Porsche News 1-2023

Nature

created electricity. Porsche gave it soul.

Porsche gave it soul.

The first all-electric Porsche. The new Taycan. Here now.

The first all-electric Porsche. The new Taycan. Here now.

When the force of nature was fused with the force of Porsche’s soul, the new Taycan was born. An awe-inspiring sportscar promising pure emotion and maximum driving pleasure, the new Taycan stands alone at the forefront of a new era. True to Porsche’s DNA: puristic and timeless design, pioneering technology, with every part synchronised in a delicate dance of perfection. The Taycan sets a new benchmark for electric performance and innovation, igniting passions that will change your drive forever.

See it at Porsche Centre Brisbane, today.

When the force of nature was fused with the force of Porsche’s soul, the new Taycan was born. An awe-inspiring sportscar promising pure emotion and maximum driving pleasure, the new Taycan stands alone at the forefront of a new era. True to Porsche’s DNA: puristic and timeless design, pioneering technology, with every part synchronised in a delicate dance of perfection. The Taycan sets a new benchmark for electric performance and innovation, igniting passions that will change your drive forever.

Porsche Centre Brisbane

147 Breakfast Creek Rd, Newstead QLD 4006

See it at Porsche Centre Brisbane, today.

Tel: 07 3867 6911 DL 1604384

Porsche Centre Brisbane

porschecentrebrisbane.com.au

147 Breakfast Creek Rd, Newstead QLD 4006

Tel: 07 3867 6911 DL 1604384

porschecentrebrisbane.com.au

CONTENTS

“Porsche News” is the official magazine of Porsche Club of Queensland Inc. (ACN) ABN 80 554 625 717

Publisher: Porsche Club of Queensland Inc. PO Box 584 Brisbane Qld 4001 www.porscheclubqld.com.au

Advertising Natalie Dugdale email: marketing@porscheclubqld.com.au

Editor Peter Stapley editor@porscheclubqld.com.au mobile: 0406 356 936

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:

© 2022 by Porsche Club of Queensland Inc. 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 Queensland Inc 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.

Our front cover image is courtesy of Graham Hobbs

COMMITTEE

President John Datson 0412628 478 president@porscheclubqld.com.au

Vice President Steve Cooper vpresident@porscheclubqld.com.au

Treasurer Cameron Mitchell treasurer@porscheclubqld.com.au

Secretary Andrew Dalton 0411 492 111 secretary@porscheclubqld.com.au

Motorsport Director Kevin Vedelago 0418 728 671 motorsport@porscheclubqld.com.au

Membership Director Steve Vick membership@porscheclubqld.com.au

Social Director Rob Beaumont social@porscheclubqld.com.au

Editor Peter Stapley editor@porscheclubqld.com.au

Merchandise Jason Arnold merchandise@porscheclubqld.com.au

Webmaster & Instagram Monitor

Toula Vlazakis admin@porscheclubqld.com.au

Natalie Dugdale Marketing Director marketing@porscheclubqld.com.au

Contact Us

Please forward all correspondence to admin@porscheclubqld.com.au

Facebook.com/porscheclubqld www.porscheclubqld.com.au

Porsche Club Queensland

GPO Box 584

BRISBANE QLD 4001

CLUB GENERAL MEETINGS

The Porsche Cub QLD Inc. holds general meetings on the second Tuesday of each month from 6:30pm at various venues including Porsche Centre Brisbane and Porsche Centre Gold Coast

(Check the Events Calendar on the website and the weekly PCQ eBlast for updates).

MERCHANDISE

For Merchandise please contact Jason: merchandise@porscheclubqld.com.au

MEMBERSHIP

For Membership, please contact: Steve membership@porscheclubqld.com.au

MAGAZINE CONTRIBUTIONS

Contributions from members and friends of the Porsche Club Queensland are very welcome. The opinions expressed or inferred herin are not necessarily those of the Editor, Committee or Club.

Copyright is the responsibility of the submitting correspondent. Magazine contributions to: editor@porscheclubqld.com.au

ADVERTISING

Advertising for the magazine, please contact Natalie: marketing@porscheclubqld.com.au

Advertising to sell anything Porsche related, ie. cars, parts etc for members can be advertised on the club website or on our PCQ members buy and sell page.

Please contact Toula: admin@porscheclubqld.com.au

@porscheclubqueensland #porscheclubqld

Please hashtag or tag PCQ with your photo facebook.com/groups/pcqmembers

President’s Report

President’s Report Issue 1 2023

This year got away quite briskly with the Australia Day B-B-Q at Woody Point, quickly followed by the Gala Awards’ night at The Emporium in Southbank. Both great events that were well attended. If you did miss these events, the magazine provides detailed coverage. Included is a listing of all members who received Sprint, Khana and Concours awards, along with presentations to the Club Person of the Year and Life Memberships.

As for what is planned this year, there are a number of highlights which you should be aware of:

• Concours is likely to be held at “The Two Days of Thunder” race weekend at Queensland Raceway in mid-June.

• Porsche Club NSW will be celebrating their 60th anniversary with a Rennsport Event in mid-September.

• PCQ will be hosting a round of the Motorsport Australian National Super Sprint Championship at our Morgan Park event in mid-October.

• Planning for our 50th anniversary in 2024 will commence shortly.

As far as I am aware, PCQ is the second oldest Porsche Club in Australia. Porsche Club Victoria will celebrate their 50th anniversary in 2025.

In order to organise and manage the additional work of the National Super Sprint and the 50th anniversary, two sub-committees are proposed to plan and execute these two events. In regards to the 50th, once the committee has had a chance to discuss the options, we will be seeking input and ideas from members, as well as members to join the sub-committee. As we proceed, updates will be provided at the Club’s monthly meetings and Eblasts.

What to look forward to this year?

Kevin has a packed motorsport itinerary with potentially nine sprint rounds and three interstate events. The Shannons’ Sprint Championship should be close again this year with only a whisker separating Bill Black and Gary Taber for last year’s championship. Don’t forget that the Khana events, coordinated by Bill Black, are part of the Inter Club Challenge (ICC). These events do help you better understand your ability and that of your car to navigate

the different courses and tracks at your speed. If you like a Sunday drive, these events will help sharpen your senses and driving technique.

Rob and the social group are starting to put together the programme for this year with the first social drive scheduled for early March. It will be a similar format to last year with social drives, long lunches, cars and coffee, and the all-important Concours.

Since 2020, Porsche Cars Australia provides funding to the official Porsche Clubs of Australia. The funding is aimed at assisting the Clubs to enhance and increase their membership through specific events and initiatives, club functions, trophies, and event materials. An additional initiative has been added this year regarding the Taycan and electrification. The Club will be submitting a request in the next month. The proposed two initiatives focussed on motorsport and social will then be catered for in the planning for those selected events.

John Datson

ONE KNOWS YOUR PASSION LIKE SHANNONS.”

ONE KNOWS YOUR PASSION LIKE SHANNONS.”

FROM THE EDITORS DESK

That’s another year done and dusted. I, for one did not imagine this time last year that I would be sitting back in the Porsche Club Editor’s chair. It’s one of those love - hate jobs. Deadline is looming, material is all coming in at the last minute, layout changes regularly, and I think, why did I let myself into all this. When you look at our last issue and the amount of time our members put into writing and submitting articles the answer is very simple really. The bumper finished magazine we all achieved makes it extremely worth while. Unfortunately I live around 350km north of Brisbane which makes it difficult to attend meetings and events. I am lucky that we have a great President and committee who make the task easier. This issue was almost going to be our Bathurst special, so many of our members have shared their first time experiences of driving “The Mountain”.

Another big achievement on the mountain was achieved by Matt Campbell who took out a hard fought second place in February’s Bathurst 12 Hour. One of only two Porsche in the event, he was up against some formidable international opponents. As a Porsche factory driver, he is one of three whose driver categorisation is gold and his performance in the 12 hour certainly showed why. Brought up in Warwick in the shadow of Morgan Park, his career has grown rapidly over the last 8 years.

