PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 42 Number 4 October - December 2017
Porsche 928 Special Issue
M ik e’s 928 Mission C hristma s P CS A S tyle “T he Bend” Awakens A dela ide M o to rspo rt F estiv a l Coverage
www.pcsa.asn.au
October - December 2017
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PORSCHE t r o p e R OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 42 Number 4, October - December 2017
contents
5 . P o r s c h e S e t s N e w S a l e s R e c o r d
38. Buyers Guide Porsche 928
7 . E d i t o r i a l 4 0 . N e w 9 2 8 C o n c e p t 9 . P re s i d e n t ’s R e p o r t
41. AMF Hot Shots
11. Kaz Herbst OAM / Norm Goodall CAMS
42. AMF Classic Adelaide Rally
1 1 . C a l e n d a r o f E v e n t s
48. AMF Victoria Park Sprint
1 2 . 9 1 1 C a r re r a T
54. AMF Gouger Street Par ty
1 3 . S p o r t y 7 1 8 G T S
56. Birds Eye View
1 4 . “ T h e B e n d ” M o t o r s p o r t P a r k A w a k e n s
60. Master of Mallala Decider
1 7 . J o h n B l a n d e n ’s C l i m b t o T h e E a g l e
62. Christmas PCSA Style.
1 8 . 9 2 8 P o s t e r
6 8 . Wa l l a ro o We e k e n d E s c a p e
2 0 . M i k e ’s 9 2 8 M i s s i o n
70. Black Tie Dinner
2 5 . 9 2 8 F o u r D o o r C o n c e p t
72. An Owners Log – The Dreaded
26. Beneath The Official Story of The 928
Intermediate Shaft Bearing
3 0 . 9 2 8 X - R a y
74. Intermediate Shaft Explained
3 3 . 9 2 8 S R e t ro R o a d Te s t
75.Role of Honour
3 6 . 9 2 8 C l a s s i c A d v e r t
7 6 . S t o l e n P o r s c h e F o u n d A f t e r 2 7 Ye a r s
our supporters A h r n s H a n d l i n g E q u i p m e n t
Page 40
N o r t h Te r r a c e Ty r e s
Back cover
A l d o m M o t o r s p o r t B o d i e s
Page 16
P o r s c h e C e n t r e A d e l a i d e
Page 4
B u i k s M o t o r w o r k s
Page 16
Richmonds Classic and
Cafasso Motor Body Repairs
Page 32
S p o r t s C a r s P a g e 6
C o p y w o r l d P a g e 2
R S R S p o r t s C a r s
Page 3
C u t l e r B r a n d s P a g e I B C
S h a n n o n s I n s u r a n c e
Page IFC
D a v i d B u r re l l a n d C o
Page 74
S p l a s h c a r Wa s h
Page 3
D e v e r s o n G a r a g e w o r k s
Page 32
W i l l s h i r e P a g e 8
D u n l o p P a g e 7 2 N o r b a r To rq u e To o l s
W i n g u a r d P a i n t P ro t e c t i o n
Page 47
Page 47
October - December 2017
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Protection
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October - December 2017
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$88,900 $91,900 $93,990 $94,990 $114,900 $139,990 $229,900
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Story & Photos: Porsche Cars Australia
Porsche Sets New Sales Record The upward trend continued in 2017, as Porsche AG delivered around 246,000 vehicles to customers worldwide in the last year. With this figure, the Stuttgartbased sports car manufacturer exceeded the record set in 2016 by another four per cent. A significant boost came from approximately 28,000 deliveries of the new Panamera; an increase of 83 per cent compared to the previous year. “The hybrid models of the new Panamera in particular are very well received by customers, validating our product strategy. The Turbo S E-Hybrid, as the top model in the line, is a clear embodiment of performance and efficiency. It sets new benchmarks in its class”, says Detlev von Platen, Member of the Executive Board responsible for Sales and Marketing at Porsche AG. Von Platen is also optimistic regarding 2018: “With our product range and the strong sales regions of Europe, Asia and America, we are well positioned.” In addition to the Panamera, the 718 models have also significantly exceeded the previous year’s figures. Around 25,000 of the mid-engine sports cars were delivered, marking an increase of six per cent. The fascination with the 911 also lives on: In 2017, more than 32,000 vehicles were once again handed over to customers worldwide. The Macan is the best-selling Porsche and maintains the high figures from the prior year with more than 97,000 vehicles delivered (+2 per cent). China remains the largest single market for Porsche: With more than 71,000 vehicles delivered, the previous year’s figure was exceeded by 10 per cent. The figures for the USA (+2 per cent) and Europe (+2 per cent) continue to
build on the success of previous years. With around 28,400 deliveries, the home market of Germany lies just short of the figure for 2016.
“In 2018, the new Cayenne is being launched in the key sales regions that are the USA and China – this promises further growth”, von Platen continued. “Nonetheless, the exclusivity of the brand will continue be our top priority in future.” “In 2018, the 2018 new Cayenne is being launched The aim for is to stabilise figures atin the key sales regions that are the USA and China – this promises further growth”, von Platen the high levels achieved in 2017. continued. “Nonetheless, the exclusivity of the brand will continue be our top priority in future.”
The aim for 2018 is to stabilise figures at the high levels achieved in 2017. PORSCHE AG Deliveries Worldwide
Total years 2016 237,778
2017 Difference (%) 246,375
+4% +2%
Europe
78,975
80,262
Germany
29,247
28,317
-3%
America
65,591
67,714
+3%
USA
54,280
55,420
+2%
Asia-Pacific, Africa and Middle East 93,212
98,399
+6%
71,508
+10%
China
65,246
Australia In Australia, Porsche delivered 4,484 vehicles in 2017, an increase of 1.1% compared to the previous year. This made it a record year for Porsche sales in Australia. Porsche Cars Australia Australian Deliveries
2016
718 Cayman
285
221
-22.5%
718 Boxster
172
132
-23.3%
911
422
431
+2.1%
Macan
2,172
2,478
+14.1%
Cayenne
1,341
1,111
-17.2%
42
111
+164.3%
4,484
+1.1%
Panamera Total - Australia
4,434
2017
Difference (%)
October - December 2017
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Hi all and welcome to 2018. I don’t know about the rest of you but I can’t really believe that we are only a few years away from 2020. To me it seems like a very short time ago that we took our kids into the city to celebrate coming into the year 2000, and with it wondering if all the planes would fall out of the sky, computers would cease to function or the world would come to an end as we know it. Thankfully none of the above events took place and we are still kicking around trying to stay on the narrow path between maintaining and upsetting natures balance. So here we are in 2018 with a very exciting year ahead of us in Porsche Club SA world. We have a raft of social events planned for the year, all the shenanigans related to events supporting Porsche’s 70th year since the first 356 rolled out of the Stuttgart factory. And as if that wasn’t enough we have a full motorsport calendar for those with the inclination to drive their Porsches as nature, and Stuttgart intended. One event that is putting a tingle in many a drivers nether regions is the upcoming sprint later in the year at the brand new motor racing circuit at Tailem bend, appropriately named “The Bend”. The management team of “The Bend “ have generously provided us an exclusive report on proceedings at the circuit which I am sure you will find particularly interesting. Make no mistake, this circuit is a game changer for SA and has already drawn world wide attention. You can expect many exciting motorsport events, including our own Supercars in August, to make good use of this world class motor sport venue in the coming years. It is the opinion of many in the know that the best cars in the world come out of Germany, and also I suspect the opinion of many in our club that Porsche make the best cars engineered and produced in Germany, so by default we could arguably agree that we are driving the best cars in the world (not that we’re biased at all). So with this reputation comes great responsibility on our part. I like to think that people who purchase Porsches appreciate fine driving. So I also like to think that people who drive Porsches strive to be fine drivers and aim to set a good example when on the roads. Heaven knows as a driving instructor I have seen it all and occasionally marvel at how most of us, on most days, get home without major incident. And I have come to a conclusion on why this is so. My conclusion is not backed by any major study that I am aware of, nor is it the result of rigorous field testing but comes from my experience in driver training and my observations on the road. And here it is,
“The majority of accidents are caused when two or more drivers do the wrong thing, in the same place, and at the same time”. So to explain further, how many times are you involved in, or have you witnessed a close call. I would suggest you would witness, or be part of something like this almost on a daily basis. Think back to the last near miss you witnessed. Why was it a near miss and not an accident? I suggest it was because one driver made a mistake, accidental or otherwise, and the other anticipated, and allowed for it. It is the second, aware driver, who created the conditions that prevented an accident occurring. So in the spirit of fostering better Porsche drivers everywhere here are a few important defensive driving tips I teach my students that I hope you can appreciate and maybe even adopt into your daily driving habits. 1: When waiting to turn right across oncoming traffic, keep your wheels pointing straight ahead until you are ready to make the turn. If your wheels are turned into the direction of oncoming traffic and somebody hits you in the rear (as they are distracted by your lovely Porsche script on the tailgate) they will push you into the path of that oncoming semi. That will end very badly for you, even in a Porsche. 2: When following another vehicle in moving traffic, always aim to leave around a 3 second gap to the vehicle in front. In a best case scenario it will take you around ¾ of a second to get your brakes on in any meaningful way if the car in front slams on the anchors for any reason, say an errant centennial or earwig wearing jogger for example. If your following gap is less than 2 seconds you might just stop in time if you are on the ball. Any less and you will certainly hit the back of the car in front. And guess what, no matter what the circumstance, it will be your fault. Yeah I know, “but what about all those cars that will jump in front of you and fill the gap” I hear you say. Forget about them. In most cases they are looking to turn left (so you have done your good deed for the day in letting them in) or they are regular lane changers and will be off like a Trump tweet as soon as they see a better opportunity. I hope the above resonates with you and you are open to adopting these behaviours next time you are behind the wheel. Let me know if you find this useful. I love the feedback. In this issue, we are looking at all things 928, including a review of Mike Kelly’s latest project, some special 928 insights courtesy of Adrian Streather, a retro road test and much more. We also have full coverage from the Adelaide Motorsport Festival, Porsche news, Sporting and social updates. I could go on. I hope you enjoy this special issue as much as I have enjoyed putting it together.
