 2005/06 Ruediger 0 T. John 1985/86 J. Nicholls 2011/12 Paterson 1998 to 2004 Not awarded 1996/97 P. P. Dixon 2009/10 A. Eime 1975/76 D. ChristisonT. Lynas 2011-2020 Not awarded 2008/09 O. Sheahan 1996/97 Dixon 1982/83 2004/05 J. Palmer 2007/08 A. Sparks 1989/90 T. John 000/01 P. Kowalenko 2013/14 A. Trimmer 2005/06 J. Palmer 1991/92 P. Klaveniek 2006/07 A. Sparks 2004/05 M.the Ruediger 1 T. John Sprint Champion 1986/87 B. Lynas Club Person of Year 1997/98 P. Dixon 2010/11 N. Goodall 2009/10 Eime 1997/98 P. Dixon 1983/84 2005/06 M. A. Rooke D. ChristisonT. Lynas 2008/09 A.Nicholls Eime 1990/91 T. John 001/02 P.1976/77 Brunnthaler 2014/15 D.2011/12 Herreen 2005/06 M. Ruediger 1987/88 T. 1998/99 P. P. Dixon M. Ewer 1987/88 P. RosenzweigT. Lynas 2006/07 J. Palmer & M. Ewer 1992/93 J. Nicholls 2007/08 A. Sparks 2 T. John 2004/05 J. Palmer Sprint Champion Club Person of the Year 1984/85 2010/11 N. Goodall 1998/99 Dixon 2006/07 J. Palmer 2009/10 A.Herbst Eime 1991/92 D. Wallbridge 002/03 P.1977/78 Brunnthaler 2015/16 M.2012/13 Curyer R. Reynolds P.T. Dennis 2006/07 A. Sparks 1988/89 K. 1999/00 P. Kowalenko 1988/89 John 1985/86 J. Nicholls2005/06 1987/88 T. Nicholls 2011/12 M. Ewer 1999/00 P. Kowalenko 2007/08 A. Sparks & M. Ewer 1993/94 L. Scammell 2008/09 A. Eime 3 T. John M. Rooke 2007/08 P. Jaquillard 2010/11 A. Eime 1992/93 L. McDonnell 2004/05 J. Palmer 003/04 M. Rooke 2016/17 T. Keynes 2007/08 A. Sparks 1989/90 T. John 2000/01 P. Kowalenko 2013/14 A. Trimmer 1978/79 B.T. Clements1 1989/90 John 1986/87 B. Lynas 1988/89 K. Herbst Reynolds 2000/01 P. Kowalenko 2008/09 O. R. Sheahan 2005/06 M. Keene Rooke 2008/09 A. EimeA. Eime 2008/09 G. L. Scammell 2009/10 1990/91 T. John 1993/94 L.1994/95 Scammell 4 D. Eckert 2006/07 J.2012/13 Palmer 2001/02 P. Brunnthaler 2014/15 D. Herreen 004/05 J. Palmer 2017/18 M. Rogers 1987/88 P. Rosenzweig 1990/91 T. Clements John 1989/90 T. John 2013/14 A. Trimmer 2001/02 P. Brunnthaler 1979/80 B. 2006/07 J. Palmer 2009/10 A. Eime 2009/10 A. Eime 1991/92 D. Wallbridge 2002/03 P. Brunnthaler 2015/16 M. Curyer 1994/95 L. Scammell 005/06 J. Palmer 2018/19 P. Panopoulos 2009/10 A. Plate 1995/96 L. Scammell 2010/11 A. Eime 5 D. Eckert 2007/08 P. Jaquillard 1988/89 T. John 1990/91 T. John 1991/92 T. John 2014/15 D. Herreen 2002/03 Brunnthaler 2007/08 P. Jaquillard 2010/11 A. Eime 1980/81 T. Klaveniek T. John 1992/93 L. McDonnell 2003/04 M.P. Rooke 2016/17 T. Keynes 2010/11 N. Goodall 1995/96 P.1996/97 Dixon 006/07 S. Elshaw 1989/90 1991/92 D. Wallbridge 2015/16 M. Curyer 2003/04 M. Rooke 2010/11 N. Goodall & O. Sheahan A. Sparks 1992/93 T. John 2011-2019 Not awarded 6 