I was also fascinated by the article from the Porsche Newsroom, included in this edition, on the development of the Porsche headlight. It used to be a simple task, take one globe out and insert another. Like so many other things, those days are in the distant past.

Now back to the subject of making life easier. We have a sub-editor!

Someone domiciled in Brisbane who can attend events, who has even put her hand up to writing some articles and is even more willing to help members with their stories.

EXCITING NEW PRODUCT

Occasionally new products come across my desk and this one really stood out as an important accessory for budding race track enthusiasts or indeed just city driving.

I can personally recall one or two times it would have come in handy, back in the day!

I have been unable to confirm if it has Motosport Australia accreditation yet or that the seat belts meet Australian Design Standards.

The manufacturers state that the “YOMQLJXB Car toilet Portable is suitable for all kinds of vehicles, easy to operate during use as well as easy to clean. It can be used for bagging or direct use. Made of environmentally friendly PP material, it is durable and can withstand a weight of 150kg. It can be reused and kept away from traffic jams or indeed any other hold ups.

The protective effect of the seat belt can make the buttocks fit together with the product to prevent accidents caused by poor road conditions.

It’s available on Amazon for only $184.47 with free international delivery!

Meet Jasmine Simpson – Sub Editor (who I’m sure does not know what she has let herself in for)

“At the age of 18 I was asked ‘what do you want to achieve in life?’ The answer was, I want to own my own business and an E-type Jaguar. So far I have achieved half my dream.

Although I am originally from NZ, I have spent more than 40 years of my life in Australia and have enjoyed many opportunities during that time.

Joining the PCQ has been a very satisfying experience, my husband Harry and I love both the cars and the fascinating stories told by their owners”.

Scan to find out more

Ergonomically designed, comfortable toilet experience, double-layered seal, safe to use, no odor.”

Some modifications may need to be carried out to race suits to truly enhance this product.

This year’s Australia Day celebrations at Woody Point went off without a hitch, thanks to the efforts of our Social Director Rob Beaumont, who arrived at the venue to stake our claim on the under-cover BBQ area at 5 am!

The weather couldn’t have been more perfect, the burgers, the snags and the salads were second to none, not to mention fresh prawns and carrot cake.

Having said all that, it’s really all about the cars and their owners and they were both in excellent form. There’s nothing quite like a BBQ right by the water, enjoying the company of others who share the same passion for cars and listening to the stories that have bought us to this place in our journey.

Jasmine Simpson

4th February 2023

We were greeted by a balmy evening after the early showers and high humidity had abated. The venue for the evening was the Ballroom of The Emporium in South Bank.

The 100+ guests mingled in the sanctum for pre-dinner drinks, entertained by Mike Tyler, a skilled Magician, who had the members puzzled by “how did he do that”! He certainly gained people attention when he started turning ten-dollar notes into one hundred dollars.

Following an enjoyable meal and a stage presentation by Mike, the awards presentation got underway. The Concours and Motorsport awards were sponsored by Shannons with trophies presented by Phil Ross. Shannons have had a long history of involvement with the Club’s motorsport events, which has grown through the mutual recognition of the benefits it offers both parties.

As you can see, it was a very successful evening for the Black family who managed to abscond with five trophies. This was not based on luck, but consistency and perseverance. Well done guys!

The following list details the recipients of the various awards for both the Concours and Motorsport events: Concours

• 356

• Transaxle Series

• 911 930 1974 - 1989

• 911 (964 993) 1990 - 1997

• 911 (996 997 ) 1998 - 2012

• 911 (991 992) 2013 - 2022

• Cayenne Macan Panamera Taycan

• Race Cars & Exotics (550, 959 etc)

• Boxster & Cayman

• Concours winner & 911, 912 1965 - 1973 Ross Golding Shannons Sprint Series Associates

1 Ryan Black - Lotus 2008

2 Joe Catalano - Toyota 86 2017

3 Chris Battista - Mazda MX5 Class D

Class C

1 Robin Smith - 924

1 Justin Clarke - 2011 Cayman

2 Jeffrey Dunn - 911 1980

3 Graham Wood - 944S 1990

Class B

1 Bill Black - 911 1969

2 Gary Taber - 944 1986

3 Aiden Lefmann - Cayman S/GT4 2011/14 Class A

1 Michael Treffene - 997.2 GT3 2011

2 Henry Sinclair - Cayman GT4 2016

3 David Lees - 991 GT3 2018

Open

1 Kevin Vedelago - 991.1 GT3 Cup Car

2 Steve Cooper - 993 GT2 Cup Car

3 Stan Adler - 911 1976

Most Improved Jeff Nottoli

Rookie of the Year Antonio Peronace

Khana Champion Ryan Black

Sprint Champion Bill Black

Club Champion Bill Black

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Introducing Bobby McAlpine, Porsche Centre Gold Coast Service Operations Manager

Born for the tracks with a need for speed, Bobby McAlpine has never done life in the slow lane. Racing Porsches across the frozen lakes of Finland, flooring motorbikes across perilous tracks, or working trackside at the biggest Motorsports races across the globeBobby has rarely shifted out of fifth gear.

Working in a backstreet garage in a small Scottish town in the 80s, Bobby found his passion for performance cars. It wasn’t until an advertisement for a sports car mechanic in Edinborough caught his eye that Bobby inadvertently found himself standing in the foyer of Porsche and Ferrari’s workshop.

“When I pulled up to the interview, I had no idea that the role was with Porsche,” says Bobby. “I thought - I can’t go in there, that’s too much for me. My mate who had dropped me off told me - in no uncertain terms - to get out of the car and go in there. So, in I went. I’ve never looked back.”

Bobby secured the mechanic role and spent the next 30 years following the brand across race circuits, world tours and marquee events. Bobby admits it’s hard to pick a highlight from his adrenaline-packed adventures, but says there are a few standouts.

“Winning the Dubai 24 Hour Race in 2007 was definitely a standout. To even finish a 24 hour race is a really good result - but to win it? That’s something else.”

Today, Bobby heads up the Service Operations at our Porsche Centre Gold Coast.

Having spent 20 years in the Porsche Centre Gold Coast workshop, Bobby has recently made the transition to the office, stepping into a customer-focused role. It’s a decision he admits he is an adjustment, as he gazes longingly over his shoulder into the workshop and tools on the bench.

But it was a new challenge too tempting for the thrillseeker to turn down as he embraces his new position, swapping spanners for emails.

“It’s great that I now get

more interaction with the customers. It’s not hard to find common ground when we share a language of cars. I get to spend my day discussing my passion with like minded customers and I couldn’t be luckier.”

“Now I also get to oversee the progression of the team in the workshop that I have known for years, so that is really rewarding too.”

When he’s not in the workshop or office, the Scottish revhead can be found at the racetrack. Alongside his customer duties, Bobby is one of the instructors at the Porsche Track Experience Australia. As the only recreational race experience of its kind in the country, the Track Experience operates under one philosophy: you tell us your driving goal, and we ensure that you achieve it.

“It’s a lot of fun being able to instruct people on how to get the best out of their cars. Make them drive a bit faster, a bit safer. One of the really good things about it for me is meeting a lot of different people that come from across the globe to do the Track Experience,” says Bobby.

“I used to do a lot of mechanic work in car racing overseas and this helps me stay close to that action. It’s really cool.”

For the man that has spent 30 years growing with the evolving Porsche brand, he is surprisingly quick to pick a favourite.

“It would probably be 993 GT just for the sheer driving experience of that car. It really was the very last of the air-cooled 911 models,” he says.

“I don’t think it’s the best Porsche by a country mile. But when you had to drive it fast, that’s when you still really had to drive.”

And driving is precisely where you’ll find Bobby when he’s not tending to the vehicles or chatting with a customer. Be it on the back of a motorbike or behind the wheel of his beloved Porsche, you can rest assured that somewhere rubber will be flying over asphalt with Bobby McAlpine at the controls.

Rational? Not always. Perfect? Always. The 718 Cayman GT4 RS is the latest addition to Porsche’s 718 range and represents the pinnacle of Porsche’s midengine sports cars. A razor-sharp track tool, the highly agile 4.0-litre six-cylinder naturally aspirated engine puts out an eye-watering 368kW.