“Porsche Report” is the official magazine of The Porsche Club of South Australia (ABN 36 370 887 701) Publisher: The Porsche Club of South Australia PO Box 2209, Kent Town, SA 5071 web site: www.pcsa.asn.au email: president@pcsa.asn.au Editor: Phillip Kellett Mobile: 0409 931 193 Email: magazine@pcsa.asn.au Advertising: Ray Pryor Email: advertising@pcsa.asn.au Artwork & Printing Composite Colour 4/347 Bay Road, Cheltenham 3192 Ph: 03 9555 6665 email: info@compositecolour.com.au www.compositecolour.com.au
Subscriptions: Porsche Report is only available to financial members of the Porsche Club of South Australia. Not for individual sale. Contributions: Contributions, with quality photographs, are invited. Digital photographs should be 300 dpi jpeg or tiff files. They should be sent to magazine@pcsa.asn.au Disclaimer: Advertisers should be aware of the laws prohibiting misleading and deceptive conduct. No liability is assumed by the publisher for any losses which any person may sustain as a result of any misleading or deceptive advertisement or article published in this magazine. Copyright: © 2017 by The Porsche Club of South Australia All rights reserved. No part of this magazine may be reproduced, stored in any electronic format or transmitted in any form by any means without the written permission of the publisher. Special note: It is the policy of the Porsche Club of South Australia not to publish its membership list to any person or corporation. Its membership list is not for sale or distribution. Any unauthorised use of its membership list or of the material in this magazine may result in prosecution. Send your mail to: Porsche Club SA P.O.Box 2209 KENT TOWN SA 5071 www.pcsa.asn.au
PORSCHE OFFICIAL MAGAZINE OF THE PORSCHE CLUB OF SOUTH AUSTRALIA
Volume 42 Number 4 October - December 2017
Report
Porsche 928 Special Issue
Take care, Phil Kellett
Mik e ’s 9 2 8 Mis s io n C h r is t m a s P C S A S t yle “ T h e B e n d ” Aw a k e n s A d e la id e Mo t o r s p o r t F e s t iva l C o ve r a g e
Bob Taylor – (Facebook – Bob Taylor (4)
editor’s report
October - December 2017 9
www.pcsa.asn.au
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“It’s what’s on the inside that counts” porsche specIalIsts
• Full Re-Trims • Head Linings • Steering Wheel Re-covering • Carpets & Door Trims InterIors & soft-tops • Full Restorations • Leather Trim • Seat & Foam Repairs • Vinyl Welding • Carpets • Custom Soft-Tops Seat BeltS & ReStRaintS
• Seat Belt Supply, Service & Repairs • Classic Car / Compliance Fitments • Restraint & Anchor Point Installation Seating
• Station Wagon, 4WD, Van & Bus • Recaro Seats • Heaters & Massagers • Seat & Foam Repairs 4 Deacon avenue, Richmond Sa 5033 p: 8292 2500 • e: sales@willshire.com.au 10
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REPORT
club committee
president’s report Welcome to another edition of our Clubs magazine. This one continues with great quality and one of the largest we have produced. There is a lot going on at Porsche at the moment and 2018 is shaping up as a big year for Stuttgart as well as our local Club. A couple of great milestones have just passed with membership now passing 400. It’s great to see some of the new members joining are new Porsche owners, some have joined for the Motorsport and Social events and more recently we have seen an influx of members with older Porsche’s seeking historic Club rego. Of great interest is the number of new 928’s that have emerged from their owners garages which are now able to receive the benefits of club historic registration. Lots more on 928’s in this magazine. Also our Facebook page is growing and now has around 620 followers. More than 100 have joined in the last 12 months and the numbers are steadily increasing. We will continue to build our Face book profile and make it accessible to as many members as possible. This year Porsche have announced the 70th anniversary of Porsche with an International launch in Shanghai in April. In Australia, as Porsche owners we will have two events to participate in. In June, our club is arranging a special event for the ‘Sportscar coming together’ theme. We are still finalising this event and will broadcast the details soon. But it would be a good idea to keep the weekend of June 8th and 9th free! Porsche cars Australia will be offering a package from 7th to 9th of September to celebrate in Sydney. It will involve a Targa style drive on Saturday and a huge ‘Park up’ on Sunday in Sydney. Our club is currently looking at organising a drive to/from Sydney around these dates as an ‘extended’ weekend away. Stay tuned for more on this in the next month. Our Editor has included an update and article on “The Bend” Motorsport complex in this issue. Our first planned event in September was filled quickly with a wait list. At this stage we will be running 75 Porsches in a ‘regularity’ type event similar to those run at Bathurst and Phillip Island. We are still waiting on further information to see if these numbers can be expanded. We have two dates reserved for
2019 and will start working on these in about November. It is shaping up to be an even better venue than many expected. Stay tuned! Our club often receives requests for fund raising and charitable requests. It is very difficult for us to offer motorsport prizes because of logistical and regulatory reasons, and cash donations with members funds is not the policy of our committee. However, we know many of our members do offer their time and Porsche’s for fundraising and charitable events. In this magazine you will find a flyer for “Dream ride” a fundraising event which our Committee supports and we would like all of our members to consider. Dream Ride is sponsored by the Romeo Foundation (Foodland etc) and seeks to raise funds for people with intellectual disabilities. In short, a day at Wigley Reserve Glenelg including a short Police escorted tour for about an hour is on the agenda as part of the days events. The cost is a $250 tax deductible donation to enjoy a great day out with your Porsche and also make a difference to some disabled people. Remember our last Show and Shine at Wigley? A great venue! They are planning for 100 vehicles to take part and I understand Ferrari have already secured around 50 cars, so it would be great to see a strong Porsche presence on the day. Please contact Connie directly to register your interest asap. Details on the Flyer. Before signing off I would like to mention the achievements of two of our Life members. Kaz Herbst, a founding Club member was awarded an OAM for his services to conservation in the 2018 Australia Day Honours list. Congratulations to Kaz. Also Norm Goodall – Past President and current Motorsport Director was awarded the CAMS Service Award for 20 years of dedication to South Australian motorsport. Congratulations Norm Finally, our club is continually looking for suggestions and any ideas that may help to improve our service offering. Please send your suggestions to me and they will be considered.
MARCH Thursday 1st/4th Sunday 4th Friday 9th Sunday 18th Thursday 22nd/25th Sat 31st – 1st April
Breakfast club run SCCSA Rd1 State Sprint #4 Mallala
Adelaide 500 Motorkhana #2 Mallala Twilight drive / Club dinner Hillclimb #2 Collingrove Melbourne F1 Grand Prix Port Lincoln Street Sprint
APRIL Fri 30th Mar – 1st April Porsche regularity - Bathurst TBA Global launch – Porsche 70th
Vic Moore Vice President vicepresident@pcsa.asn.au CAMS Representative/Secretary/Historic Registe secretary@pcsa.asn.au
Darien Herreen Secretary & Motorkhana secretary@pcsa.asn.au
Steve Thiele Treasurer 0412 195 634 treasurer@pcsa.asn.au
Norm Goodall Motorsport Director, Sprints 0429 696 644 sprint@pcsa.asn.au
Roger Paterson Motorkhana Director Mobile: 0414 993 930 motorkhana@pcsa.asn.au
Tina and James Law Social Secretaries. 0416 044 051 social@pcsa.asn.au
Christine Trimmer Membership membership@pcsa.asn.au
Phillip Kellett Magazine Editor Mobile: 0409 931 193 magazine@pcsa.asn.au
Best regards Ray Pryor Advertising Manager advertising@pcsa.asn.au
Geoff Crowe, President PCSA
Warren Edwards Website/Facebook webmaster@pcsa.asn.au
Calendar of Events 2018 FEBRUARY Sunday 11th Saturday 17th Championship - Mallala Sunday 18th
Geoff Crowe President 0418 895 660 president@pcsa.asn.au
Sunday TBA Sunday 15th Sat/Sun 21st / 22nd
Collingrove Club run / Lunch Sprint #5 Mallala Mt Alma Mile Hillclimb
MAY Saturday 5th Friday 6th
Peter Hall Memorial 6 hour Premium Club dinner
JUNE Sunday 3rd Saturday 9th Sat/Sun 9th & 10th Championship – The Bend
Hillclimb #3 Collingrove Club run / Lunch Rd2 SCCSA State
Sunday 17th
Motorkhana #3 Mallala
Peter Brunnthaler Historic Register/ Licencing 0410 614 911 historic@pcsa.asn.au
Peter Kowalenko Historic Register/ Licencing 0429 390 911 historic@pcsa.asn.au
October - December 2017
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26th January 2018
Kaz Herbst OAM We are very proud to be able to recognise our very own Kaz Herbst who received an OAM (Order of Australia Medal) this year for services to natural wildlife conservation in South Australia working with “Nature Foundation SA�.. Kaz has been a member of this club almost from the beginning, has been a great contributor over many years, is a wonderful guy and a deserving recipient of this award. Thanks Kaz.
Norm Goodall CAMS Award It is great to see Norm Goodall, current PCSA Motorsport Director and past President, receiving recognition for his ongoing support of South Australian motorsport over many years. So here is the man himself accepting his much deserved CAMS Service award for 20 years of dedication to South Australian motorsport. Well done Norm.
New members: October - December 2017 Name Peter Anthony Angela Andy Max Richard John Dale Tony Ben Tristan Albin Karin Robyn Keith Rhys Gregory Hugo Pan Greg Paul
Panoploulos Male Rushton Fraser Guglielmucci Lovell Hunter Ashby Taormina Auld Andrews Richtsteiger Peters Will Finch Constable Weedon Michell Boyaci Phillips Dugar
Model
Year
Colour
Boxster S 986 Boxster S 911 930 C4S 911 997 911 Carrera S 997
1981 2002 2003 1980 1986 2011 2009 2003 2013 1976 2002 1979 1980 2008 1984 2004 1974 1962 2005 2014 1998 1980
Black Black Silver Black Black White Black Blue Grey Black Black Red Opal Grey Blue Black Black Slate Grey Silver White Silver Blue
911 991.1 50th 930 996 911 C2 911 928 Boxter 911 Carrera 996 GT3 CS 911 356 BT5 911 996 Turbo 991 4S 996 911 924
October - December 2017
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Story & Photos: Porsche Cars Australia
Porsche 911 Carrera T Porsche is reviving the totally pure concept behind the heralded 911 T of 1968 with the new 911 Carrera T. In Porsche parlance the ‘T’ stands for Touring and in this case it is mostly about less weight, a manual gearbox with shorter ratios, rear wheel drive and a mechanical differential lock for enhanced performance as well as more intense driving fun. The unique appearance of the new generation 911 Carrera T is based on the 911 Carrera and has extra features as standard, including: PASM chassis now with a 20 mm lower ride height, optimised Sport Chrono Package, a shortened shift throw with red shift pattern and Sport-Tex seat centres. All new aspects of the 911 Carrera T are designed to optimise sportiness and reduce weight: The rear window and rear side windows are made from lightweight glass and the door trims feature opening pull loops instead of handles. Noise suppression materials are largely reduced, rear seats have been removed and deleting the Porsche Communication Management (PCM) is also possible. The result: At an unladen weight of 1,425 kilograms 911 Carrera T is 20 kgs lighter than a 911 Carrera with comparable equipment. The three-litre, six-cylinder flat engine with twin turbocharging generates 272 kW of power and 450 Nm of torque, the latter delivered at a constant peak between 1,750 rpm and 5,000 rpm. Thanks to the
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manual transmission with shorter gear ratios and mechanical differential lock, the 911 Carrera T sprints from 0 to 100 km/h in 4.5 seconds – 0.1 seconds faster than the 911 Carrera Coupe – on its way to 200 km/h in just 15.1 seconds. Porsche Doppelkupplung (PDK) is available as an option and brings the 100 km/h sprint in 4.2 seconds, and 200 km/h in 14.5 seconds. Both transmission variants allow a 290 km/h top speed. Exterior colour choices are Black, Lava Orange, Guards Red, Racing Yellow, White and Miami Blue, as well as metallic colours Carrara White, Jet Black and GT Silver.