P. Dixon 2008/09 O. Sheahan 2008/09 O. Sheahan 1993/94 L. 2004/05 J. Palmer 2017/18 M. Rogers Club Person ofScammell the Year 2011/12 M. T. Ewer 1981/82 T.D.Lynas 1990/91 T. John 1996/97 B. Smith 007/08 S. Elshaw Club Driving Champion 1992/93 L. McDonnell 2016/17 Keynes 2004/05 J. Palmer 1993/94 Eckert 2009/10 A.Paterson Eime 2011/12 R. 1998 to 2004 Not awarded 1994/95 L. Scammell 2005/06 J. Palmer 2018/19 P. Panopoulos 7 P. Dixon 2009/10 A. Eime 1991/92 T. John 1997/98 P. Kowalenko 008/09 A. Sparks 1985/86 T. Lynas 1982/83 T.D.Lynas 1993/94 2017/18 2005/06 Palmer 1987/88 T.Dixon Nicholls L. Scammell 2010/11 M. Rogers N. Goodall 1994/95 Eckert 1995/96 P. 2006/07 S. J. Elshaw 2004/05 M. Ruediger 1992/93 T. John Club Driving Champion Club Person of the 8 P. Dixon 2010/11 N. Goodall 1998/99 H.Person Kowalenko 009/10 A. Sparks 1986/87 T. Club Lynas 1994/95 L.Year Scammell Year 2018/19 P. Panopoulos 2006/07 Elshaw Club of the 2011/12Champion M. Ewer 1983/84 T.P.Lynas 1988/89 K. Smith Herbst 1995/96 Dixon 1996/97 B. 2007/08 S. S. Elshaw Driving 1993/94 D. Eckert 2005/06 M. Ruediger 1995/96 P. Dixon 1999/00 D. Callow 2019/20 D. Herreen 010/11 N. Goodall 1987/88 D. Wallis 2007/08 S. Elshaw 1987/88 T. Nicholls 9 P. Dixon 2011/12 M. Ewer 1997/98 P. 2008/09 A. Sparks 1985/86 T.Champion Lynas 1985/86 T. Lynas 1989/90 T.Kowalenko John 1996/97 Dixon Sprint 1984/85 T.P.Lynas 1987/88 T. Nicholls 1994/95 D. Eckert 1996/97 B. Smith Club Driving Champion 1990/91 2008/09 Sparks 2000/01 J-A. Brunnthaler 011/12 N. Goodall 1988/89 T. John 1998/99 H. Kowalenko 2006/07 A. Sparks 2009/10 A. A. Sparks 1986/87 T. Lynas 1988/89 K. Herbst 0 P. Kowalenko 2012/13 R. Reynolds 1986/87 T. Lynas T. John 1997/98 P. Dixon 1988/89 K. Herbst 1995/96 1985/86 J. Nicholls P. Dixon 1997/98 P. Kowalenko ClubD.Driving Champion 2009/10 Sparks 2001/02 M.2007/08 Rooke 012/13 N. Goodall 1989/90 R.2004/05 Catford 1999/00 D. 2010/11 N. A. Goodall 1987/88 Wallis 1987/88 D. WallisJ.T.Palmer 1985/86 Lynas 1991/92 D.Callow Wallbridge 1998/99 P. Dixon 1989/90 T. JohnT. John 1996/97 P. Dixon A. Sparks 1989/90 1 P. Kowalenko 2013/14 A. Trimmer 1998/99 H. Kowalenko 1985/86 T. Lynas 2010/11 Goodall 1986/87 B.P. Lynas 2000/01 J-A. Brunnthaler 2011/12 N. N. Goodall T. John 2002/03 K. Somerville 013/14 K. Obst 1990/91 T. 1988/89 Gentile 1986/87 T. Lynas 1990/91 T. John 1997/98 P. Dixon 1988/89 T. John M. 1992/93 L. McDonnell 1999/00 Kowalenko 2005/06 Rooke 2008/09 A. Eime 1990/91 T. John 1999/00 D. Callow 2 P. Brunnthaler 2014/15 D. Herreen 1986/87 T. Lynas 2011/12 Goodall 2001/02 M. Rooke 2012/13 N. N. Goodall R. Catford 2003/04 C. Johnston 014/15 