At first glance, the 718 Cayman GT4 RS looks similar to its GT4 sibling, however true enthusiasts will notice significant changes to the vehicle’s aerodynamics. Moving around the car, Carbon-Fibre Reinforced Plastic (CFRP) air intakes, replace the rear side windows to increase dynamic pressure of the airstream while also suppling the engine with air.

Most eye-catching however is the swanneck large rear wing designed for greater downforce and improved traction.

The engine underneath the perfectly curated body is derived from the 911 GT3 R and 911 RSR, making it by far the most powerful in the 718 model range. Six individual throttle valves supply each cylinder with air providing a more direct response. The sports exhaust system constructed of lightweight stainless steel boast a sizable volume. A rear silencer along with two distinct stainless-steel tailpipes, also work together to minimise exhaust back pressure.

Tuned to the driver, the interior prioritises accessibility, excellent functionality, and optimal ergonomics. Decorative trims made of satin Carbon-weave finish highlight its racetrack character.

Door pull loops are featured just like its motorsport counterparts instead of conventional handles. Full bucket seats made of CFRP with Carbon weave finish provide excellent lateral support at a minimal weight. Reduced insulation and a relocated air box allows drivers to hear the full sound of its engine.

If you’d like to see the 718 Cayman GT4 RS, we invite you to our dealership.

Porsche Centre Brisbane

147 Breakfast Creek Rd, Newstead to view it on our showroom floor. We look forward to seeing you there.

PERFORMANCE LEAP

The new high resolution Porsche LED main headlights with HD matrix beam offer a high- resolution light distribution up to twice as bright than previous systems.

Porsche has developed the light technology of the next generation with its new high-resolution HD matrix technology. The core element of the innovation created in collaboration with partners is a chip that combines over 16,000 individually controllable microLEDs onto the surface area the size of a thumbnail. Of these LED chips, two are utilised for each headlight – four per vehicle. The headlights with HD matrix technology therefore offer a highresolution light distribution up to twice as bright on a surface four times larger than previous top-notch systems. The driver benefits from the highly flexible light that the new development makes possible thanks to extremely homogeneous illumination. In addition, there are innovative functions such as lane illumination, construction and narrow-lane light and adaptive motorway high-beam lights. The highperformance high beam turns night into day at a distance of up to 600 metres. A new non-dazzling high beam function is used for oncoming vehicles: large areas to the right and left of the antidazzling gap become significantly brighter.

The new HD matrix technology adds yet another highly efficient component. Because the HD matrix headlights only activate the pixels that are actually needed at any given moment, they

IN LIGHT TECHNOLOGY

consume considerably less energy than other high-resolution systems, while the amount of light remains the same.

Four-point headlight graphics can also be displayed at night

In addition to four-point daytime driving lights and static cornering lights, the new Porsche headlight includes two of the new HD matrix modules and two bifunctional modules for courtesy lighting and the auxiliary high beam. These four main light sources are arranged in a four-point design characteristic of the brand. The previous top headlight from Porsche, by contrast, features four courtesy modules and a central Matrix module in 84-pixel technology. The new HD matrix technology also stands apart in terms of design: for the first time, the characteristic Porsche four-point headlight graphics of the daytime running lights can also be seen at night when the new system is used with both low and high beams. The HD

matrix headlights will be introduced successively in different model lines with identical module technology but adapted designs. In the development process, Porsche submitted over 25 patents for the innovative technology.

World’s first high-resolution LED matrix light

The new technology must unite different, and sometimes contradictory, requirements in a single system. The aim is to distribute all light functions among four units per headlight for design reasons. Nonetheless, the individual sources of light should still combine in a way that provides homogeneous and powerful illumination at the same time. Pre-design simulations were used to analyse which overall system design would best meet all requirements, including those of customers. As a result, Porsche opted for the new and efficient HD matrix LED technology with 16,384 pixels per module rather than the

maximum resolution that is technically feasible.

The design of the headlight is clearly structured. Four almost squarely arranged light modules, each complemented by a narrow daytime running light strip above the module, trace the brand’s characteristic fourpoint design, by day and by night. The two upper bi-functional modules are identical and provide the courtesy lighting and auxiliary high beam with three LEDs each.

The heart of the new HD matrix technology is the two lower light units. Each features an identical LED array with integrated LED driver (ASIC) that generates an unprecedented highresolution luminous flux in an area of just 12.8 millimetres by 3.2 millimetres. The system controller, comparable to a powerful graphics card, not only activates but also controls the brightness of each of the 16,384 individual light-emitting diodes per LED array in 1,024 steps. Different lenses, each with specifically ground optical glass, complete the two HD modules.

The lenses produce different illumination angles. The wide-angle lens of the outer HD matrix module’s ‘illumination’ covers an angle of 40 degrees of width by ten degree of height. The inner ‘Performance’ HD matrix module with telephoto lens radiates the light at 20 degrees by five degrees. Its illumination is therefore only half as high and half as wide, but significantly brighter. The light distributed by the two HD modules overlap in the centre. The new headlight thereby combines wide illumination with high intensity in the central area.

Best possible visibility in any situation

The performance leap in light technology can be attributed to this efficient generation of light and the combination of the two HD matrix modules with the two bi-functional modules. With a total of 32,768 individually controllable pixels per headlight, the HD matrix modules generate direct high-resolution light. Only the light that is actually required is generated. This is why it is known as active matrix light generation.

The HD matrix light illuminates the entire 40-degree horizontal and 10-degree vertical range with a luminous flux of over 1,400 lumens, thereby generating one of the largest and brightest high-resolution illumination areas. It covers the entire high beam range and begins just in front of the vehicle. The light can be distributed

in any way within this area and this flexibility makes it possible to improve existing functions and introduce new ones, always with the aim of offering the driver the best possible visibility in any situation.

Optimised and new functions for greater safety and comfort

High beam with auxiliary high beam (high-performance high beam)

If the system does not detect any vehicles driving ahead or oncoming vehicles, and the automatic high beam is active, the HD matrix modules switch from dipped beam to high beam, and the auxiliary high beam of the upper bi-functional modules is automatically switched on. This ensures an increase in the beam length and increases the performance of the high beam. More than 600 metres if the road is illuminated.

Non-dazzling high beam with new function

If the camera detects a vehicle ahead or an oncoming vehicle, the auxiliary high beam is deactivated and the vehicle is selectively masked out by switching off the corresponding pixels of the HD matrix modules. The energy that this frees up is converted into additional, functional HD light. The full width of the available HD light is used to optimise the illumination of the non-dazzling high beam and to improve the driver’s visibility, without dazzling other drivers. When anti-dazzling is activated, the amount of light from the HD matrix module to the right and left of the anti-dazzling gap is doubled, resulting in significant brightening of the remaining high beam range.

Lane illumination

This function is used for better illumination of the vehicle’s own lane in the form of a light carpet. The lane between the road markings becomes significantly brighter. And this regardless of the vehicle’s position in the lane. Whether the vehicle is further to the right, further to the left or in the middle, the light carpet adheres to the road markings as if it were a magnet. The function is activated exclusively on motorways or comparable roads. It enables early detection of hazardous objects

and reduces lane changes by other, less attentive drivers into the vehicle’s own lane. In the case of deliberate lane changes, the light carpet is briefly widened to cover both lanes when the marking is crossed, before subsequently illuminating only the new lane more brightly once the lane change is complete.

Construction and narrow-lane light

When construction zones or narrow areas are detected, the light carpet is automatically reduced to the same width as the vehicle, including mirrors, to brighten the lane and thus make it visible to the driver. This visual support enables drivers to better assess their position in the narrow lane as well as overtaking manoeuvres. Steering and speed corrections are demonstrably reduced, with lane keeping and road safety being enhanced as a result.

Adaptive motorway high beam

On motorways and comparable highspeed roads, the control system ensures the best possible illumination of the driver’s lane while also optimally adapting the light distribution to the conditions on the motorway. The illumination is cut off with a soft transition towards the median strip, which prevents drivers in the oncoming lane being dazzled.