Story & Photos: Porsche Cars Australia
Sporty 718 GTS Porsche is expanding its mid-engine model range with the new two-seater 718 Boxster GTS and 718 Cayman GTS. Power for the turbocharged 2.5-litre, four-cylinder GTS boxer engine is now 269 kW; this increase coming from a newly developed intake duct and further engine optimisations. An overall additional 11 kW is gained over the 718 S model and an even more significant 26 kW achieved over the previous GTS iterations with naturally aspirated engine. When combined with PDK and Sport Chrono Package the GTS models accelerate from zero to 100 km/h in 4.1 seconds and have a top speed of 290 km/h. The latest 718 pair are available with manual six-speed transmission or optional Porsche Doppelkupplung (PDK). The GTS models gain a host of standard features previously available as options only; including Sport Chrono Package, Porsche Torque Vectoring (PTV) with mechanical rear differential lock and Porsche Active Suspension Management (PASM), which lowers the body by 10 millimetres.
in black (satin finish) complete the sporty visual changes. GTS genes also shape the interior which include the stopwatch of the Sport Chrono Package (included as standard) which is integrated as a central component of the dashboard.Drivers with a particular passion for sport benefit from the Porsche Track Precision App (PTPA), which enables the driver to automatically record, display and analyse driving data on their smartphone. The 718 Boxster GTS and 718 Cayman GTS models are available to order now and arrive in Australian dealerships around March 2018.
Externally the new Sport Design front bumper emphasises the cars sporty character and, as is typical for GTS models, the front light clusters and BiXenon headlights are black-tinted. At the rear, the tinted tail lights, black logos, black rear lower bumper and centrally positioned black tailpipes of the standard sports exhaust give the GTS its unique appearance. Black GTS logos at the base of the doors and 20-inch wheels painted
October - December 2017
15
The Bend Motorsport Park Awakens 2018 is set to be a massive year of firsts for The Bend Motorsport Park. Off the back of the first event in January, the Revolve24 endurance cycling event, they are now preparing for launch in April with two major motorsport events and a third in August. On the 13th of April, the Shannons Nationals will come to The Bend, marking the first motor racing to take place at the circuit. The Shannons Nationals features a range of racing categories including the Australia GT Endurance Championship who will battle it out on The Bend’s 7.77km GT Circuit (the second longest permanent circuit in the world). The following weekend (starting on the 19th of April) the Australian Superbike Championship (ASBK) and the Asia Road Racing Championship (ARRC) will take their two wheel machines to The Bend as the first motorcycles to race there. This also marks the first time that ASBK has raced in South Australia since 2009 and the first
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time that ARRC has ever visited Australia. And finally, in August the Virgin Australia Supercars Championship will make its way to The Bend for the first time. Racing on The Bend’s 4.95km International Circuit it will be a spectacle not to be missed! Among these major events The Bend will play host to track days, members days, the Sporting Car Club State Championships, Improved Production Nationals, the Rotax National Karting Championship plus many more club level events. The Bend Membership is also now available. Launched in late 2017 The Bend Membership provides members with track time, event access and premium access to the facilities including the members lounge. Preparations for the launch of the exclusive first stage of the trackside villas and premium garages are nearing completion.
Currently being built are 5 displays with the team finalising roads, landscaping and secure entrances and expect these to be completed by April 2018 The trackside villas will stand unique on a global platform and provide a destination for those who love motorsport and want to indulge in a secure and private community development with immediate access to the main racing circuit. In preparation for this year’s proceedings, construction of The Bend is now in its final stages. The track’s full length is now sealed with asphalt which looks spectacular and the pit building is currently having the interior fitted out. For more information about The Bend Motorsport Park including event tickets, membership and trackside villas please check out thebend.com.au.
East & West Plus
GT Circuit.png
Revolve 24 International Circuit
Trackside Villa
Pit Building and Paddock
October - December 2017
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Mark Haig Phone 08 8346 3711 Mobile 0419 037 860 mark@aldom.com.au www.aldom.com.au
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Photos: Ray Clements
John Blanden’s Climb to The Eagle 3rd November 2017
On a Friday morning, early in November, every year cars from around Adelaide come together for the John Blanden’s Climb to the Eagle, hosted by the Sporting
Car Club of South Australia. Cars of all makes and models start out at Victoria Park racecourse early for a leisurely climb up to “The Eagle” at the top of Mount
Barker Road. Needless to say there is always a fairly strong Porsche contingent, some of which can be seen here.
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Story: David Wiffen / Mike Kelly Photos: Bob Taylor – (Facebook – Bob Taylor (4)
Mike’s 928 Mission
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We do not have many ‘projects’ like this in Porsche Report , but it is getting close to Kevin McCloud’s - Grand Designs on Porsches. Just need that second camera crew alongside Bob on the photo-shoot. Mike Kelly has a long history and deep understanding of the 928 super coupe. So much so that one of Mike’s opening quotes surprised us a little when he explained his current ambitious project in saying “I want to rebuild a 1986 ‘928’ in 2017 engineering terms, and not in competition with the Porsche designers of 1986“. To engineer and build a classic 928 coupe with 2017 technology would be too big a task for many, but not Mike and his wife Sharyn. Eighteen months in, there are still no deadlines for completion as he is the customer, and this customer is in no hurry. In chatting a ‘casual comment ‘from Mike slides out though that again catches us by surprise “I’m planning to bore the engine out to fit 964 pistons and stroking the engine from 5.0 litres up to 6.5 Litres”. (That will raise a ‘Wow’, from many of the ‘aircooled ‘members). Needless to say, when finished, Mike is not planning to enter his latest project into an Originality Competition, and can be admired for not taking a purist route with this Porsche. The previous five 928s were mostly restoration projects, except for supercharging numbers three and four. Clearly Mike likes to take the road less travelled and is a great believer in the Stuttgart Standard. It’s his sixth 928 project, so he is allowed to indulge! When they first brought project #6 home one of the first items of business was to give it a general clean up. The car had been stored
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so long they found a rats nest in the engine bay, and as a rat on a wheel was always going to be well short of their power needs, it had to go. Sharyn is the demon “cleaner“ and will do whatever it takes to get the job done. It took three solid weeks just to clean the car using caustic Sugar soap, rubber gloves, lots of elbow grease and a pressure washer. I bet she does a mean job of the BBQ also. The rear suspension system being installed is the stock 928 Weissach while steering is being changed from Hydraulic to Electric. Just when we thought we had heard it all Mike than told us that he is fitting a tow bar to pull a trailer for long trips. A rare Porsche Option indeed. Also of note, projects five and six are both painted Granite Red Metallic, their original colour scheme. How have they done it ? Well, plenty of space helps, work rooms, store rooms, a dedicated garage and a high tech Rotisserie, to have the shell in a perfect position for their work. However the real story is Sharyn and Mike, with Mike’s career long mechanic friend Frank working together to bring new life to these classic, and complicated, grand tourers. Mike and Sharyn also like to give their cars names, and interesting ones at that. The earlier one came to them as a fire damage insurance payout, so of course they named it CRISPIE. The other car, which is also current project #6, Sharyn called SAD SACK, because of its lack of care (#2 was called The Great White – due to its colour and being quite a rare GTS). Bob and Mike had settled on starting the photo-shoot at dusk and it turned out to be
the perfect decision. The two 928s were already in position and once Bob had started his magic with cameras and lights, Ray Pryor, Mike and I did our best to keep out of the way. With two 928’s at his disposal, a decent sized workshop and plenty of space to work with our photographer Bob was soon in his element. Clearly Mike and Sharyn have a great talent and a strong commitment to making these rebuilds a success, but with no finish date being contemplated at this stage it is interesting to hear them discuss the driving force of their ‘philosophy” for this project. Mike summed it up this way“ Don’t ask the question , what happens if I don’t finish it, the real question is ---‘what do I do next when I finish it“- That’s a driver! It was fascinating to spend this time with Mike and get a real feel for his passion for this iconic member of the Porsche family. We are also fortunate to have had some input from renown author Adrian Streather who has put together an eye opening article on the 928 that I’m sure you will enjoy. He has also provided some exclusive images that I’m sure most of you would never have seen before. And next time you see Mike and Sharyn out at a club event, ask them how their 928 rebuild is going. I’m sure they will be happy to indulge you------- but no dates.
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928 Four Door Concept Back in 1987 Porsche were looking at ways to expand the 928 range to make it attractive to a larger audience and toyed with the idea of producing a four-door version based on the 928 GT. A new-at-the-time Series 4 model served as a basis, with its enlarged, now 5.0-litre V8 remaining front-mounted. The existing chassis was lengthened to give rear passengers more legroom and they were now also aided by the addition of halfsized coach doors. However, after 8,000 kilometers of developmental testing, the engineers decided that the chassis didn’t meet the required rigidity benchmarks in elongated form, and it was swiftly consigned to storage. The development mule didn’t see the light of day for another 25 years, until it was finally revealed at Pebble Beach in 2012. Its flaws might have extinguished any hopes for production, but the H50 928 certainly passed wisdom down to its spiritual successor – the Panamera. So with the latter flying the nest and starting its own family, it seems only fair that the forgotten father gets a moment in the spotlight.