K. Obst 1991/92 T. 1989/90 John 1987/88 D. Wallis 1991/92 D. Wallbridge 1998/99 1987/88 P.P. Rosenzweig 1989/90 R. Catford 1993/94 L. Scammell 2000/01 Kowalenko P. Dixon 2000/01 J-A. Brunnthaler 1987/88 D. Wallis 2012/13 N. Goodall 2002/03 K. Somerville 2013/14 K. Obst 1990/91 T. Gentile 2006/07 J. Palmer 2009/10 1991/92 D. Wallbridge 3 P. Brunnthaler 2015/16 M. Curyer 1988/89T. GentileT. John 1992/93 L. McDonnell A. Eime 1999/00 2004/05 G. Cook 015/16 K. Obst 1992/93 R. Catford 1990/91 1994/95 L. Johnston Scammell 2001/02 BrunnthalerP. Kowalenko 1988/89 T.P.John 2001/02 M. Rooke 1988/89 2013/14 Obst 2003/04 C. 2014/15 K. K. Obst 1991/92 T. John T. John 1989/90 R. Catford 1993/94 L. Scammell 2000/01 P. Kowalenko 2007/08 P. Jaquillard 2010/11 A. Eime 2005/06 N. Goodall 016/17 G. Crowe 1993/94 T. Matthews L. McDonnell 4 M. Rooke 2016/17 T.1989/90 Keynes 1991/92 T. John 1995/962004/051992/93 P. Cook Dixon 2002/03 P. John Brunnthaler 2002/03 K. Somerville R. Catford 2014/15 Obst G. 2015/16 K. K. Obst 1992/93 R. Catford 1989/90 T. 1990/91 T. Gentile 1994/95 L. Scammell 2001/02 P. Brunnthaler 2006/07 R. Ruediger 017/18 G. Crowe 1994/95 R. Paterson 2008/09 O. Sheahan 1992/93 R. Catford 1996/97 B. Goodall Smith Rooke L. 5 J. Palmer2003/04 2017/18 M. Rogers 2003/04 C. Scammell Johnston 2005/061993/94 N. 1990/91 T. Gentile 2016/17 G. K. Crowe 1993/94 T. Matthews 2015/16 Obst 1991/92 T. John 1995/96 P. Dixon 2002/03 P. Brunnthaler T.M.John 2007/08 J. Sheahan 018/19 V.1990/91 Moore 1995/96 R.2009/10 Geue 1993/94 T. Matthews 1997/98 P. Ruediger Kowalenko 2004/05 J. Palmer 2006/07 R. 2004/05 G. Scammell Cook 2017/18 G. G. Crowe 1994/95 R. Paterson 1991/92 T. John A. Eime 2016/17 Crowe 1994/95 L. 1992/93 R. Catford 6 J. Palmer P. Panopoulos 1996/97 B. Smith 2003/04 M. Rooke2018/19 1991/92 T.J. John 2008/09 R. Weekes 1996/97 P.1995/96 Dixon 2007/08 J. 2018/19 V. G. Moore R. Geue 2005/06 N. Goodall 1994/95 R. Paterson 1992/93 R. Catford 1998/99 H.Sheahan Kowalenko 2017/18 Crowe 2005/06 Palmer 1993/94 T. Matthews 1997/98 P. Kowalenko 2004/05 J. Palmer 2010/11 N. Goodall P. Dixon 7otorkhana S. Elshaw A. Seaman Champion 1997/98 D.1996/97 Gilbert 2008/091995/96 R. P. Dixon 1992/93 T.S. John 2006/07 R. Ruediger 1993/94 T. Matthews 2018/19 V. 2005/06 Moore 1995/96 R. Geue 1999/00 D.Weekes Callow 2006/07 Elshaw 1994/95 R. Paterson 1998/99 H. Kowalenko J. Palmer Club Person of the Year 2011/12 M. Ewer 1996/97 B. Smith 8 S. Elshaw Club Driving Champion A. Seaman Motorkhana Champion 1997/98 D. Gilbert H. Kowalenko 004/05 M. Ewer 1998/99 M. Ewer 2007/08 J. Sheahan 1994/95 R. Paterson 2019/20 V. Moore 1995/96 R. Geue 