Animation as greeting and send-off

When locking and unlocking the vehicle, the dipped beam of the fourpoint headlights ensures visibility and safety in front of and around the vehicle. The vehicle sends the driver off with a discreet animation: the HD matrix modules generate two headlight graphics in a four-point design that is characteristic of the brand and which sweep horizontally over any walls opposite or garage doors, for example, before going out. The light system then activates the animation in reverse order when the parked vehicle is unlocked and the driver’s door is opened.

Story and pictures Porsche Newsroom

Challenge Bathurst According To The Dictionary

-by Bill Black

If you look up “Bathurst” in the Macquarie Dictionary, is a city in central eastern NSW on the Macquarie River, named after Henry the 3rd Earl of Bathurst. However if you are reading this story, Bathurst means only one thing, Mount Panorama.

challenge - summon to contest, interestingly difficult.

invite - request courteously to come –as sent out by PCNSW and accepted by a number of PCQ members to attend a function at Mount Panorama on the 26th and 27th November 2022.

mountain-climber / mountaineer - one who ascends a mountain to its highest point and descends back to the starting point – PCQ mountaineers, Kevin Vedelago GT3 Cup, Sven Koremans GT3 Cup, Michael Treffene GT3, David Lees GT3, Russ Kempnich GT3, Justin Clarke Cayman, Antonio Peronace 911, Rod McCray 911, Mathias Butcher GT4, Bob Hamilton GT3, Henry Sinclair GT4 and myself 911.

virgin - a person who has not experienced something they will never forget – such as driving Mount Panorama being Sven, David, Antonio and Mathias. convoy - a group of vehicles travelling

together - as organized by Kevin to travel from Warwick to Gilgandra, then on to Bathurst.

drought relief - provide help to areas affected by low rain fall – as demonstrated by Russ who decided to irrigate some mallee scrub beside the road just east of Inglewood. thirst - feeling the need to drink something - an affliction had by the Kevy Chevy road train which could only be quenched by copious quantities of 98 octane at very regular intervals, Warwick, Goondiwindi, Narrabri, Gilgandra etc, etc, etc. Something not experienced by Sven’s Dodge Ram.

LS - designation used by Chevrolet for their V8 petrol engines and stands for “litres sucked”

breathalyser - a device to measure the amount of alcohol in one’s breath – used by the Boggabilla boys in blues on our convoy drivers as we crossed the border. pothole - a depression or hollow in a road surface caused by wear or sinking – found in great numbers on the Newell Highway.

roadworks - work done in building or repairing roads – again found in great numbers on the Newell Highway dead roo - deceased marsupial native to

Australia – again found in great numbers on the Newell Highway.

devour - eat fast; destroy or consume – as demonstrated by Sven with a 300g T-Bone at the Gilgandra Services Club. In the land of Akubras, RMs and Landcruisers, steak was the only meal on the menu.

sparrow fart - very early morning ; daybreak – defining our departure from the Castlereagh Motor Inn which was clean, cheap and cheerful with plenty of off road parking for car trailers. caffeine - a drug that stimulates your brain and nervous system ; essential to life – found at the Four Cats Coffee Shop in Wellington and served with amazingly tasty ham and cheese toasted sandwiches. A top choice for breakfast found by Russ.

teleportation - the act or process of moving an object by psychokinesis – as used by NSW Main Roads to move 8 km of the Strzelecki Track to Grand View in place of the Mitchell Highway.

sacred rock art - important images created in stone with religious or cultural significance – as depicted in 10 metre high letters created by thousands of carefully placed white rocks spelling out MOUNT PANORAMA

piloerection - a reflex reaction created by a stimuli that causes tiny muscles near hair follicles to contract and raise the hairs – this happens to the hairs on the back of your neck when you crest the hill on Panorama Avenue and cast eyes on the local rock art.

easy - achieved without great effort; presenting few difficulties – document check in, a breeze.

jed - (as in Clampett) discovering oil in the Ozark Mountains in 1962 (as in Black) dropping oil on Mount Cotton in 2003 and on Mount Panorama in 2022

fortunate - favoured by good luck –discovering that Pirtek in Bathurst was open until midday and had the necessary parts to repair an oil leak on 911 #189.

exhilarating - a sense of excitement and ecstasy – back a gear and driving through The Cutting, aiming for the tree, up a gear and through Reid Park.

nailed it - to execute a task exceptionally well - hitting the grate with the right hand tyres

awe - respectful or reverential fear, inspired by what is grand or sublime – the feeling one gets coming over Skyline. relief - deliverance from possible disaster – negotiating The Esses, The Dipper and Forrest’s Elbow without hitting the wall.

anismus - contraction of the puborectalis muscle - commonly known as sphincter tighteningwhat happens when you hold it flat through The Chase.

achievement - something accomplished with great effort and valour – the feeling one gets after completing a week end at Bathurst with the car still in one piece, or so I thought.

chalk and cheese - complete opposites – the difference between the Newell Highway and the Pacific Highway which was the preferred route home.

thorough - complete with regard to every detail – resulting in a long queue and wait for scrutineering.

tricycle - a three wheeled vehicle often with compromised handling – examples being a Reliant Robin and GT3 Cup #272 driven by Kevin.

lucky - producing a good result apparently by chance – sums up what happens when you lose the front right hand wheel while doing 5 kph down pit lane and not 275 kph down Conrod Straight.

not thorough - incomplete with regard to every detail – a description of car preparation resulting in a centre lock wheel nut coming loose.

anticipation - a feeling of excitement about something that is going to happen – what every driver is experiencing while sitting on the dummy grid.

dread - anticipation with fear or apprehension – felt by every driver sitting on the dummy grid when questions start going through your head. Have I checked my wheel nuts, have I checked the brake fluid, have I checked my wheel nuts, have I checked my tyre pressures, have I checked my wheel nuts ……..

relief - a feeling of reassurance following release from distress – on finding that the engine still ran, had good oil pressure, didn’t make any horrible noises and was able to complete the week end. gratitude - being thankful and showing appreciation of receiving help – how I felt after my 3 brothers (pit crew) helped to get the 911 fixed in time for the next run. dread - anticipation with fear or apprehension – how I felt sitting on the dummy grid hoping the hasty repairs had fixed the oil leak and for the driver of GT3 Cup #272, have I checked my wheel nuts.

spoke too soon - assuming something before all the facts are known – see below tin, lead and copper - (Sn, Pb and Cu) - soft metals used in the manufacture of bearings – should not be present in Penrite HPR15 but maybe if an engine has lost some oil.

pilgrimage - a journey made to some sacred place as an act of religious devotion- driving Mount Panorama in a Porsche, a must for every PCQ member.

RSVP - respondez s’il vous plait or please reply - which is what you should be doing when entries open for Challenge Bathurst 2023.

MATHIAS BUTCHER CHALLENGES BATHURST

After watching the ‘V8 Supercars’ and ‘Bathurst 12 Hour’ for years, I’ve always wanted to go there and drive or have a look around. I was lucky enough to go to the Challenge Bathurst. It consisted of 6, 20 minute sessions over two days in the Porsche group and was my first time ever going to Bathurst.

I had a shared garage in pit lane with 5 other guys from the Queensland Club. The first couple of laps were a bit of a shock, I realised just how fast the track is. No tv or simulator does the place justice.

The weekend went really well. The 718 GT4 ran with no problems all weekend and loved every minute of it. The other guys that had been there before from

the club were so helpful with line choice and other bits of information which helped a massive amount in learning the track. The guys from Porsche club NSW were really welcoming and helpful too.

Thank you to Kevin for organising transport down and back for the car.

I still can’t believe I got to drive the track, it is definitely a bucket list item. If anyone is thinking of going next year, it’s worth every cent. Thank you so much Porsche Club QLD and Porsche Club NSW for the opportunity. Can’t wait for next year!

MATHIAS - Livin’ the Porsche dream

I’ve always liked Porsche, ever since seeing the Carrera Cup for the first time at Surfers Paradise and then learning you could buy a GT3 that could be driven on the road. I really like how they transfer what they learn at the track to production cars anyone can buy. The GT and RS cars are ready for the track, something I’ve always wanted. A car I could do track days in. I was lucky enough at the start of 2020 to be in the position to order a 718 GT4 from Porsche Centre GC.

