Open-top one-off: why there has only been one Cayenne convertible

Function Model – or PFM for short. The designers had the roof removed, but dispensed with the bodystiffening measures necessary for a convertible. Incapable of providing a safe and stable drive, the vehicle is transported to its destination when required. Test drives were never planned, as the convertible PFM was only built to assess four criteria.

Is the seating comfortable throughout the vehicle when the roof tapers in a more coupé-like way towards the rear and when the windscreen and A-pillars are shortened?

How practical is the Cayenne as a two-door model with doors which are 20 cm longer?

Is it possible to accommodate an elegant, high- quality soft top that can also be folded quickly? And how should the rear end be designed?

Convertible mechanism as on the current 911 Targa

Had the car reached production, a single rear design would of course have been settled on in the end, and the technical issues would undoubtedly have been

A now-familiar soft-top mechanism was envisaged: the luggage compartment lid of the Cayenne-PFM was attached at the front and rear, allowing it to be opened in both directions. The roof would travel over the fixed roll-over bar and be ‘swallowed’ in the rear by the luggage compartment lid, which opened in the opposite direction, folding in a z-pattern. It has worked in a very similar way to this on the Porsche 911 Targa since the 991- generation model. The mechanism never got past the computer simulation stage for the Cayenne convertible, however, and was never fully constructed. Today, the fabric top is stowed in the luggage compartment of the museum piece and must be fitted manually if required.

While the coupé idea of 2002 was later taken up again and implemented in 2019 in a successful production model, Porsche did not pursue the convertible idea further.

There was still disagreement on the final issue in 2002, and two different rear sections were designed for the Package Function Model.

The left-hand tail light was set low on the rear of the car, while the right-hand one was noticeably higher. Convertible top mechanism as on the current 911 Targa.

Forecasts regarding profitability were not particularly promising and doubts remained as to whether the car would look as appealing as a Porsche should. “An SUV as a convertible is a challenge both aesthetically and formally,” says Michael Mauer, who was not yet in office in 2002, looking at the concept today. “An SUV always has a large and heavy body. You combine this with a small top half and then cut off the roof – you get very strange shapes emerging from that.”

Give them a kick again, and we were eventually ready to feed the starving mob. My wife thought it was amazing seeing Jack Kieseker on the tools. It’s not something he does very often, and his eggs were pretty well left untouched.

New Life Member Dave Beard arrive in style behind the wheel of a very purple GT3 RS. A very striking car as you can see by the photos. Dave spent some precious time finding the right parking spot so we could all admire it.

He tells us that he always wanted personalised plates with “___ RS” on them and then he had to buy t he car for them. If you talk to him, it was a purchased that just seemed to have all the stars aligned. Even Donna.

The social side of our Club is back in the swing of things now and I encourage you all to join in one of the many that Rob has planned for the year ahead. And he is planning to cater for people north, south, and west of Brisbane as well.

Club members were guests of Porsche Centre Gold Coast where as usual hot pizza and cold drinks were available courtesy of our loyal and hard working club member Ian Ryan. With our newly elected President, John Datson holidaying in South Australia, VP Steve Cooper chaired the evening. Committee members delivered their reports and we welcomed back Peter Stapley to the position of Magazine Editor taking on the task of resurrecting our Club Magazine.

Our guest speaker, Ian Lees, is a man who has led an amazing and interesting life, in what many would call the golden era of motorsport as part of Sir Jack Brabham’s rise to World F1 Champion. Ian, a motor mechanic recalled his early years of racing Billy Carts and home built specials and when he left his native Australia to become part of the Brabham racing team in England.

It all started with a Billy Cart

Ian brought along a catalogue of photos covering his time with drivers such as Sir Jack, Denny Hulme and Jochen Rindt as well as working with the legendary designer and fabricator Ron Tauranac and Phil Irving the brains behind the mighty Repco V8 engine.

We were entertained by Ian’s stories of the European F1 rounds, Indianapolis and The Tasman Series back here in Australia. There were many photos of the iconic Brabham open wheelers including the achingly beautiful and famous Repco Brabham BT 19 as well as a car built by Ian from a damaged chassis and cobbled together with left over bits scrounged from the Brabham workshop. Ian also spent time with Allan Moffat and was instrumental in sorting out the handling on the Mustang. He also spent some time behind the wheel, campaigning a Ford Capri, Holden Gemini, LJ XU1 Torana and a Brabham BT23.

An interesting, informative and entertaining night well attended by our members and our thanks to Ian Lees and Porsche Centre Gold Coast.

Its 471 kW (640 PS, Cayenne Turbo GT. With even sportier lines and available exclusively as a fourseater Coupé, the Cayenne Turbo GT comes with all available chassis systems fitted as standard and performance tyres developed specially for this model. The powertrain and chassis also have a unique setup specifically tuned for the Cayenne Turbo GT. The result is a harmonious overall concept with superb racetrack capability. This has been proven by Porsche test driver Lars Kern, who lapped the 20.832 km Nürburgring Nordschleife with the Cayenne Turbo GT in a time of 7:38.9 minutes, setting a new official SUV record.