1999/00 D. Callow 2006/07 S. Elshaw 1996/97 P. Dixon 2000/01 J-A. Brunnthaler 2007/08 S. Elshaw 1993/94 D. Eckert H. Kowalenko 2004/05 M. Ewer 1998/99 M. Ewer B. Gare 2008/09 R. Weekes 005/06 M. Ewer 1999/00 M. Ewer R. Geue 1996/97 P. Dixon 2000/01 1997/98 J-A. Brunnthaler 2007/08 S. Elshaw1985/86 P. Kowalenko 9 A. Sparks LynasD. Gilbert 1997/98T.1995/96 2001/02 M. Rooke 2008/09 A. Eckert Sparks 1987/88 T. Nicholls 1994/95 D. B. Gare 2005/06 M. Ewer 1999/00 M. EwerP. Dixon A. 1996/97 1997/98 D. Gilbert Motorkhana Champion 2001/02 M. Rooke 2008/09 A. Sparks R. Pryor 006/07 D. Gilbert 2000/01 M.Club Ewer Driving 1998/99 M. Ewer Champion 2002/03 K. Somerville 2009/10 A.Sparks 1998/99 H.Seaman Kowalenko 0 A. Sparks 1986/87 T. Lynas R. Pryor 2006/07 D. Gilbert 2000/01 M. Ewer 1988/89 K. Herbst 1995/96 P. Dixon 1998/99 M. Ewer H. Kowalenko 2002/03 K. Somerville 1997/98 D. Gilbert 2009/10 A.Sparks 2004/05 M. Ewer 2010/11 K. Obst 007/08 P. Kowalenko 2001/02 D. Gilbert 1999/00 M. Ewer 2003/042010/111999/00 C.Obst Johnston 2010/11 N.Goodall K. D.Gare Callow 2007/08 P. M. Kowalenko 2001/02 D. Gilbert 1 N. Goodall 1987/88 D.1998/99 Wallis 1999/00 M.Lynas Ewer 2003/04 C. Johnston 2010/11 N.Goodall B. M. Ewer 2005/06 Ewer 1985/86 T. 1989/90 T. John 1996/97 P. Dixon 2011/12 R. Pryor 008/09 R. Paterson 2002/03 M. Ewer 2000/01 M. Ewer 2004/052011/12 G. Cook 2011/12 N.Goodall R. Pryor 2008/09 R. D. Paterson 2002/03 M. Ewer 2000/01 M. Ewer 2004/05 G. Cook 2011/12 N.Goodall R. Pryor M. Ewer 2006/07 Gilbert 2000/01 J-A. Brunnthaler 2 N. Goodall 1988/89 T.1999/00 John 2012/13 J. Pierson 009/10 D. Gilbert 2003/04 M. Ewer 1986/87 T. Lynas 1990/91 T. John 1997/98 P. Dixon 2001/02 D. Gilbert 2005/06 N. Goodall 2012/13 J. Pierson 2009/10 D. Gilbert 2003/04 M. Ewer Motorkhana ChampionChampion 2001/02 M. Ewer D. Gilbert 2005/06 N. Goodall 2010/11 K. Obst 2007/08 P. Kowalenko Motorkhana 2001/02 M. Rooke 3 N. Goodall 1989/90 R.2000/01 Catford 2013/14 J.1991/92 O’Connor 010/11 M. Almond 2004/05 J.1987/88 Palmer 2002/03 M. Ewer 2006/07 R. Ruediger 2013/14 J. O’Connor 2010/11 M. Almond 2004/05 J. Palmer D. Wallis D.R.Wallbridge 1998/99 P. Dixon 2002/03 M. Ewer 2006/07 R. Ruediger 2011/12 Pryor 2001/02 D. Gilbert 2008/09 R. 2004/05 Paterson 2004/05 M. Ewer 2014/15 D. Wiffen 011/12 R. Paterson 2005/06 M.2005/06 Ewer M. Ewer 2014/15 D. Wiffen 2011/12 R. D. Paterson M. Ewer 2002/03 K. Somerville 2003/04 M. M. Ewer 4 K. Obst 1990/91 T.2002/03 Gentile 2007/08 J. Sheahan 2003/04 M.John Ewer 2007/08 J. Sheahan 2012/13 J. Pierson Ewer 1988/89 T. 2009/10 Gilbert 1992/93 L. McDonnell 1999/00 P. Kowalenko 2005/06 M. Ewer 2005/06 