This was just before Covid started having effects on the supply chains. The original delivery date was in July, but the factory shut down for a few weeks, so I didn’t end up getting it until the end of September 2020. But it was well worth the wait. I got to see the boat as it passed Point Danger on the Gold Coast which was cool. I also got to see the car as soon as it turned up at the dealer fresh off the boat and out of pre car.

The way things are going with electric cars and stricter emissions rules, I really wanted to get one as soon as possible. You don’t know much longer you will be able to buy brand new cars like that especially with the way the 718 will going electric soon. For me, just thinking of how

cool it would be, when almost everyone else has electric cars and you still have a car that can rev to 8k. Even if you have to have a daily driver as an electric car, at least I have the GT4 for the weekends. So that was definitely a driving factor for me to get one as soon as possible.

I have always liked the GT3 RS since the first time I saw one. I love the fact it looks like a race car and you can drive it to the track, hammer it all day and drive it home with no problems. There’s not many cars you can do that with.

When they released the GT4 RS and I saw it for the first time, that changed my mind. Even though it’s not a “911” it is a mid engine layout, and the side intakes basically next to your ear would be something very special. Not to mention the 9k RPM. That’s definitely a car I want to try and get hold of. There is nothing wrong with the GT 4 if I can’t get one, only time will tell.

The Porsche 718 GT4 was my first Porsche and hopefully first of many more. I love the cars and the brand.

One of my big desires was to track the GT4 because you can’t legally see what the car is capable of on a public road.

My first track event was with the Porsche Club in the Entree Class at Queensland Raceway 4 months after getting the GT4. I loved every minute of it so I started doing more of the Porsche Club sprints, starting in the slower group, but working my way up as I got more confidence and more seat time in the GT4.

The people you meet at the Porsche club sprint are very nice and helpful which makes it that much better. I have also done General Practice days at Queensland Raceways which are fun but can get a bit busy. The Drive team days are very good too. They start in the morning, include breakfast, lunch and drinks for the day. I have had a coaching session with one of the coaches they have which I learned a lot from. I have also completed 3 Euro days at Lakeside. It includes all types of Euro cars on the track and the sprint challenge on Euro day is fun with only 5 cars on the track at one time for 6 laps. Probably the best event I have done was the Challenger Bathurst at Mount Panorama on a closed track. I’ve always wanted to go there and drive or have a look round. It was the perfect time and luckily it didn’t rain until the end of the last day. It was definitely a bucket list item. Next, I really want to go to Philip Island and have a go on that track as well.

Mathias Butcher

Gav’s Garage: Project 928EV part 2

This stage now focuses on what components and in future, how it is to be converted. For those readers still interested enough to peruse this equally exciting and engrossing episode, the following questions and discussions will hopefully provide some substance. What components?

What makes up an EV and how is it different to an internal combustion engine (ice) Porsche? While an ice Porsche powertrain consists of a fuel tank, exhaust system, gearbox, torque tube differential, driveshaft etc, an EV Porsche is much simpler with fewer components and less toxic emissions. It is estimated that around 90% of batteries can be recycled with virtually no toxic landfill.

An EV powertrain system basically consists of:

•Electric motor and motor controller,

•Battery pack, battery management system (bms), and charging system

•Driveshaft, hubs, and wheels

There is also the auxiliary electric system to power the steering, lighting etc, which while also required for the ice Porsche, an EV uses the high voltage traction battery pack, rather than hydraulic systems. To keep this story simple, I’ll provide a basic explanation of the components and some engineering data to help inform the reader about this EV journey. Any reader who does want more technical info, can email the author through the club.

Battery pack? I will start with the battery pack, simply because it’s the part I’ve bought following the purchase the 1980 Porsche 928 donor car. There are currently many battery chemistries and construction formats available and many more introduced into the market Every month. The first questions to be answered here in this edition are what? Why? How? When? Where? And who?

What type of battery?

To save your time and not test your patience in reading a lot of technical and chemical analysis of battery technology, I’ll simply conclude that I chose 18650 li-ion, 4.7v nominal, 2000mah cylindrical structure battery cells mainly because of the benefits and convenience. The 18650 means 18mm diameter, 65mm in length. When it came to doing the required r & d for my EV conversion, I joined the Australian Electric Vehicle Association (AEVA), to learn from like-minded members, who had already been there and done that. I met an AEVA member who had already collected 4,500 used but tested 18650 li-ion, recycled from laptop battery packs. They were already packed into 27 x 144 cell, 12 x 12 square packs and had been placed in plastic frame matrix, as well as three completed wrapped battery packs as shown. As a consequence the partly selfconstructed requirement of this component purchase, the remaining packs need to be completed and additional packs constructed. The individual cells are sourced from dis-used

laptop battery packs. I need more! So all donations are greatfully received. If any readers have left-over Li ion battery packs from their laptop then I would be happy to receive them at club meetings or email me at the address at the bottom.

The picture below details the individual 18650 li-ion, the first stage of pack construction in the frame, and the completed pack ready for installation into the Porsche 928 chassis. The capacity of a single or joined battery pack is measured in mah or ah, where 1ah is the ability to provide 1 amp for 1 hour. These cells with greater than 2,000 mah x 144 cells = 288 ahs, continuous for 1 hour in theory. Most 18650 cells can deliver 10’s of amps for very short period, howEVer, this is dependent on very good cooling and battery management. Maybe it was my good luck, but the AEVA member decided to purchase a Tesla and no longer needed the components. I decided to buy what he had as they were readily available, basically constructed and was cost effective within my budget. The remaining packs need to be completed and additional packs constructed, as the next stage is probably the most important, what motor to use?

Electric motor and related motor controller?

The basic parts of an electric motor are the stator and rotor.

The outer casing contains the wiring through which the electrical current from the battery packs, via the motor controller, flows to create an electric magnetic field, which induces a force on the rotor to create rotary motion to power the vehicle’s drivetrain. The higher motor power rating/output, the more

power is required to be drawn from the battery source.

There are sEVeral different types of electric motors to consider:

• DC series motor

• Brushless DC motor

• Permanent magnet synchronous motor

• Three phase AC induction motors

• Switched reluctance motors

That of course leads to the question of what motor to choose, its size, and its power output.

Size counts in motors.

Some say the bigger the better, but it’s also how you use it. There is a directly proportional relationship between motor power, size or output and the required battery capacity input, like the horsepower output in an ice in respect to fuel supply.

While a 200kw or 400kw motor would be good to get more power and faster acceleration, one of the main purposes of this EV adventure, based on higher voltage and current requirements, demands a higher battery pack output and battery cell output or quantity. Based on the electric output of the battery pack, a higher quantity of battery cells would be required as you increase the size of the motor. This gets further complicated by not only increased total weight requirement, but there is also a proportional increase in the size of the electrical cable required to safely carry that higher current. The higher the required current, the thicker the required cable and unwanted resistance loss. The motor size will need to be matched to the type and power output of the battery cells and pack. There is also a variation of current output of the battery cells, defined by nominal current and peak current output or discharge rate. The electrical current demand by the motor will be highest at full acceleration. One of the advantages of electric motors, as explained in the previous edition, was the immediate power from the first revolution. This requires immediate peak current from the battery cells. If the cells cannot supply this immediate current, the desired power will not be provided. Having already obtained the battery cells, the motor size will need to match the current and voltage output of the cells. While the total voltage output of the battery pack can be increased by adding the packs in series, there is the resulting consequence of increased weight, as each pack weights 6.5kg. This means that 10 x 3.7v packs = 37v and 65kg, while 30 x 3.7v packs = 111v and 195kg. This then not only counters the power increase but is also a requirement to

maintain the original gross vehicle mass (gvm), to enable it to be approved by the Queensland modification engineer for registration on the road, as well as placement of the battery packs around the vehicle to maintain the original corner weight setup of the Australian certified 928s model. The choice of the 928 model with its heavier weight of the v8 engine and gearbox allows for more batteries to be added and the electric motor is much lighter per kw.