Compared to the Cayenne Turbo Coupé, the Turbo GT rides up to 17 millimetres lower. Based on this, both the passive chassis components and active control systems have been re-engineered and optimised for handling and performance. They also feature specific calibration to guarantee perfect interaction between them. As an example, the rigidity of the three-chamber air suspension has been increased by up to 15 per cent, and the damper characteristics of the Porsche Active Suspension Management (PASM) as well as the application of the Power Steering Plus and rear-axle steering have also been adapted. The Porsche Dynamic Chassis Control (PDCC) active roll stabilisation system now operates with performanceoriented control software. The result is even better roll stability and roadholding, as well as more precise turn-in behaviour at higher been increased by 0.45 degrees to give the new 22inch Pirelli P Zero Corsa performance tyres, specially developed for the Turbo GT, a larger contact patch. Braking duties are performed by the standard-fit Porsche Ceramic Composite Brake (PCCB) system. Quicker-shifting Tiptronic S and titanium sports exhaust system

The Cayenne Turbo GT’s biturbo engine is currently Porsche’s most powerful eight-cylinder unit. The most extensive upgrades were carried out in the areas of the crankshaft drive, turbocharger, direct fuel injection, induction system and intercooler. The V8 of the Turbo GT differs from that of the Turbo Coupé in fundamental elements such as its crankshaft, connecting rods, pistons, timing chain drive and torsional vibration dampers. Given the increase in power to 471 kW (640 PS, Cayenne Turbo Coupé: Fuel consumption* combined (WLTP) 14.1 – 13.5 l/100 km, CO emissions* combined (WLTP) 319 – 307 g/km, Fuel consumption* combined (NEDC) 11.6 l/100 km, CO emissions* combined (NEDC) 264 g/km), these components have been designed for higher peak loads and improved driving dynamics. The faster-shifting eight-speed Tiptronic S and the Porsche Traction Management (PTM) system have also been modified. There is also additional water cooling for the transfer case. The standard sports exhaust system, with its central tailpipes, is unique to the Cayenne Turbo GT. From the middle of the vehicle, the exhaust system, including the rear silencer, is made from lightweight and particularly heat- resistant titanium. An additional weight saving is achieved through the omission of the centre silencer.

Sporty equipment: lots of carbon on the exterior, lots of Alcantara in the interior

Optionally available with paintwork in the new Arctic Grey colour, the Cayenne Turbo GT underlines its exceptional athleticism through the outstanding features of its progressive design. These include a GT- specific front apron with striking spoiler lip and enlarged side cooling air intakes, which create a unique front view. A contoured carbon roof and black wheel arch extensions, together with 22-inch headrests. As is expected on Porsche’s sports cars, the multifunction sports steering wheel features a yellow 12 o’clock marking. Depending on the specified trim, select accent strips are finished in matt Black. With the Turbo GT, the next-generation Porsche Communication Management (PCM) system is launched onto the market with improved performance, a new user interface and new operating logic in the Cayenne. As before, PCM 6.0 is fully compatible with Apple CarPlay but now also allows for in- depth integration of Apple Music and Apple Podcasts. In addition, the infotainment system now also includes Android Auto, which means that all popular smartphones can now be integrated. from Nardone Automotive

Thierry Nardone has surrounded himself with a series of partners of the highest level, true professional masters in the fields of design, interior cladding, engineering, engine development and something unique and extraordinary together.

The same companies that designed and built the Amos Futurista Automobiles. Studio Borromeode Silva in Milan and Podium Advanced Technologies in Pont St. Martin (AO).

Nardone Automotive is a French company based in Aix-En-Provence that operates in the non- conservative restoration sector: the restomod of the Porsche 928 is its first product. The founder, Thierry Nardone, 39, is a great car enthusiast and has always cultivated a deep passion for the so- called “transaxle” Porsche, which he is serenely obsessed with. Today, Nardone Automotive offers a series of changes to the Porsche 928 to transform it into a special and tailor-made GT.

The bodywork, with muscular fenders, is made almost entirely of composite materials, the front and rear lights have been specifically designed and built, the new, forged 18-inch wheels equipped with Michelin Pilot Sport 5 tires are a modern interpretation of the old ‘manhole’ 16” wheel.

The interior has been completely revised and welcomes Foglizzo leather and Alcantara while the infotainment now incorporates the Porsche Classic Management system (PCCM) combined with a luxury Hi-Fi system and Apple CarPlay.

From a technical point of view, the 928 from Nardone Automotive relies on the classic eight- cylinder V-aspirated engine targeted to output 400bhp. Managed by a modern engine control unit and coupled to the original 5-speed manual gearbox, now modified to a 6-speed manual with a limited-slip differential. Finally, the chassis setup utilises redesigned front and rear axle and spindle, active controlled electronic suspension, increased brakes and adaptive electric power steering.

After Milan Design Week, Nardone Automotive’s 928 will once again be in the spotlight at one of the most anticipated automotive events of the year, the Goodwood Festival of Speed, from 23 to 26 June, in England. The first deliveries of the 928 by Nardone Automotive are expected in 2024.