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Story: Adrian Streather Photos: Porsche AG Archives and Adrian Streather
Beneath The Official Story of The Porsche 928
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Much has been written of the Porsche 928 since it was launched in 1977. This article will hopefully add to the story by relating some of the story beneath the official one. It’s true that the Porsche 928 was the factory design team’s first in-house cleansheet project. However, what is not widely known is why this happened. The Porsche 928 was born because VW cancelled joint project EA266 that Porsche’s design team was working on, and Porsche management instead of disassembling the EA266 design team in 1971 decided to give it something else to do. Over 60,000 928 fans worldwide are glad this happened. Note: Project EA266 was the planned replacement of the Beetle. Think VW Polo sized car with a boxer flat-four midmounted engine, but that’s another story. The original concept for the 928 actually envisaged a flat-six mid or rear-engine layout also. What the 928 might have been can be seen in “Project X” later known as the Brazilian market only, locally built, VW SP2 sports car. The 928-design team took some time to come up with the idea of installing a water-cooled V8 up front of its new 2 + 2 Grand Turismo (GT) sports car, but what engine to use? It was decided that the V8 engine had to be an all-aluminium alloy affair, and this is where Bruce McLaren comes into the picture. In 1969 McLaren commissioned American engine builder Jim Reynolds to build him an all-aluminium alloy V8 engine for his upcoming1970 season Can-Am challenge. Sadly, Bruce would never see his new engine, but its DNA is still driving the world’s roads in 2017 with its loyal fan-base or should that be its cult-base? Jim Reynolds created his V8 block by basically welding two 4-cylinder blocks of the much-maligned Chevrolet Vega engine together. It was this block that Porsche
purchased and provided to Mahle in Germany to create its silicon impregnated version. One of the 928 prototypes driven by then journalist Karl Ludvigsen in 1977 was actually fitted with what was referred to as the “American or Jim Reynolds engine.” It’s also not widely known, but the 928’s engine team actually kept two engine designs on the books long after the 928 was officially launched with its 4.5-litre V8 power plant. The oil crisis of 1973 had put a major scare into all engine design teams around the world along with new engine exhaust emissions laws emanating from California. It wasn’t until 1979 that the alternative 3.9-litre V8 engine was finally dropped. Those of us who can remember back to the launch of the 928 will recall its beauty. I personally remember a fly-yellow Porsche 928 driving Adelaide’s streets in 1978 with that huge rear end embossed with the name Porsche. It was just perfect for the era. How things changed! The 928 was awarded the prestigious International Car of the Year award in 1978. The car appeared to be a player in the upper end of the competitive American muscle car market. American race car driver Al Holbert set a land speed record in a specially prepared 928S4 in 1986. No one outside the factory knew that Porsche AG planned to replace its iconic 911 with the 928 in model year 1981, and nobody was ever heard to refer to the 928 as “it’s not a Porsche” as happened to other frontengine models. Yet the 928 after initially setting the car world on fire seemed to coast along, depreciate seriously, and never replaced the 911; what went wrong? Did anything actually go wrong? The answer is that nothing went wrong, it just went on for too long. Porsche AG never supported the 928 in racing trim with a factory or works supported team. Frenchman Raymond Boutinaud privately campaigned a Group B 928S in 1983 and
84 at Le Mans, but was uncompetitive. The basic problem with the 928 was that it had no real growth potential. It was a brilliant GT car from the very beginning. Unlike the 911, which morphed from a model year 1964 short-wheel base 2-litre 130hp 911 to the fire breathing model year 2018 3.8-litre 700hp 911 (991.2) GT2 RS, the 928 simply didn’t have that level of development in it. Yes, it remained in production for 18 model years, and its engine was gradually uprated from the original SOHC 240hp 4.5-litre version to a DOHC 360hp 5.4-litre version. However, in model year 1995 when it was finally cancelled the 928’s overall shape and lines were hardly distinguishable from the original. Its market attractiveness had gradually diminished because it hadn’t moved with the times unlike the 911 series which had progressed from the 3.0 litre Carrera of model year 1977 to the “King of Porsche” the 993 series over the same period. This was not the car’s fault, this was the company’s fault. The 928 GTS was delivered a decade too late, and production overran the market by at least 5 years. But, and it’s a big BUT, the Porsche 928 remains an iconic part and shape within the Porsche brand. It paved the way for a different type of thinking within the factory as opposed to outsourcing to other manufacturers. The 928 introduced new systems into the Porsche design stream such as ABS, digital alarm systems and complex electrical systems. It’s a very unique 2+2 GT, not one for the faint hearted to own, a maintenance nightmare if I’m truly honest, but a genuine pleasure when it’s all up and running. In its day, the Porsche 928 was at the top of the Grand Turismo market, and in my opinion, should still be seen and valued as a true GT or grand lady of the touring cars. All images courtesy of Porsche AG Archives or the Author’s collection.
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928 maintenance - author’s collection
Original engine layout -PAG archives
928 design sketch - PAG archives
928 Porsche design sketches - PAG
928 COY - Porsche archives
VW SP2 - author’s collection
928 rear end - PAG archives
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0418 891 466
BESPOKE GARAGES & GARAGE INTERIORS deversongarageworks.com Adelaide - Melbourne - 1300 839 353 34
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Story: Csaba Csere – (www.caranddriver.com) Photos: Aaron Kiley
928S Retro Road Test May 1985
“The old man would spin in his grave if he saw what they’re passing off as a Porsche these days,” raved the gasstation atten¬dant. “They’ve lost the original concept. Where’s the rear engine? Where’s the air cooling?” Our rebuttal, emphasizing the performance virtues of the 1985-model 928S, failed to sway the man’s thinking one iota. To the pump jockey and to many en¬thusiasts, the only real Porsches are those that perpetuate the design themes of the original 356 model, a car born nearly 40 years ago. That’s a shame, because the good doctor would doubtless be proud of this new 928S. Ferdinand Porsche believed that a sports car must offer transportation superi¬or to a regular sedan’s, and this doctrine is a cornerstone of the firm that bears his name today. Sports cars necessarily have smaller payloads than sedans, but for this reason they can be more fuel-efficient and be designed for higher speeds. And, unlike our federal government, Porsche has al¬ways understood that, in transportation, faster is better. Jet aircraft have replaced ocean liners and trains for long-distance travel; people drive cars instead of riding bicycles; and even bicycles are faster than they used to be. Faster transportation, sim¬ply put, is better transportation. By the speediness criterion, the 1985 Porsche 928S is a substantial improvement over its predecessor.
Top speed is up 10 mph, to 154. Our five-speed test car rocket¬ed from a standing start to 60 mph in 5.7 seconds and hit 100 mph less than eight seconds later; the old car required 6.2 and 17.8 seconds, respectively. And the new model burned through the standing quar¬ter-mile in 14.0 seconds at 102 mph, com¬pared with 14.7 seconds at 94 mph for last year’s 928. We also tested the automatic version, and its performance is similarly improved. The automatic’s 0-to-60 and quarter-mile times now match those of last year’s five-speed, and its top speed is up 10 mph, to 152. These are amazing figures for a car with extremely tall, fuel-economy-oriented gearing and more than enough power to break the tires loose at low speeds. Credit for the improvements belongs to the new 5.0-liter V-8 engine. With 288 bhp, it’s a hefty 54 bhp stouter than the previous 928’s 4.7-liter engine, which wasn’t what you’d call a weakling. To put this brawn into proper perspective, the new motor makes one-third more power than Chevro¬let’s fuel-injected V-8 of the same displace¬ment and 104 bhp more than Mercedes’ American-specification 5.0-liter V-8. Even more remarkable than this lofty power output is the Porsche V-8’s broad¬band torque. Although the 302-pound-foot peak occurs at a relatively low 2700 rpm, more than 250 pounds-feet is on hand from 1300 to over 6000 rpm.
Most 5.0-liter V-8s do well to exceed that level at any engine speed. This engine magic is the direct result of the new four-valve-per-cylinder, twincam heads (C/D, February 1985). The four-valve layout provides good high-rpm breathing, en¬suring plenty of power. This in turn al-lowed Porsche’s powertrain engineers to tune the engine’s manifolding and valve timing for efficient low- and medium-rpm breathing, providing good torque. The four-valve design also has a pent-roof com¬bustion chamber with a centrally located spark plug, a design that resists detonation and promotes thermodynamically efficient combustion. Consequently, a high com¬pression ratio (10.0:1) could be employed, enhancing both fuel economy and power output at all rpm. EPA fuel-economy figures have im¬proved slightly from last year’s, so the 928S will stay off the dreaded gas-guzzler rolls. Still, with its 18-mpg over-the-road mile¬age, this car won’t be of much interest to fuel misers. The 928S’s efficiency improve¬ments are significant, though, because they are true to the Porsche philosophy that cars are transportation tools. As the company credo goes, fuel efficiency is important to the transportation function and should never be sacrificed, not even for higher performance.
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It’s good that the firm feels strongly about this, because once a 928S is in the hands of a customer, a touch of the acceler¬ator will wipe out any interest in fuel econ¬omy. Not only can the driver effortlessly dial up just about any speed he desires, but the tall gearing and the broad output offer several alternatives to how he goes about his business. To effect nearly instanta¬neous speed changes, one uses the lower gears, even at very high speeds. Or one can remain exclusively in fifth from about 30 mph and still outpace most traffic. (Since the 928’s shift linkage is still not a strong point, this approach is quite attractive.) Or one can specify the four-speed automatic, which always seems ready to transform the engine’s plentiful power into blinding speed, requiring only an effortless touch on the accelerator. Despite the additional camshafts, valves, and output, the new 928S engine is no more obtrusive than its predecessor. This doesn’t mean that it’s totally isolated from the occupants, for, like most German cars, the 928S doesn’t try to deny the fact that it is machinery. The whine of the cam drives, the tap of the hydraulic tappets, the rush of the gases flowing through the intake and exhaust systems, the hum of the various shafts and gears—all blend together to sing the muted song of a happy mechanism. One would expect this song to be louder when one sees how stuffed with hardware the 928S is. Every nook and cranny under the hood is filled with engine, leading us to speculate that the assembly must somehow be cast in place. The bulky powerplant forces the front suspension to be posi¬tioned so low that it occasionally 36
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drags the ground. In back, the spare-tire well, the battery, the transaxle, and a huge muffler occupy every inch of available space. The 928S’s spinal column contains a torque tube and big-bore exhaust plumbing. With so much of its volume full of ma¬chinery, it’s no wonder that the 928S has little room for its occupants. The frontseat passengers have sufficient space, but any¬one banished to the rear seats will want to have some means of forcing the front occupants into close proximity with the dash¬board. Luggage space is also in critically short supply. The two primary occupants are well coddled, however. The all-enveloping, cocoonlike interior is still as attractive in 1985 as it was at the car’s introduction in 1978. This year, the major addition is a new set of power seats as standard equip¬ment. Each front bucket has two four-way switches on its outside flank to control front and rear height, fore-and-aft posi¬tion, and backrest angle. The bottom cush¬ions are a half-inch lower than before, providing more headroom, and the side bolsters are significantly larger. There is additional lateral support, and it is indeed appreciated, partly because it comes with no loss in comfort. These
seats are cushy enough to provide a soft initial sit-down, yet supportive enough for pleasant all-day runs. In short, the 928S’s seating is exactly what one expects in a serious transporta¬tion tool. One also expects superior handling and roadholding, and the 928 does not disap¬point. No suspension changes were made to accommodate the increased power, be¬cause none were necessary: European 928s have been operating at similar power levels for several years, and chassis tuning has been the same here and there for some time. Thus the new 928S has the same un¬canny combination of straight-line stability), and instant responsiveness that we’ve come to relish over the years. In everyday driving, its suspension does a nice job of communicating pertinent tire-to-road in¬formation while blocking the transmittal of most pavement imperfections. When the road gets seriously twisty, the 928S seems to become smaller and lighter on its feet. It’s supremely controllable with either the steering or the throttle in hard corners, and any decent driver can use its impressive 0.83-g grip with confidence and safety. The braking system is also reassuring, thanks to linear performance, well-
propor¬tioned front-to-rear balance, and excellent modulation. These characteristics contrib¬ute to the 928S’s ability to stop from 70 mph in just 175 feet. Perhaps even more impressive is the brake system’s ability to absorb the energy of triple-digit speeds without fading or emitting any disconcert¬ing squeals, groans, or odors. The only thing missing is the anti-lock system stan¬dard on European 928Ss. In the design of a versatile, high-speed transportation device, no aspect of perfor¬mance can be overlooked. Without its strong brakes, for example, the 928’s strong engine could not be fully exploited to provide faster and better transportation. Dr. Porsche espoused this attitude, and we think he would be well satisfied with the way the 928S follows his philosophies— even if it does have a water-cooled, frontmounted engine. Unfortunately, 40 years of progress does cost a lot: the new 928S will set you back a cool $50,000. But if your taste in very fast cars runs toward the functional rather than the spectacular, you’ll be hard pressed to find a better deal than the one available at your neighborhood Porsche store. Counterpoint I can tell you what this car is like in the snow. It’s hilarious! I had no chance to run our 928 in dry weather. Now the weather is all white, and I’m going out of town, and the meanies at Porsche are hand wringing about getting their four-valve 928S toy back pronto. So it was me and the four-valve against snow white. The four-valve and I won in a sideways breeze.