M. Ewer 2015/16 A. Seaman 2015/16 A. 012/13 R. Paterson 2006/07 M.2006/07 Ewer 2012/13 R. Paterson M. Ewer 2004/05 J. Palmer 2004/05 J. Palmer 2008/09 R. Weekes 2008/09 R. Seaman Weekes 2003/04 C. Johnston 2013/14 J. O’Connor 5 K. Obst 1991/92 T.2003/04 John M. Ewer 2010/11 M.2006/07 Almond 1989/90 R.M.Catford 1993/94 L. Scammell P.D.Kowalenko D. Gilbert 2006/07 Gilbert 2016/17 R. Clements 2013/14 R Paterson 2007/08 A. Sparks 2016/17 R. Clements 013/14 R2000/01 Paterson 2007/08 A. Sparks 2005/06 Ewer A. Seaman 2005/06 M. Ewer A. Seaman 2014/15 D. Wiffen 2004/05 J. Palmer 2011/12 R. 2007/08 Paterson 2004/05 G. Cook 6 K. Obst 1992/93 R. Catford P. Kowalenko 2017/19 Not awarded 2014/15 D. Herreen 2008/09 G. Keene 2007/08 P. Brunnthaler Kowalenko 1990/91 T. Gentile 2006/07 M. Ewer 1994/95 L. Scammell 2001/02 P. H. Kowalenko 2017/19 Not awarded 014/15 D. Herreen 2008/09 G. Keene 2006/07 2005/06 M. M. Ewer H. Kowalenko 2015/16 A. Seaman Ewer 2012/13 R. 2008/09 Paterson 2015/16 R. Paterson 2009/10 R. Paterson A. Sparks 2005/06 Goodall 7 G. Crowe 1993/94 T.2006/07 Matthews 2007/08 B. GareN. 2008/09 R. Brunnthaler Paterson R. Paterson 015/16 R. Paterson 2009/10 R.1991/92 Paterson T. John 2007/08 A. Sparks 1995/96 P. Dixon 2002/03 P. 2016/17 R. Clements B. Gare M. Ewer 2013/14 R Paterson 2016/17 D. Herreen 2010/11 N. Goodall 2009/10 D.Gilbert 2008/09 G. Keene 2010/11 2006/07 K. ObstR. 016/17 D. Herreen 2010/11 N.1992/93 Goodall 8 G. Crowe 1994/95 R. Paterson 2009/10 D.Gilbert 2017/19 NotRuediger awarded 2007/08 A. Sparks 2014/15 Herreen 2008/09 G. Keene 2010/11 K. Obst R. Catford 1996/97 B. Smith 2003/04 M. Rooke 2017/18 S. D. Thiele 2011/12 R. Paterson 2010/11 M. Almond 2009/10 R.Paterson 2011/12 R. Pryor 017/18 S. Thiele 2011/12 R.2012/13 Paterson 2019/20 H. Sheahan Kowalenko G. Keene 2015/16 R. 2011/12 Paterson 2010/11 M. Almond R. Paterson 2009/10 R.Paterson 2011/12 R. Pryor J. 2007/08 9 V. Moore 1995/96 R.2008/09 Geue 2018/19 J. Coote R. Reynolds 2010/11 N.Matthews Goodall 1993/94 T. 1997/98 P. Kowalenko 2004/05 J. Palmer 2009/10 R. Paterson 2016/17 D. Herreen 018/19 J. Coote 2012/13 R. Reynolds 2011/12 R. Paterson 2010/11 N. Goodall 2011/12 R. Paterson Paterson 2008/09 R. Weekes 1996/97 P. Dixon 1994/95 R. 1998/99 H. Kowalenko 2005/06 J. Palmer N. Goodall 2017/18 S. Thiele 2011/12 2010/11 R. Paterson A. Seaman hana Champion 1997/98 D.2011/12 Gilbert R. Paterson 2018/19 J. Coote 1995/96 R. Geue 1999/00 D. Callow 2006/07 S. Elshaw 2012/13 R. Reynolds 2019/2020 R. H. Kowalenko 5 M. Ewer 1998/99 M. Ewer 1996/97 P. Dixon 2000/01 J-A. Brunnthaler 2007/08 S. Paterson Elshaw Honorary Life Members