Electric motors can be added in line so 2 smaller 100kw motors can be connected in line with the single output shaft. This has the advantage of smaller, lower loss, and cheaper cabling. Two x 100kw motors, equivalent to 200kw of power output, can be provided with lower individual voltage, but current is required to be supplied to both.

There is also an EV design option utilizing separate motors for each front and rear drivetrain.

For EV conversions, there is the option of hub drive motors, where the electric motor is contained within each wheel hub. A single 50kw hub motor in each of the 4 wheels would provide the same 200kw capacity, without any common or central drivetrain loss ie no gearbox or differential.

Like most projects the more questions you ask, the more you find, and the more options you end up with. So, how many batteries will I need, what electric motor will I decide on, and what configuration will I use?

Stay tuned, same Porsche page, same Porsche magazine, coming to a postbox/ letterbox, or computer screen, near you to be continued ...

Please remember that I need your old laptop batteries.

I can be emailed :

Gavs_emails@yahoo.com.au

A Procession of Porsche

928 Torque Tube Coupling Bolt

This article is a timely reminder of an expensive issue that is preventable if regularly maintained on the 928. The issue at hand is the dreaded rear torque tube coupling bolt. This single bolt was never good enough for a V8, and it must be maintained because it was under engineered. Worse still, the 928 models with manual transmission have the input shaft as part of the very expensive 5th gear i.e., two gears, a matched assembly and input shaft as one unit and a hollow female splined shaft that is then cut in 3 places, every 120 degrees.

amount of hard acceleration the car does. It is the acceleration from a standing start that is the major contributor to the stretch of this single bolt. The 1978-1983, 928 three-speed automatic transmission, has a much stronger and better set up much like the Porsche 944 series manual transmission version. The three-speed automatic has a solid input shaft with male splines, which are align very closely to the solid male splined shaft of the torque tube quill shaft. Over the top of both shafts, slides a totally separate female splined

The engineering design is quite spectacular, but if it is not kept to maximum tightness, the expensive gearbox input shaft loves to break into bits. As it is in the throes of destroying itself, it is also destroying and wearing away the male splines on the rear of the torque tube quill shaft. The single clamping bolt just stretches, and by doing so it cannot hold everything together tight enough, resulting in a tangled mess. It has to be maintained and checked at least every 20,000 kms or even more depending on the

clamping sleeve with two bolts. As both shafts are solid and the sleeve has two bolts, it gives little or no problems at all, and even makes removing the automatic transmission much easier. Simply put, it is just a fantastic design. However, the 1984-1995, 928S four-speed

automatic transmission is a different proposition. I have no idea what Porsche was thinking when they thought it would be a good idea to use a similar set up to the 928 manual transmission, rather than the strong rear torque tube coupling design of the three-speed 928 automatic and 944. As the hollow and weakened transmission input shaft is part of the torque converter flex plate or rear flex plate, bolt stretch will result in damage or destruction of the male splines on the rear of the torque tube quill shaft. For some years now, you can no longer buy a new input shaft from Porsche for a 1984, 1985 or 1986 928S with automatic transmission and like the manual transmission, it has a single bolt. Whilst the single bolt is being maintained, the front (engine end) flex plate position is reset via the rear coupling. The rear coupling always ends up with less tightness compared to the front coupling, which almost never stretches as much as the rear coupling bolt.

For quite a few decades, we check all 928 torque tube coupling bolts and replace them at regular intervals. Never use Loctite on the bolt threads, because they do not undo, just stretch giving you a false torque reading when you re-check the tightness later. That is to say, the threads will be locked, but the bolt will be stretched.

Important Note 1:

Regarding the 928S 1984 and 1985, the 928 S3 and S4, and GTS, all with 4-speed automatic, they all have the single bolt torque tube rear coupling. The ever increasing torque and HP of the engines, combined with the ever increasing weight of the 928 models, the rear coupling index bolt stretches over time, hence reducing the clamping force. This in turn allows movement between the male

reset, we have noticed that if the rear of the torque tube coupling is kept tight, this prevents deflection of the flex plate over many years into the future, but it is dependent on regular maintenance.

Important Note 3:

If there is deflection of the flex plate, it is important to measure the crankshaft’s axial play (forward and back movement) of the thrust bearing with a dial gauge. There are two different specifications for this measurement; one for the earlier 4.5L and 4.7L engines, and one for the 5.0L engine, post 1986.

A point to note is that the 944/951 models are similar to the three-speed 928 automatic set up i.e., two solid male splined shafts that come together with a female splined slide over sleeve/coupling with 2 bolts.

The

input shaft. The cuts in this hardened thin-walled hollow shaft are to force the 3 slices of metal to bend very slightly to grip the male tube shaft when the single bolt is tightened. This is not a long-term engineering solution and is a much weaker compared to the 928 three-speed automatic design where the input shaft is a conventional solid shaft with an external female sliding sleeve with 2 of these same bolts. This solid shaft design is very strong and gives no issues at all. The same can be said for the 944 series with the sliding sleeve with 2 bolts, and the 968 torque tube for the manual transmission model.

To recap:

• How many new input shafts/rear flex plate assemblies have we purchased from Porsche for the 928S automatic transmission, 1984-86 and 1987-95?

A lot over the last 20+ years along with destroyed torque tube shafts. This is replicated all around the world. The last time we checked a year or so ago, Porsche could not supply the 1984-1986 automatic transmission input shaft/rear flex plate assembly.

• How many input shafts (5th gear assembly) have we purchased from Porsche for the 928 manual transmission, all versions 1978-1995?

splines of the torque tube shaft and the female splines of the (cut in three places) hollow input shaft, which just exasperates the issue and in this state, when one accelerates from a standing start, the torque tube shaft will twist slightly, as it is designed to, and in this moment of twist the shaft shortens, which is taken up by the front flex plate.

It is very important to check the deflection of the front flex plate. If the plate is deflected in, the entire shaft has migrated forward. If the issue was the front flex plate coupling, then the shaft would simply move forward inside the flex plate coupling leaving the flex plate with no deflection. That never happens because the shaft migration always comes from the rear and resetting the shaft position within the torque tube is quite easy to do if you know what you are doing.

Important Note 2: With the flex plate

ultimate arrangement from Porsche was the 968 and the 944 series 3 from 1992 to 1995. These cars had a 6-speed manual transmission with a similar two male shafts coming together, but this time with a special female slide over sleeve/coupling with 4 bolts. This is what the next generation of 928 would have utilised if Porsche had not run into serious financial difficulties in 1995.

In summary, the main issue is the weakened hollow, cut in three places

A lot over the last 26+ years along with destroyed torque tube shafts. Porsche have run out of stock of these expensive manual transmission input shafts for a few different year models (G28 versions). They do not fail if regularly checked for tightness, however, this is only applicable from new, as opposed to those that were not checked at all for years on end and then finally were checked. Better late than never.

• How many 944, 944S, 944S2, 951, 968 manual transmissions or automatic transmissions, solid input shafts have we purchased from Porsche due to the shaft having broken for any reason? None.

• How many 928, 928S (1978-1983) three-speed automatic solid input shafts have we purchased from Porsche or elsewhere due to a shaft breakage?

None.

All very simple physics.

Buchanan Automotive NSW (working on Porsche cars from 1976 onwards)

Graphics help from Mike Miller

Male splined end of Tq shaft clamps in here

Bruce Buchanan

Last Club Night of 2022

Looking back, it has been a year of variety with all the different locations, both north and south, at which to hold our meetings. As this was our final club night for 2022, the turnout of members was exceptional, with close on 70 in attendance. It certainly stretched the supply of pizzas and drinks on offer.

Our host for the evening, David Stiling and his team, from Styling Automotive provided an exhibition of a variety of cars in various stages of the restoration process, including Porsches and Lamborghinis. David provided commentary on the history of each car and the work that is planned to be undertaken or is currently underway. It allowed the members to understand what is possible and the degree to which you can go to rejuvenate a tired car.