See, we’ve got the automatic here, and that takes all the slack out of it. The engine behaves so beautifully at idle that you simply release the brakes and you get rolling pretty as you please. The revs rise so controllably that you make delicate adjustments without distrac¬tion, so your attention goes farther up the road. So well distributed is the weight of the 928 that it even acceler¬ates with a rush in the snow. And when it yaws, the softest of dabs with the wheel sets you straight—amazing for a car with wide, flat VR-rated tires and enough power to put Con Ed on the skids. Only the mighty brakes need extra-special care. I want my toy back when the weather is good. The boys in blue may not think so, but the hilarity has just begun. —Larry Griffin Since I’m the only bloke around here who’s been lucky enough to drive both a fivespeed and an automatic 928S, the difficult job of picking between the two falls on my shoulders. This used to be easy for me because the manual gear¬box had so many flaws. The automatic was made for the job because it mini¬mized the interruptions of power flow from the lovely V-8 engine. Porsche apparently knew that its fivespeed wasn’t perfect: even though only a thousand or so manual 928s are sold in the U.S. each year, the engineers have redesigned certain parts of the shift linkage in order both to shorten the throws and to reduce the effort. (Fans of the “racing” five-speed shift pattern will be happy to hear that first gear is still down and to the left, off the H.)
So far I’ve seen two 1985 928S fivespeeds that shifted beautifully (those at the initial preview) and one that was cantankerous (our test car). In the last case, second gear was vague and hard to find, the clutch engagement felt nonlin¬ear, and the shifter’s spring loading to the right of the H was annoyingly high. Until I have the chance to conduct a more comprehensive survey, my recommendation stays with the automatic. —Don Sherman I’m still thrilled at the sight of a 928, S or otherwise, coming up in my rear-view mirror. There is no current-production Ferrari or Lamborghini that could give me greater pleasure than a 32-valve 928S, and there is no car I would rather own. It is unfortunate that the 928S of my dreams would cost me about what I would pay for a farm in the Irish Hills, which I can’t afford either. I’d be torn on the subject of automatic versus five-speed manual gearbox. In my heart I know that all Porsches should be equipped with fivespeed manuals, and I love the five-speed that comes with the 928S. But, on the other hand, I also know that the Porsche 928S engine, with its eight cylinders, 32 valves, 288 horsepower, and 302 pounds-feet of torque, needs a manual transmission about as much as Susan Sarandon needs a third nostril. Maybe I’d get the automatic and try to drive it so that on¬lookers would think it had the manual. I dunno. I do know, however, that this car embodies everything, inside and out, that I regard as the embodiment of automotive virtue. There is, for me, simply none nicer. —David E. Davis, Jr.
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Buyers Guide Porsche 928 1977-1994 Porsche enthusiasts rejected the 928 because it wasn’t true to Porsche tradition with its water-cooled front-mounted engine affecting resale value on the used car market today. Used Porsche 928 prices tend to hover around the mid-$20,000 range the front-engine Porsche supercar is a super buy. MODEL WATCH The 928 first appeared on the scene in 1977, when it was a shock to Porsche traditionalists who refused to accept that a car with a water-cooled engine mounted in the front for heaven’s sake could carry the Stuttgart sports car maker’s badge. Porsches had always had air-cooled engines mounted in the back, and despite the inadequacies of that layout, like quirky handling as a result of the pendulum effect caused by the mass of the engine hanging way out behind the rear axle, Porsche fans would have it no other way. So adamant were they that Porsche eventually admitted defeat and returned to its roots with a rear-engine, and in the case of the Boxster, a mid-engined layout. If you were prepared to ignore the traditionalists you’d find that the 928 was a true supercar, and one that has few peers even today. With a 4.5-litre single overhead camshaft all-alloy V8 pumping out 176 kW mounted under the alloy bonnet, driving through a three-speed auto or five-speed manual gearbox, the 928 would accelerate from standstill to 100 km/h in less than seven
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seconds, and reach a top speed well in excess of 220 km/h. Underneath the sleek two-plus-two body was independent suspension front and rear, the rear boasting a unique selfsteering feature that made a significant contribution to the 928’s impeccable road manners. the original 928 gave way to the 928S in 1980, which can be readily identified by its front and rear spoilers, and 16-inch wheels. Other improvements under the skin saw the engine grow to 4.7 litres and output to 221 kW, while slotted front brake rotors and air ducting provided some much needed improvement to the braking which had come in for criticism on the original 928. A four-speed auto replaced the earlier three-speed in 1984 to make it a more lively car off the line, and in 1985 the manual was updated to a much more userfriendly five-speed unit. A new dual overhead camshaft 5.0-litre engine was fitted from 1986. Able to run on low-octane unleaded fuel its output dropped to 212 kW. At the same time Porsche further upgraded the 928’s brakes with four-piston callipers all round and ABS for the first time. The 928S4 arrived in 1987 with a more rounded shape and a separate hinged rear spoiler. The front spoiler had been deleted and if you cared to look underneath you’d
discover ground effect panelling. Power was back to 221 kW, the brakes were again upgraded with larger front callipers and wider, eight-inch, wheels were fitted to the rear. The 928GT was released in 1989 and power climbed to 242 kW among a raft of changes. Porsche’s acclaimed PSD Porsche Slip Diff was fitted from 1990. The final fling before Porsche killed off the 928 in 1995 was the GTS, which was launched in 1992. By the time it vanished from Porsche showrooms the power was a mighty 257 kW, it had huge brakes, and just about every feature you could imagine. In its final guise the 928 would accelerate to 100 km/h in less than six seconds, and reach a top speed of 270 km/h. It was a supercar in all senses of the term. ON THE LOT Porsche imported a total of 1319 928s in the 14 years the car was sold here. Because it was a Grand Tourer in nature, most were sold with the automatic transmission. IN THE SHOP The 928 was a techno tour d’force, a true supercar that will deliver exhilarating performance, but while it now comes at a quite reasonable purchase price there is a sting in the tail, and that is the cost of maintenance. Regular servicing is a must, and it’s not cheap.
The engine itself is generally bulletproof, it will last forever without wearing out, but the engine ancillaries require regular attention. The camshaft belt requires changing every 40,000 km; if you don’t you run the risk of it breaking and when that happens you’re likely to do considerable damage to the engine’s internals. Oil leaks are a problem and can be expensive to fix. The most common from the engine are from the cam housings, the front and rear camshaft seals, and the crankshaft seal. Oil leaks from the power steering rack are also common. Brake wear can also be high. Replacement of pads after 10,000 km is not
uncommon, and discs need replacing at around 20-30,000 km depending on how hard you work them. Early cars, which had K-Jetronic fuel injection up to 1983, suffered with the accumulation of deposits on the inlet valves and poor cold running which will require the removal of the intake manifold and the blasting of the valves. Gearboxes, diffs and the chassis are pretty much trouble free, as is the body which was a combination of alloy panels and galvanised main structure so it doesn’t suffer from rust. Electrical switches and controls, like airconditioning controls, tend to be unreliable and can require regular replacement.
Check service records as many owners wouldn’t pay the price of ownership, and be aware that some owners get their cars serviced at reputable service outlets just to get their book stamped, and don’t always have all the repairs done that they should. As a result there are some cars out there that need a lot of money spent on them. LOOK FOR • Awesome road performance • Impeccable handling and road manners • There’s nothing like a Porsche badge • Inadequate brakes for the performance on early cars • High maintenance costs
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New Porsche 928 Concept A few years back Porsche were seriously toying with the idea of producing a two door Panamera coupe, coined in the press as the new 928. Unfortunately it was not meant to be as Porsche had too many other projects on the go at the same time
and there just wasn’t scope for further development of the potential new car. But never say never. Porsche have suggested they may re-visit the concept at a later date.
A few illustrators had a go at trying to produce an image of what a two door Panamera might look like and I think you would agree, it ain’t half bad.
76 Woomera Avenue, Edinburgh Parks, SA, 5111 PO Box 1381, Golden Grove Village, SA, 5125 (08)8250 1511 info@ahrns.com.au www.ahrns.com.au www.facebook.com/ahrnshe - Built locally, by locals -
CUSTOM TILT SLIDE TRAYS • CRANES • AXLE, ENGINE AND CHASSIS STANDS • PRESSES • VEHICLE TIE DOWN EQUIPMENT
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AMF 2017 Hot Shots Photos: Ray Clements Ray Clements was out and about during the Adelaide Motorsport Festival with trusty camera in hand. Following are some of the action shots he captured of our Porsches at work in the Adelaide Rally.
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Photos: Bob Taylor – (Facebook: bob Taylor (4))
AMF Classic Adelaide Rally 7th–10th December 2017 Porsches were well represented in the 2017 Classic Adelaide Rally as can be seen here in these images captured by Bob Taylor.