ROLL HONOUR ROLLOF OF HONOUR

PCSA Roll of Honour

B. Gare 6 M. Ewer 1999/00 M. Ewer 1997/98 D. Gilbert 2001/02 M. Rooke 2008/09 A. Sparks Honorary Life Members R. Pryor 7 D. Gilbert 2000/01 M. Ewer 1998/99 M. Ewer 2002/03 K. Somerville 2009/10 A.Sparks 2010/11 K. Obst 8 P. Kowalenko 2001/02 D. Gilbert 1999/00 M. Ewer 2003/04 C. Johnston 2010/11 N.Goodall 2011/12 R. Pryor 9 R. Paterson 2002/03 M. Ewer 2000/01 M. Ewer 2004/05 G. Cook 2011/12 N.Goodall 2012/13 J. Pierson 0 D. Gilbert 2003/04 M. Ewer 2001/02 D. Gilbert 2005/06 N. Goodall Motorkhana Champion 2013/14 J. O’Connor 1 M. Almond 2004/05 J. Palmer 2002/03 M. Ewer 2006/07 R. Ruediger 2004/05 M. Ewer 2014/15 D. Wiffen 2 R. Paterson 2005/06 M. Ewer 2003/04 M. Ewer 2007/08 J. Sheahan 2005/06 M. Ewer 2015/16 A. Seaman 3 R. Paterson 2006/07 M. Ewer 2004/05 J. Palmer 2008/09 R. Weekes 2006/07 D. Gilbert 2016/17 R. Clements 4 R Paterson 2007/08 A. Sparks 2005/06 M. Ewer A. Seaman 2007/08 P. Kowalenko 2017/19 Not awarded Kaz2006/07 Herbst David Gilbert Stuart Elshaw 5 D. Herreen 2008/09 G. Keene Wayne Trevor John M. Obst Ewer H. Kowalenko 2008/09 R. Paterson 6 R. Paterson 2009/10 R. Paterson 2007/08 A. Sparks Gare Oct -B.Dec 2021 59 7 D. Herreen 2010/11 N. Goodall Wayne Obst G. Keene Kaz Herbst David Gilbert Stuart Elshaw John 2009/10 Trevor D.Gilbert 2008/09 2010/11 K. Obst PORSCHE REPORT 62 8 S. Thiele 2011/12 R. Paterson R.Paterson 2010/11 M. Almond 2009/10 2011/12 R. Pryor

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Sprint The Bend Photos: Bob Taylor

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Trophy Winners & Results

Roger Paterson 62

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Oct - Dec 2021

First PCSA Competition Trophy by Wayne Obst Story & Photos: Wayne Obst I believe that this trophy that Tim Lynas as president of PCSA presented to me in 1982 was the first competition trophy to 64

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be presented to a member of the PCSA. The first sprint I attended at Mallala, six Porsches and six Ferraris entered. The Porsche I owned at that time was a 1980 911SC.

Oct - Dec 2021

PORSCHE

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