From experience with my car, the most distressing part of the process is the straightening of the body, if that needs to be done. The groaning of the metal as it is tugged and pull back into alignment, reminds you of the Spanish Inquisition and the rake. Not as dramatic, but the thought lingers.

David also discussed his plans for converting a classic 911 to an electric vehicle. The body shell is currently being prepared in readiness for the EV conversion, which is expected to be in the first half of 2023. The Club would like to thank David and his team for a thoroughly enjoyable evening. We will likely have a Cars and Coffee morning at Styling in 2023 and check on the progress of the EV.

John Datson

Styling Automotive

Club President, John Datson’s car is a work in progress.

CHALLENGE BATHURST Supersprint v Regularity

At the ripe old age of 74, I wondered if I still had what it takes to challenge “The Mountain” one more time.

Our first experience was in 2004 when I came down in my intrepid 1995 BMW M3 R to Drive Bathurst having just successfully completed Targa for the third time. However, my passion for motor racing was beginning to take its toll on my body! Both of my shoulder joints were ‘shot’, as was my left knee – all of which needed to be replaced surgically. I chose the alternative route of popping pain killers every six hours initially (under my

Doc’s instruction), but that wasn’t the answer.

So, in 2022 I bit the bullet and had surgery to replace my knee and then have both of my shoulders done - a big year, especially in the middle of a COVID pandemic - add to that overdue cataract surgery, all the while wondering if it was worth all the pain.

In the meantime, we had retired my 2005 Turbo S and purchased a gleaming Sapphire Blue 991.2 GT3, a rare manualanother reason to have the ops. The turbo S was a great car to tackle The Mountain but the GT3 was several kilos lighter and

more fit-for-purpose.

We had campaigned Challenge Bathurst, competing in the Regularity several times but it had its drawbacks…

1. The Regularity was becoming very popular and attracted many drivers, (some inexperienced) and…

2. I was getting quicker and nudging the 2.36m lap limit which meant being black flagged and kicked out if I exceeded it more than once.

3. In the Regularity, the rules are to drive the car consistently, doing the same nominated times all weekend and not go any faster than you are comfortable

continued next page

with. Points being awarded for how close or how far competitors are from their nominated time, placing an emphasis on consistency and driving within their own and their vehicle’s limit.

In the Supersprint the rules are a little different i.e.to go as fast as possible without falling off the track or going under the cut-off time of 2m25s. Those like me, in the middle of this time bracket, had a great time improving our lines, sorting our gear selection, changes and brake points.

My decision to enter the Supersprints was sound, as I could run confidently without the risk of breaking out or running into lots of traffic. A pleasant inclusion in the Supersprint event was the provision of concrete lockable pit bays adjacent to pit lane. Not the wet weather prone, plastic tents stuck at the back of the pits. Fortunately, the weather was perfect as you can see from the blue skies in the photos. Because of the lower number of competitors in the sprint, check-in and registration was a breeze, but also thanks to David and Michele Kidd’s well organised crew. In all, it was very similar to the Regularity with similar cars, although more ‘race’ cars perhaps!

Some Challenge Bathurst enthusiasts even opted to compete in both events back-to-back!

Although I have been around this magnificent track on many occasions,

that feeling of full acceleration going up mountain straight (hearing it pop the limiter (9,000RPM) as you ‘get light’ over the rise, the climb through the cutting, over the grate, tiptoeing across the mountain, reaching Skyline (no time to check out the view), dropping into The Dipper, snaking through the S’s to Forrest's Elbow and finally attacking Conrod is both breath taking and heart stopping.

Even after 100s of laps, pulling 6th gear as you approach the mound midway down that long straight is a buzz like no other (did somebody say 280 KPH - who’s game to look down?)! Then to settle the car, move left into the patch and sweep through the corner to the chase is

‘sphincter puckering’! It is then that you give thanks for those wonderful Porsche stoppers as the front spoiler almost kisses the tarmac before you accelerate again past Ridges under the bridge to Murrays, where you hope the brakes have enough left, before they cool and recover up pit straight to do it over again. This is a great event, and my thanks go to Greg Evans and James O’Brian for conceiving and continuing it and to all the officials and fellow drivers who make it happen – see you next year!

And to my surgeons for the new limbs and eyes which worked perfectly!

THANK YOU

Bob Hamilton

Shannons PCQ Sprint Championship. Round 1

Shannons PCQ Sprint Championship.

We have learnt not to trust February, as in the past, we have been greeted at our first event of the year with rain and often, a lot of it. But Saturday 18 February 2023, there was not a cloud in the sky. I am not claiming it to be a perfect day, the 31 degree temperature put paid to that; but a pretty good day nonetheless.

For a couple of years now, the opening round has been at Lakeside and we have kept are the trend going. PCQ took two run groups in the Lakeside Open Sprints and we fully subscribed the entries to that event. As well as all the usual suspects like Treffene, Black, Taber & Co., we took 5 entries from new and relatively new members such as Michael Nicolas, Dermot O'Dwyer, Bernard Tuenissen, Bryan Mowry and Philip Larsson. From all reports, all our new participants had a wonderful day and we are sure they will be back.

Returning, after an absence, was Blaise Paris in his 964 RSR (Rep) He proved that his absence was not a problem and he recorded the fastest time of day at

57.1306 seconds. Second fastest was Stan Adler with 58.2174 seconds and third fastest Michael Treffene with a 58.6470 seconds.

Club Champion Bill Black, debuted his new car, his Porsche 917-10 (Rep) with a 1972 Can-Am Series L&M Penske livery. The car is has been five year in the build and our opening round was the obvious choice for its maiden round. Fair to say Bill was happy with the car but by his own admission, very different from his trusted 911. I am sure that with some development, this car will find itself at the pointy end of open class.

PCQ relationship with Shannons Insurance has strengthened and we have added new recognition of our naming rights partner by now including two stickers on each competitors car. Kevin Vedalago Motorsport Director

2023 SHANNONS PCQ SPRINT CHAMPIONSHIP

Note all results are Provisional until MCRF have been received and approved

was

time on this wonderfully iconic track. Like a dream come true with my fellow PCQ club members, my friends and family from PCNSW.

I found the track easier than I thought, and much less daunting than on TV. Then I suppose I was also much slower than many of the cars on TV.

I felt confident with myself and the car almost from the first lap. So good to feel confident, and fortunate to have this amazing opportunity.

Very quickly the reality of having 54 cars on track at the same time was beginning to work against the racing instinct of wanting to go a little faster..... it was becoming frustrating. Trying to overtake cars, being overtaken, all in the same lap. This became the tune of the weekend. Mostly getting 2.41 to 2.45's all weekend. I knew my ability and car deserved something in the 2.30 to 2.35's. Last session of the weekend comes up faster than my laps and we are hanging in out there, a few less cars but still too many. I never gave up hope for that one clean lap and as before, just managing overtakes as courteously as possible for the first 3 laps. Lap 4 - rain. Oh my god! We spoke about this in the pits and mostly everyone agreed how allergic we are to water on this track. I see everyone pulling into the pits but all I can think about is going home without a decent lap. I had now lowered my expectations to anything under 2.40.

I remember thinking in lap 4, really? Am I going home this way. I can't!

So I stayed out hoping the rain would stop. By the end of lap 4 the rain was gone. Lap 5 I slowly cruised around checking the wet patches and figured it was hot enough prior that the water mostly evaporated

instantly. Nevertheless I checked. But where was everybody? I was completely on my own. Was I even meant to be out here? No signs otherwise from the Marshalls. Lap 6, last lap of the session. So I decided to push a little more even with a bit of caution and bam, a 2.37.2. Job done and happy to go home. Roll into the pits and everyone is already packing up and it seems I'm the only one that stayed out.

I explained my little experience to my cousins Anthony and Russ Kempnich in

the garage. They knew how good it felt and I'm sure they have felt it once before too. What a way to finish the weekend. A couple days later as my car was returned to me, I dug out the lap timers and track data to play a bit of it to my daughters. Of course I went straight to that lap 6 and hit play. A few things I had not noticed. Firstly the track actually had some wet spots and I certainly didn't remember that, secondly how beautiful the footage looked driving the track. But mostly, as I crossed the finish line and noticed my flashing screen displaying a 2.37, the speaker picked up me screaming '@&$? yeh babe' several times. All the way around to turn 1. My daughters enjoyed that, they got a taste of why we do this.