Brad Kidd 44
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Cesar Mendieta
Christos Pazios
David Edkins
Justin Gan
Mark Sandford
Michael Broughton
Michael de la Haye
Rob Ephgrave
46
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October - December 2017 Tim Sarah
47
Rod Macey
Roger Paterson
Steve Hevera
Tim Pryzibilla
Darren Park 48
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Take precision care where your rubber meets the road
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October - December 2017
49
Story: Michael Rogers Photos: Michael Rogers / Bob Taylor – (Facebook: Bob Taylor (4)
AMF Victoria Park Sprint 8th-9th December 2017
50
PORSCHE
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October - December 2017
51
Early Saturday morning, before the street traffic starts to bustle through our city of Churches, the track is already starting to warm up from the early sun and this is one of my favourite times during the Adelaide Motorsport Festival. Literally the calm before the storm, everything is poised and ready to release thousands of horsepower onto Victoria Park once more. Porsche Club SA was well represented at this year’s AMF with a good spread of models and years. While we had vehicles scattered through other categories, “Porsche Through the Ages” was where most of us sat. Entry wasn’t too difficult as the organisers were flexible and very accommodating in the Porsche category. Not much effort is required either, if your car is set up for Club Sprints and Time attacks, it will pass scrutineering for this event without trouble. Current fire extinguisher, dorien, tow points, blue triangle marking the battery location and correct attire is about it for road registered vehicles. But just on the subject of attire, Mark Coupe, one of our long time racers and members presented extremely well on both days, wearing a tailored sports coat throughout the competition, he brought significantly more glamour to our Porsche pit area. Most of our member’s cars were scrutineered on the Tuesday before at various locations around the metro area but scrutineering can take place on the Friday and Saturday if necessary. Cars generally start rolling into the park on the Friday for registration and collection of number decals and sponsor banners which members apply with the greatest of care… mostly. Once you’ve finished with the registration duties and attended the driver briefing, you leave your vehicle under the professional marquees in the secure area ready for racing on the Saturday.
Mike Rogers 52
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The timetable allowed four runs for our category, two on the Saturday and two on the Sunday, spread out evenly with a morning and afternoon session each day. The running sheet was very well executed by friendly and professional staff who gave plenty of notice and direction for our sessions. Usually, the more track focussed vehicles would roar into life about half an hour before being guided into form up so there was no chance of you missing your drive. Form up can be a little lengthy with a couple of categories ready to launch in front of you but the waiting didn’t trouble anyone and was a great part of the whole atmosphere. The first morning session is generally a little “loose” while drivers get reacquainted with, or discovering, their preferred lines and braking points. It is an exciting track to drive particularly through the S’s as you hit the kerb on the left, then the kerb on the right, then when you’re landed, stomp on the brakes and set up for the sharp right hander. I mistimed my turn-in point once while performing this routine and found myself heading for the flag marshal’s bunker. Luckily, a slight correction saw my driver mirror miss the flaggies end barrier by millimetres and as I grazed passed I heard a shout from inside the bunker “F………………. !!!”. He obviously thought I was quite close also… I’m still smiling. We did have a couple of spins within our category and without injury, fortunately everyone continued racing throughout the weekend. Not all in their original vehicles but racing all the same. We did get an extra session at the end of day due to an earlier “off” which all drivers greatly appreciated and well done to the organisers and officials that worked through that with us.
Entrants in the 2017 “Porsche through the ages” category were: 164 Bernie Stack 993 RS 165 Bruce Field 944 Turbo 166 Daryl Curyer 964 RS Replica 167 EmanualPalyaris 911 IROC 168 Michael Rogers 996 C4 169 Michael Stewart 911 RS 170 Thomas Klaveniek 356 SC 171 Tim Lynas 928 172 Vic Moore 911 IROC 173 Mark Coupe 928 174 Anthony Male 986 Boxster S 175 Graeme Cook 911 IROC Overall, the AMF event is amazing and a great place to race. I would encourage all members to participate and it is definitely something to do at least once if you love motorsport. The organisers and officials on the day were incredible, being professional, supportive and helpful at all times. Next year the track will become a bit longer as they plan to stretch it further toward East Terrace and we are all looking forward to that. Do it!
Anthony Male
Bernie Stack
Bruce Field
Daryl Curyer
Greg Keene
Mark Coupe
Mark Haig
Michael ODonnell
October - December 2017
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54
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Vic Moore
Michael Stewart
Graeme Cook
Phil Jaquillard
Tom Klaveniek
Tim Lynas
October - December 2017
55
Photos: Bob Taylor – (Facebook: Bob Taylor (4)
AMF Gouger Street Party 8th December 2017 The Gouger Street party held on the Adelaide motorsport Festival weekend allowed eager fans to get up close and personal with their favourite cars, including some very special F1 cars from days gone by.
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October - December 2017
57
Story: Grier Neilson Photos: Grier Neilson / Michael Rogers / Ray Clements
Birds Eye View 21 October 2017
Sprint Round # 3 Place Entrant 1 Mike Rogers 2 Steve Thiele 3 Cesar Mendieta 4 Roger Paterson 5 John Fricke 6 Ray Pryor 7 Norm Goodall 8 Tony Keynes 9 Mike Stewart 10 Anthony Sullivan 11 Steve langford 12 Mark Coupe 13 Shane Withensohn 14 David Edkins 15 Peter Panopoulos 16 Andrew Burgess 17 Hamish McKendrick 18 Pas Quartuccio 19 Grier Nielsen 20 Vic Moore OTHER MARQUES Patrick Hall Jed Wallis
Invitation Class
David Benda Adam Trimmer Adam Wallis
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Car Best time 996 C4 1.2188 2017 911 C2S 1.1693 GT4 1.1634 74 911 RS 1.1730 2010 Carrera S 1.1967 89 944 Turbo 1.2419 1.2271 911 SC 12 Boxster S 1.2004 73 911 RS 1.2253 00 Boxster S 1.2178 07 Boxster S 1.2396 89 928 1.2419 GT 4 1.1822 07 Cayman S 1.2537 12 Boxster S 1.2644 944 Turbo 1.2399 944 Turbo Cup 1.2032 2016 GT4 1.2403 00 Boxster 1.3784 911 Race 1.2023 Skyline HSV GTS
1.2199 1.1910
996 Cup 997 Cup BMW M1 PT
1.1512 dns 1.1713
REPORT
October - December 2017
59
David Edkins Being new to Motorsport and still finding my lines and confidence for the sprints around Mallala, I was excited by the thought of running in the Club’s Twilight Sprint. The weather was cool and sunny which encouraged a few to think that some handicaps would be broken. Being one of the few female sprinters in the Club, and the only one at this event, it did feel a little daunting at first. But I quickly felt like I fitted right in as everyone was so supportive and encouraging, you feel part of the motorsport family very quickly. I think I can say this on behalf of any new comers out there. It doesn’t matter which vehicle you run, everyone is just pleased you’re out there having a crack at it and enjoying it. We share that common interest of the love for our car and having some fun,
Grier Nielsen 60
PORSCHE
whether that be quite competitive or just giving it a go. I ran my 986 Boxster 2.5L manual and after a couple of laps the usual butterflies disappeared. I started to get my groove back and really enjoyed the event. Watching the lighting conditions change over Mallala as we entered the night was lovely also and gave the track a completely different feel. The conditions proved favourable with a total of 8 members posting new handicaps. Well done. Twenty two Porsches ran on the day accompanied by several other marques that joined us. We had the full gamut of vehicles from the track hardened 911’s, through the 928’s and 944’s, together with off-theshowroom-floor Carrera’s and GT4’s.
Anthony Sullivan REPORT
There were a couple of “offs” and an oil spill in the early evening down the starting grid and into turn 1 brought a premature ending to the event, but the Club members put together an incredible team effort to clean up the track so it was ready for racing on the Sunday. The Marshalls were surprised and loved this as they said this didn’t usually happen, so well done to the club members for continuing our great reputation with the track. Michael Rogers took out full points for the day followed very closely by Steve Thiele, who was just flying in his new red Carrera S, and Cesar Mendieta finishing third in his very fast GT4.
Shane Withinsohn
Steve Langford
Steve Thiele
All hands
Roger Paterson
John Fricke
Vic Moore
Mark Coupe
Mike Rogers
Grier
Pas Quartuccio
Peter Panopoulos
October - December 2017
61
Photos: Ray Clements
Master of Mallala Decider
5th November 2017
Well the “Master of Mallala” final round of 2017 turned out to be a real nail biter with Marty Ewer and Adam Trimmer going head to head in the final round of the season. It really could have gone either way right up until the last race but Marty prevailed, despite intense pressure from Adam, and ultimately came away with the ‘3001cc
Adam and Marty fought hard to the finish 62
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and over’ championship in his pocket. Marty accumulated 591 points while Adam finished with 582 by season’s end, making the difference a scant 9 points after 12 months, 4 rounds and 19 races. Turns out the firies had some track time also when Simon Gardiner spun into the
infield and set the grass on fire. 2018 promises to be an even tighter competition with the inclusion of “The Bend” racing circuit on the schedule for this year. Bring it on!
1 - Simon Gardiner
2 - puts on a
3 - BBQ
4 - for the firies
Marty’s Championship winning car
October - December 2017
63
Story & Photos: Phil Kellett
Christmas PCSA Style 3rd December 2017
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October - December 2017
65
Our annual Christmas Picnic was held on Sunday 3rd December and per usual was a first class event. We had it all, avid Porsche owners and their partners, happy, smiling children, the big man Father Christmas himself, a few dogs and even a local koala who came down from the trees to see what all the fuss was about (Must have heard that Santa was about). Seems all the kids must
have been good in 2017 because the presents flowed freely and were eagerly accepted by the little stars of the show. We managed all seasons over the afternoon but the showers were brief, didn’t really interfere with proceedings and were a far better option than the heat we had the previous week.
amusements while the adults, let’s face it, were there primarily for the food. The good company and the kids were of course an added bonus. If you haven’t been to our Christmas function before you really should remedy that next year. It really is a great day.
The kids were kept busy with face painting, art and craft tables and other
Look at my face on iFace
Oh what could it be, a new phone, XBox.........
Face painting was very popular
Why can’t every day be like this
The caterers did well
The kids excitement was contageous
The odd bit of rain didn’t slow anybody down 66
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Grubs up
October - December 2017
67
Porsche cakes were yum
A good time was had by all ages
I think I see a family resemblance here 68
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Best day ever
Hard to tell who’s more excited, the kids or the parents
Enjoying the moment
Wow. Santa up close and personal
I’m dog tired. Wake me when Santa arrives
I’m speechless. How good is this
It really was a great family affair
October - December 2017
69
Story: Tina Law Photos:James Law & Marg Musolino
Wallaroo Weekend Escape
14th / 15th October 2017
A keen group of 39 people in 19 cars gathered at the Bolivar OTR where we started the weekend with, Krispy Kreme donuts, coffee and an impressive selection of gorgeous Porsches. Goody bags (thanks Maria) and bottles of water (thanks Kym and Julie Somerville), were distributed to the group and then we were off. Heading straight up the freeway our first stop was in Ardrossan, we then proceeded to make our way to the coastal towns of the Yorke Peninsula touring through Port Vincent, Stansbury, Woolbay, Coobowie, and another quick “comfort” stop at Edithburgh before heading across the foot to Yorketown. In Yorketown we enjoyed a delicious lunch at Marie’s Delights, with a few of us
8% Of 993 Targas In Oz
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purchasing some additional homemade treats available at the store. Next stop was the Barley Stacks Winery located just out of Maitland, where the Schulz family warmly welcomed the group and offered tastings for those that wished to indulge. The bubbles were a personal favourite. From here most of the group headed straight to Wallaroo but a handful still had room for more gourmet delights and dropped in to the Coffee Barn Gelateria. The Wallaroo Marina Apartments was the final destination of the day and a few predinner drinks were enjoyed by the water before popping up stairs to freshen up for dinner at the adjacent Coopers Alehouse. This is where things got rowdy, with plenty of food and beverages enjoyed by all, perhaps more by some than others.
Sunday morning we gathered in the carpark and after comparing stories from the night before commenced the trip to the Clare Valley where we indulged in a range of wines and tapas delights at Mr Mick’s. Before leaving, Geoff announced that our compatriots from the WA Porsche Club were enjoying an equally satisfying weekend in the Barossa Valley, as part of their travels to Tasmania, and invited those that wished to join the group for a coffee and chat at FermentAsian in Tanunda. A big THANK YOU to Kym and Maria for organizing a wonderful weekend away. James and I are already looking forward to the 2018 weekend away event.
Porsche Panorama
Barley Stack Winery
Mr Mick
Sunrise Over the Marina
NINE 11
October - December 2017
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Story: Tina Law Photos: Warren Edwards
2017 Black Tie Dinner
27th October 2017
Our 2017 Black Tie Dinner once again exceeded expectations with all attendees doing a wonderful job of glamming up for the occasion in celebrating the 40th Anniversary of the Porsche 928. What a sight, I hadn’t seen this many black and white suits since last watching Happy Feet with the grandkids, and the ladies as usual looked amazing.
was excellent, featuring some wonderful tales and personal history of his relationship with the 928 over the years
Our guest speaker was Piers O’Donnell who brought along his beautiful blue 928, one of many 928’s Piers has owned over the last 20 years or so. His presentation
Then we all enjoyed an excellent three course dinner while being serenaded by the soothing sounds of the Maple String Quartet.
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I followed up with a brief history of the 928, how it came about, and the dreams Porsche had for the 928 during and after its creation. It really was an incredible car for its time.
We were very thankful to have many prizes on offer for this years attendees. Adrian Streather generously donated a variety of his world renown Porsche books. Jim Pierson provided a substantial Nuts and Java Coffee pack, while the major prize of a “Martini package” was generously donated by the Porsche Centre Adelaide. All too soon the night was over but the memories of a night well spent still linger.
October - December 2017
73
Story & Photos: Bill Green PCWA
(A Not So) Technical Corner: An Owner’s Log - The Dreaded Intermediate Shaft Bearing Those of you who saw my article in last month’s issue will know that I’m the proud owner of a gorgeous 2004 Boxster S, which is my first Porsche and was purchased at the end of last year from Sydney. This article is not meant to be yet another Intermediate Shaft (IMS) bearing replacement “how to”, rather it is simply my personal IMS story. And that should be no surprise, one thing I have learned about Porsche owners is that their relationship with their cars is just that, very “personal”. I knew something about the IMS issue before I purchased (which bearing in which year car etc.), but I had set my heart on three things: an S model, a glove box and a glass rear window. Given my budget of $35K, this meant a 2003 to 2004 Boxster S, yes the one with the single row IMS bearing, the one most likely to fail prematurely. But no matter, even this bearing has odds way in favour of not failing, so not to worry. But once I started enjoying the car, I could not help but worry, and worry to such an extent that it was detracting from the pure driving pleasure a good Boxster can provide. Now, I accept that this is down to me, to my personality. Many people can fully enjoy their cars without worrying about this kind of thing at all, and I envy them, but unfortunately not me. Carrying out a bit of self-analysis, I concluded that it was not the risk of the bearing failing that I was worrying about but the likely consequences of such an event. It is likely that the failure of the IMS would trash the engine such that it could not even be rebuilt. This would mean that my car would be worth say $10K as is, or take me down the track of a rebuild with a second-hand engine. Both options would be very expensive. Consequently, an IMS failure would likely mark the end of my Porsche ownership. Not a good outcome! So, even with only 65,000kms on the clock, I concluded that the bearing would have to be changed out. I looked for a good shop specialising in water-cooled Porsches to do the work but to cut a long story short… I could not find a shop that both had the time to take on the job and which I trusted to work on my car. Now what to do? I seemed to have only three options. Not drive the car for up to a year and hope the local specialist will eventually fix it (quoted cost $7,000), ship the car to the East Coast for a specialist over there to fit the upgrade, or do it myself. None of these options were ideal but in the end I decided that doing the upgrade myself was the better option, even though I do not have a lift, although I do have a well-equipped workshop.
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This would get it done sooner and the car would remain under my control, albeit that by doing it myself there would be no warranty. Next question… which upgrade to choose? There are three basic types of fix in ascending cost, a simple replacement bearing (Pelican Parts do one at less than USD200), an upgraded bearing (ceramic balls – around USD900), or replace with an oil fed plain bearing (LN Engineering’s IMS Solution). I like the idea of an oil fed plain bearing, being simple, reliable and even if worn should not destroy the engine. So that’s the one I chose, albeit at a cost of USD1,800 for the kit.
But wait, there’s more! A number of special tools are required. Whilst I could have saved money by making substitute tools I chose not to. So the specialist tool kits cost a further USD160 + USD250. So with oil and a new Rear Main Seal this brought the parts’ cost to AUD3,200. Expensive but still doable and better than a ruined engine. However, if it was decided to just replace the bearing with a similar design this could be done for under AUD1,000 including the specialist tools. Added to the AUD35k cost of the car this still makes this model Porsche a bargain.
Now where do all these bits go
Inside of the original IMS bearing outer race showing the surface deterioration.
The transaxle is heavy and expensive, hire a transmission jack. Tiptronic transaxle (a pain working through the starter aperture) but doable with a hired transmission jack. By the way Mr Porsche, why just the one really awkward splined bellhousing bolt, apart from just to annoy me? I then followed the IMS Solution detailed instructions step by step and to the letter. Being terrified of losing the cam timing, I locked both cam banks using the tools provided and removed all three chain tensioners, just to be safe.
Get the car as high as possible on axle stands. Make sure it’s safe to work under. A word about the LN Engineering bearing and tool kits. The quality of every component was first class, the packaging was superb and the instructions which came with the new bearing detailed and complete. All in all, very professional and a real confidence booster. There are many YouTube videos and IMS change out explanations on the internet forums so there is no need for me to go through the whole change out process. Rather what follows is a brief recap of just a few highlights (lowlights) of my experience to show the extent of the work that can be undertaken on these cars in a home workshop. I have no lift so I worked with the car as high as possible on axle stands. Quite doable but if you are
All back together, showing the new spin on filter and oil feed pipe to the new bearing. over fifty have a good Chiro / Physio standing by to straighten you out at the end of each day! First, I drained the oil and removed the sump plate and filter with bated breath. Phew no metal or plastic debris at all. So far so good. I then set about removing the
In the IMS Solution installation video the engine is out of the car and the 4 – 6 cam tensioner is whipped out in seconds. In my Boxster, that took me half a day while I worked out how to remove the left bank inlet manifold and the power steering reservoir and pipe, so I could lift the A/C compressor out of the way. Yikes, lucky I had plenty of time and was not doing this commercially! Hence the $7,000 quote I suppose, working on these cars is VERY time consuming. Having said that, Porsches are beautifully engineered and a joy to work on for anyone who likes tinkering and has the time. First challenge, did I have the correct bearing kit, yes I did – a single row. The installation went smoothly and after installing the new filter and adaptor, the connection pipe, and a new Rear Main Seal using a homemade installer, I reassembled everything very carefully. Finally and with thoughts of valves hitting pistons, I took a deep breath and fired her up, SUCCESS! After a series of tentative test drives she has now covered 5,000 kms on the new bearing with no issues whatsoever. Now I can enjoy that turbine like flat six to the full. Magic! What of the original bearing I hear you ask. It had the seals intact but there was a lot of thick, smelly oil in the intermediate shaft and in the bearing. The bearing seemed to spin smoothly but when the seals were removed and the bearing washed it was very loose, and rattled when spun. Examining the race surfaces after cutting the outer race showed patches of roughness with noticeable “lateral stutter” marks across the bearing track. Good for another 10,000kms, 50,000kms? Who knows but something I shouldn’t need to worry about now for a very long time.
Back on the road and drive, drive, drive.
October - December 2017
75
Intermediate Shaft Explained In every 911 engine up until the introduction of the 9A1 DFI unit, the crankshafts indirectly drive the camshafts via the intermediate shaft. Its use allows the speed of the timing chains to be reduced, increasing chain life. It’s a setup that first appeared in the 547 flat four from the 356A Carrera.
the shaft running in a plain bearing surface integrated into the front oil pump console.
Every Porsche IMS until the arrival of the M96 ran in plain bearings that were pressure fed by engine oil, preventing the possibility of them seizing. With the arrival of water-cooled engines in 1998 though, the design was changed, with the camshafts no longer driven off just one end of the IMS.
At the very tail of the intermediate shaft is a smaller sprocket connected to the crankshaft via a chain. This is the connection that powers the IMS.
The sprocket on the front end of the IMS is connected to the timing chain for the 4-6 cylinder bank, while the rearward sprocket on the IMS drives the camshaft for the 1-3 bank.
Congratulatons Norm and Olive
At the flywheel end of the M96 and 2010-2011 M97’s IMS is a sealed roller bearing.
The revised cylinder head design required sprockets mounted on either end of the intermediate shaft, with the front end of
This roller bearing is held in place by a steel flange, which holds the inner race stationery, allowing the outer race to rotate on a number of ball bearings. Initial IMS bearings were twin-row, with later designs moving to single row designs.