I know 2.37 isn't that fast but I had the mountain to myself for one clean lap, on the last day, in the last session, on the very last lap of the weekend. Priceless.

This

my first

ANTONIO PERONACE

2022 SHANNONS PCQ SPRINT CHAMPIONSHIP

2022 SHANNONS PCQ SPRINT CHAMPIONSHIP TABLE

Inter Club Challenge 2022 Championship

After winning the ICC for many years, PCQ placed second after a 7 round competition which attracted 221 drivers from 11 different car clubs. BMWCQ topped the points tally for the first time.

Club member, and leading Associate Member at this year’s Gala Awards, Ryan Black was on top of the individual driver’s championship table by a healthy margin only to be relegated to second place after having to drop points from two rounds. Ryan driving his Lotus Exige was consistently at the pointy end of the field in all the events. It was a family affair with Ryan’s father Bill finishing fourth in his old 911.

Having been a member of the Porsche Club Queensland for some years now, I have done quite a few track days in my 911 GT3. One of the biggest and most important factors for me when taking the car on the track, is driving with likeminded people who are there to have a good time, but who are also focused on safety and respect for each other’s cars. Last year I purchased a Porsche GT3 Cup Car and was looking for opportunities to take the car to the track to gain experience with quality instructors and supervision. I was recommended a Dave Russell Training Day at QR by another Porsche club member so I took the car out for the first time to the training day.

Dave Russell is a great guy, easy to relate to, and being a current Carrera Cup driver, knows everything Porsche. The entire day was fantastic and extremely well organised and run. The support was fantastic with professional drives on hand to give advice as needed. Food and drinks were provided, and you were able to go out on the track with the peace of

Life member Phil Hart drove both his Porsche GT3 and his Lotus Elise throughout the year to finish in seventh place.

It is hoped that there will be more interest in the ICC from club members in 2023. We will be encouraging our social members to take part in the Navigation Run and the Fuel Economy Drive which will be run, not surprisingly by the Tesla Owners Club.

mind that you were placed in a group of drivers who were similar in speed and performance as yourself.

The day had a track etiquette which everyone respected and followed, giving everyone an opportunity to drive to their own comfort level, whether you wanted

As usual there will be Hillclimb, Khanacross, Autocross and Motorkhana events with PCQ again hosting the Sprint Round at Morgan Park. Keep an eye on Facebook and the club website for dates and more information.

to take it slow or push the boundaries while maintaining safety for both you and your car.

Fantastic day, fantastic team. Beginner or experienced driver, I would highly recommend to anyone the Dave Russell and Drive Team track day.

David Lees

Performance Track Day

MARKETPLACE

Porsche 911 (991) Carrera S 2012

Rare opportunity exists to purchase a dedicated 911 (991) track car that I have built for sprint racing. It has the very desirable "S" 3,8L engine, PDK transmission and paddle shifters, Sports Exhaust with Cats removed (sounds awesome), Porsche Factory Sports Suspension (PASM), Project Mu brake pads, High temp brake fluid, Stunning red colour. Comes with light weight 20" alloys with semi slick tires fitted so it's ready to race in 2023.

Please note that this car is a statutory write off so it cannot be road registered. The car was repaired by a professional repair shop. This is an awesome car for sprint of other types of racing that is very quick on track......you will not be disappointed when you get behind the wheel.

Private inspections to genuine buyers who are looking for a unique Porsche 911 track car.

Price $79,900 ONO Car is located in bayside Melbourne. Call Andrew for more information 0427215190

MARKETPLACE

PORSCHE 928 AUTO

Australian delivery, metallic silver with black leather interior. Genuine collectors car, CGT free investment

Offered for sale by the original own er this immaculate vehicle was pur chased from Hamiltons of South Yarra in September 1982 and has travelled 103,000 Kms . The car is in original condition and has been maintained according to the man ufacturer’s requirements. The orig inal Drivers Manual & Maintenance Record books and all service records are available to verify maintenance historys. Although the car is not used daily (usually driven weekly for about 30 K’s) it is registered until 1st September 2022 Next service due May 2022 Price: $47,500

For additional information about this unique vehicle contact the owner David Robertson 0418 762 271

1986 Automatic. Australian delivered 5 ltr Auto

928S

Granite Red with matching leather interior. Rare opportunity to purchase an original condition Australian delivered Porsche 928 S3. This vehicle was purchased new from Scuderia Veloce Motors NSW in February 1986 and has 136,350km on the odometer. The car is in good condition for age and has been well maintained with the timing belt replaced around 10,000km ago, front seats re-upholstered in perforated leather and dashboard recovered. Please contact the owner for additional information and inspection. $39,000 ONO Peter 0406 356 936

PCQ HONOUR BOARD

LIFE MEMBERS SPORTS PERSON of the YEAR

1982 Mike Gillies

1996 Peter Harburg

1997 Peter Hayes

2004 Phil Hart

2021 Bill Black

2021 Dave Beard

2022 Ian Ryan

2022 Greg McWhinney

CLUB PERSON of the YEAR

1996-1997 Ralf Schenk

1997-1998 Joe Martens

1998-1999 D Dunn

1999-2000 H Prideaux

2000-2001 Greg McWhinney

2001-2002 Bob Hamilton

2003-2004 W Winton

2004-2005 Lee Cooper

2005-2006 Mal Dixon

2006-2007 J & F Purdey

2007-2008 Robert Gray

2008-2009 Ken Hill

2009-2010 Gail Hart

2010-2011 Chris Matters

PAST PRESIDENTS

1974-1975 Red Ramier

1975-1976 Darryl Birtles

1976-1977 Brien Showyin

1977-1979 Dr lain Corness

1979-1981 Peter Harburg

1981-1982 David Heery

1982-1983 Tom Barrett

1983-1984 David Heery

1984-1987 Peter Harburg

1987-1989 Peter Hayes

1989-1991 Barry Long

1991-1994 Phil Hart

1994-1996 Ralf Schenk

1996-2000 Gavan Starr-Thomas

2000-2005 Joe Martens

2005-2008 Lee Cooper

2008-2010 Phillip Holzberger

2010-2015 David Beard

2016-2018 Lee Cooper

2018-2019 Wagner Higgins

2019-2020 Wagner/Eckhard Schwarting

2020- 2022 Lee Cooper

2022- John Datson

2011-2012 Sheldon Arkinstall

2012-2013 Antony van der Drift

2013-2014 Donna Beard

2014-2015 Eric Van Dyk

2015-2016 Ian Ryan

2016-2017 Allan Carseldine

2017-2018 Jason Johns

2019-2020 John Datson

2020-2021 Kevin Vedelago

2021-2022 Justin Clarke

2022-2023 Rob Beaumont

1986 Peter Harburg

1987 Peter Hayes

1988 Peter Hayes

1989 Phil Hart

1990 Phil & Gail Hart (joint)

1991 Phil Hart

1992 Phil Hart

1993 Phil Hart

1994 Steven Tory

1995 Gavan Starr-Thomas

1996 Gavan Starr-Thomas

1997 Kerry Hayes

1998 Brett Wentworth

1999 Vic Vakranoff

2000 Vic Vakranoff

2001 Brett Wentworth

2002 Vic Vakranoff

2003 Bill Black

2004 Brett Wentworth

2005 Mike Veverka

2006 Terry Knight

2007 Greg Turnham

2008 Greg Turnham

2009 Craig Woodman

2010 Phillip Brook

2011 Antony Van der Drift

2012 Bill Black

2013 Bill Black

2014 Eric van Dyke

2015 Antony van derDrift

2016 Eckhard Schwarting

2017 Eckhard Schwarting

2018 Eckhard Schwarting

2019 Eckhard Schwarting

2020 Eckhard Schwarting

2021 Brad Gall

2022 Bill Black