Due to the design of the oil galleries in these engines, a plain bearing at this end proved impossible to implement.
All can suffer from the break down of the bearing seals though, which allows the grease packed inside the IMS bearing to wash out. This can cause metallic compounds to enter the oil flow of the engine causing internal damage.
Hillclimb F
In the worst cases, the bearing seizes, causing the IMS to snap, resulting in a catastrophic engine failure. This is though, a rare occurrence.
Porsche 996 911 Carrera
Intermediate Shaft
M96 Engine
76
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Congratulations Michael!
ROLL Past Presidents
1974/75 D. Christison 1975/76 D. Christison 1976/77 D. Christison 1977/78 P. Dennis 1978/79 B. Clements1 1979/80 B. Clements 1980/81 T. Klaveniek 1981/82 T. Lynas 1982/83 T. Lynas 1983/84 T. Lynas 1984/85 T. Lynas 1985/86 J. Nicholls 1986/87 B. Lynas Past Presidents 1987/88 P. Rosenzweig 1974/75 D. Christison 1988/89 T. John 1975/76 D. Christison 1989/90 T. John 1976/77 D. Christison 1990/91 T. John 1977/78 P. Dennis 1991/92 T. John 1978/79 B. Clements1 1992/93 T. John 1979/80 B. Clements 1993/94 D. Eckert 1980/81 T. Klaveniek 1981/82 T. Lynas 1994/95 D. Eckert 1982/83 T. Lynas 1995/96 P. Dixon 1983/84 T. Lynas 1996/97 P. Dixon 1984/85 T. Lynas 1997/98 P. Dixon 1985/86 J. Nicholls 1998/99 P. Dixon 1986/87 B. Lynas 1999/00 P. Kowalenko 1987/88 P. Rosenzweig 2000/01 P. Kowalenko 1988/89 T. John 2001/02 P. Brunnthaler 1989/90 T. John 2002/03 P. Brunnthaler 1990/91 T. John 2003/04 M. Rooke 1991/92 T. John 2004/05 J. Palmer 1992/93 T. John 2005/06 J. Palmer 1993/94 D. Eckert 2006/07 S. Elshaw 1994/95 D. Eckert 2007/08 S. Elshaw 1995/96 P. Dixon 1996/97 P. Dixon 2008/09 A. Sparks 1997/98 P. Dixon 2009/10 A. Sparks 1998/99 P. Dixon 2010/11 N. Goodall 1999/00 P. Kowalenko 2011/12 N. Goodall 2000/01 P. Kowalenko 2012/13 N. Goodall 2001/02 P. Brunnthaler 2013/14 K. Obst 2002/03 P. Brunnthaler 2014/15 K. Obst 2003/04 M. Rooke 2015/16 K. Obst 2004/05 J. Palmer 2016/17 G. Crowe 2005/06 J. Palmer
OF
HONOUR 2015/16 R. Paterson 2016/17 D. Herreen
Hillclimb Champion
2004/05 J. Palmer 2005/06 J. Palmer 2006/07 J. Palmer & M. Ewer 2007/08 A. Sparks & M. Ewer 2008/09 G. Keene 2009/10 A. Plate 2010/11 N. Goodall & O. Sheahan 2011/12 R. Paterson 2012/13 R. Harrison 2013/14 R. Paterson 2014/15 A. Trimmer 2015/16 R. Paterson 2016/17 D. Hevera
Lady Competitor of the Year
PCSA Roll of Honour
2006/07 2007/08 Motorkhana2008/09 Champion 2009/10 2004/05 M. Ewer 2010/11 2005/06 M. Ewer 2011/12 2006/07 D. Gilbert
S. Elshaw S. Elshaw A. Sparks A.Sparks N.Goodall N.Goodall
Motorkhana Champion 2007/08 P. Kowalenko 2008/09 R. Paterson 2004/05 M. Ewer 2009/10 D. Gilbert 2005/06 M. Ewer 2010/11 M. Almond 2006/07 D. Gilbert 2007/08 P. Kowalenko 2011/12 R. Paterson 2008/09 R. Paterson 2012/13 R. Paterson 2013/14 R Paterson 2009/10 D.Gilbert 2010/11 M. Almond 2014/15 D. Herreen 2011/12 R. Paterson 2015/16 R. Paterson 2016/17 D. Herreen
Hillclimb Champion
2004/05 Sprint Champion
J. Palmer
2005/06 J. Palmer 2004/05 J. Palmer 2006/07 J. Palmer & M. Ewer 2005/06 M. Rooke 2007/08 A. Sparks & M. Ewer 2006/07 J. Palmer 2008/09 G. Keene 2007/08 P. Jaquillard 2009/10 A. Plate 2008/09 O. Sheahan N. Goodall & O. Sheahan 2010/11 2009/10 A. Eime 2011/12 R. Paterson 2010/11 N. Goodall 2011/12 M. Ewer Sprint Champion 2012/13 R. Reynolds 2004/05 2013/14 A. Trimmer J. Palmer 2005/06 M. Rooke 2014/15 D. Herreen 2006/07 2015/16 Mat Curyer J. Palmer 2007/08 P. Jaquillard 2016/17 T. Keynes 2008/09 O. Sheahan 2009/10 A. Eime Club 2010/11 Driving Champion N. Goodall 2011/12 M. Ewer 1985/86 T. Lynas
1986/87 T. Lynas Club Driving Champion 1987/88 D. Wallis 1988/89 T. John 1985/86 T. Lynas 1989/90 R. Catford 1986/87 T. Lynas 1990/91 T. Gentile 1987/88 D. Wallis 1988/89 T. John 1991/92 T. John 1989/90 R. Catford 1992/93 R. Catford 1990/91 1993/94 T. Matthews T. Gentile 1991/92 1994/95 R. Paterson T. John 1992/93 R. Catford 1995/96 R. Geue 1993/94 T. Matthews 1996/97 P. Dixon 1994/95 R. Paterson 1997/98 D. Gilbert 1995/96 R. Geue 1998/99 M. Ewer 1996/97 P. Dixon 1999/00 M. Ewer 1997/98 D. Gilbert 2000/01 M. Ewer 1998/99 M. Ewer 2001/02 D. Gilbert 1999/00 M. Ewer 2002/03 M. Ewer 2000/01 M. Ewer 2003/04 M. Ewer 2001/02 D. Gilbert 2004/05 J. Palmer 2002/03 M. Ewer 2003/04 M. Ewer 2005/06 M. Ewer 2004/05 J. Palmer 2006/07 M. Ewer 2005/06 M. Ewer 2007/08 A. Sparks 2006/07 M. Ewer 2008/09 G. Keene 2007/08 2009/10 R. Paterson A. Sparks 2008/09 G. Keene 2010/11 N. Goodall 2009/10 R.Paterson 2011/12 R. Paterson 2010/11 N. Goodall 2012/13 R. Reynolds 2011/12 R. Paterson 2014/15 D. Herreen
1990/91 S. Gentile 1991/92 P. Klaveniek 1992/93 J. Nicholls 1993/94 L. Scammell 1994/95 L. Scammell 1995/96 L. Scammell 1996/97 A. Sparks 1998 to 2004 Not awarded 2004/05 M. Ruediger 2005/06 M. Ruediger Lady Competitor 2006/07 A. Sparks of the Year 2007/08 A. Sparks 1990/91 S. Gentile 1991/92 P. Klaveniek 2008/09 A. Eime 1992/93 J. Nicholls 2009/10 A. Eime 1993/94 L. Scammell 2010/11 A. Eime 1994/95 Scammell 2011-2016 NotL.awarded
1995/96 L. Scammell 1996/97 A. Sparks Club PersonNot ofawarded the Year 1998 to 2004 1987/88 T. Nicholls 2004/05 M. Ruediger 1988/89 K. Herbst 2005/06 M. Ruediger 1989/90 T. John 2006/07 A. Sparks 1990/91 T. John 2007/08 A. Sparks 1991/92 D. Wallbridge 2008/09 A. Eime 2009/10 A. Eime 1992/93 L. McDonnell 2010/11 A. Eime 1993/94 L. Scammell
1994/95 L. Scammell 1995/96 P. Dixon 1996/97 B. Smith Club Person of the Year 1997/98 P. Kowalenko 1987/88 T. Nicholls 1998/99 H. Kowalenko 1988/89 K. Herbst 1999/00 D. Callow 1989/90 T. John 2000/01 J-A. Brunnthaler 1990/91 T. John 2001/02 M. Rooke 1991/92 D. Wallbridge 2002/03 K. Somerville 1992/93 L. McDonnell 2003/04 C. Johnston 1993/94 L. Scammell 2004/05 G. Cook 1994/95 L. Scammell 2005/06 N. Goodall 1995/96 P. Dixon 2006/07 R. Ruediger 1996/97 B. Smith 2007/08 J. Sheahan 1997/98 P. Kowalenko 2008/09 R. Weekes 1998/99 H. Kowalenko A. Seaman 1999/00 D. Callow H. Kowalenko 2000/01 J-A. Brunnthaler B. Gare 2001/02 M. Rooke 2002/03 K. Somerville R. Pryor 2003/04 C. Johnston 2010/11 K. Obst 2004/05 G. Cook 2011/12 R. Pryor 2005/06 N. Goodall 2012/13 J. Pierson 2006/07 R. Ruediger 2013/14 J. O’Connor 2007/08 J. Sheahan 2014/15 D. Wiffen 2008/09 R. Weekes 2015/16 A. Seaman A. Seaman 2016/17 R. Clements H. Kowalenko 2010/11 2011/12
B. Gare K. Obst R. Pryor
Honorary Life Members
Trevor John
Kaz Herbst
Wayne Obst
Stuart Elshaw
David Gilbert
October - December 2017
77
Porsche found after 27 years A 1979 Porsche 924 coupe that was reported stolen from a movie theatre parking lot in Medford, Oregon, nearly three decades ago has finally been found. But how the vehicle ended up where it did remains a mystery. A man was following his dog into a deeply wooded area when he spotted the overturned Porsche down a steep embankment. He called 911 (should have called 924 ) to report the wreckage. “The position of the vehicle at the base of a cliff made it nearly impossible to see from the road above,” the Jackson County Sheriff’s Office said in a statement. “Heavy forest debris indicated the vehicle had been there for a significant period of time. The car was reported stolen on January 20, 1991. Not so sure the original owner is going to want it back now. Could be hard to on-sell despite being somewhat collectable these days. Imagine the advert. Low kilometer Porsche 924 for sale. Original condition except for moss, mould and foliage throughout. Slight panel damage. Has been stored upside down for the past 27 years. Any takers?
78
PORSCHE
REPORT
October - December 2017
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PORSCHE
REPORT