38 August 2011 - Yellowstone Region

Transcription

PORSCHE CLUB OF AMERICA - YELLOWSTONE REGION
© 2009 Porsche Cars North America, Inc. Porsche recommends seat belt usage and observance of all traffic laws at all times. OAC, see dealer for details.
Even with all its aerodynamic engineering,
it can’t help but stick out.
Sure, it has an extremely low drag coefficient of 0.29 enhanced by a lightweight design of
aluminum cast alloys, magnesium, plastics and super high-strength sheet steel. And you’d think
its top speed of 180 mph would furthermore make it difficult to spot. But not so. In the best way
possible, the Porsche 911 is unmistakably noticeable.
Get your own slice of blatantly obvious beauty
now at Ken Garff Porsche.
866-633-5962
196 E. University Parkway
Orem, UT 84058
kengarffporsche.com
Showroom
hours M-S
9:00AM – 8:00PM
Old Faithful Porsche
Old Faithful Porsche is the official newsletter of the Porsche Club of America - Yellowstone Region.
Club Directory
2010 Executive Board
President & Editor
Ken Koop
(307) 733-8806
[email protected]
Vice President &
Event Coordinator
Scot Anderson
(307) 734-6006
[email protected]
Director
Stan Siegel
(307) 733-0447
[email protected]
Treasurer
Robin Koop
(307) 733-8806
Director
Mike Faems
(307) 690-2761
[email protected]
Director
Charles Brown
(307) 203-2756
[email protected]
Director and
Membership Chair
Nancy Clancy
(307) 733-6983
[email protected]
Director
Eric Weber
(307) 690-0128
[email protected]
Webmeister
Ked Nilson
[email protected]
The views or comments expressed in the Old Faithful Porsche
newsletter are not necessarily those of the Porsche Club of America or
the Yellowstone Region. Old Faithful Porsche is published expressly
for the information and entertainment of the Porsche Club of America Yellowstone Region, its members and supporters. Old Faithful Porsche
assumes no responsibility for any submissions. All submissions
become property of Old Faithful Porsche unless other arrangements
are made with the editor and president. Reprints from this Newsletter
are not permitted without prior permission from the Editor.
Send editorial submissions to: Ken Koop
phone: (307) 733-8806
e-mail: [email protected]
Visit the Yellowstone Region web site at: http://yel.pca.org/
Newsletter Contents
President’s Message ....................................................
Ken’s Corner .................................................................
Farson Wyoming Tour ................................................
Porsche Progressive Dinner & Social .......................
Rennsport Reunion IV ................................................
Porsche Returns to Le Mans ......................................
Richard Attwood Quote .............................................
Slow In, Fast Out .........................................................
Porsche 993 GT2 ..........................................................
Porsche to Build Headquarters in Atlanta ..............
The Basic Car Wash ....................................................
Porsche 911 GT3 RS 4.0 ..............................................
Top Gear Challenge & Road Rally ...........................
Super Size Me .............................................................
Porsche Motorsports ..................................................
Meet the Members ......................................................
Confessions of a Cayman Convert ...........................
Why Men Buy Porsches .............................................
Famous Porsche Posters ............................................
Pat Siegel Graduation ................................................
Yellowstone Region’s Rendezvous Dinner .............
New Members .............................................................
Calendar of Events .....................................................
Porsche Wins at the Ring ...........................................
Advertising Policy
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Classified ads are free for PCA members, but are subject to
available space in the newsletter. Business ad rates are specified
below and are annual full color rates.
Send your ad text and jpg poto (if available) to:
Ken Koop ([email protected])
Back Cover ...................................$640
Inside Back Cover ....................... $570
Inside Front Cover ......................$620
Staples Center Page .................... $620
Full Page .......................................$540
Half Page ......................................$350
Quarter Page ................................$210
Business Card .............................. $150
President’s Message
Greetings!
The summer is starting off with some fun filled
club events. Our Rendezvous Dinner at Teton
Pines was just the beginning. We had over fifty
members, a large number of beautiful Porsches
in the parking lot, great weather and even better
company. Thank you all for participating during
your busy summer.
Unfortunately, Robin and I were unable to attend
the Top Gear Challenge & Road Rally. This is
one of the only events we have missed over
the past seven years. But from the pictures and
article written by our VP & Activities Director,
Scot, it looks like it was a lot of fun. We wish we
could have participated. As always, Scot put in
a tremendous amount of time and planning to
make the day enjoyable. I hope everyone had a
fun filled afternoon.
We still have two events remaining for this
summer’s driving season. The Progressive Dinner
& Social on August 6 (where we will be visiting
three of our members homes for culinary delights),
along with a Day Tour to Farson on August 27 are
both guaranteed to be remarkable. Please contact
Scot at (307) 734-6006, as soon as possible, to let
him know if you will be attending. There will be
considerable planning & coordination required
for the food at the Progressive Dinner so your
speedy response is greatly appreciated. August
afternoons in Jackson should be perfect for both
of these activities.
Your Porsche Specialist
from complete customization to tune-ups
Motor SportS
Race Preparation
Enclosed Transportation
Pick-up & Delivery Services Available
307.690.4918
[email protected]
Specializing in Early & Late Model 911’s,
Boxster, Cayenne & Cayman
Hidden Dog Fence Systems
Auf Wiedersehen
Ken’s
Corner
2010
Porsche’s Year
in Review
By: Ken Koop
Happily for us, there is no chance what-so-ever in
overstating the importance of what 2010 meant to
Porsche. With the company launching both the fastest
and greenest cars in its existence, this alone would
justify its place in Porsche’s history books. However,
2010 was so much more than that. It has been a year
of success for its road cars, triumph on the track and
turmoil in the boardroom.
When the definitive history of this marque is finally
written, 2010 will rank only behind its birth in 1948
and the unveiling of the iconic 911 in 1963, as being one
of the most significant years in its existence. Porsche
has never been more innovative, their product line
has never looked stronger and the vehicles have never
appeared more attractive than they were in 2010. More
than any other auto manufacturer, Porsche has shown
that the need to be green and the desire to have fun
behind the wheel are not mutually exclusive pursuits.
News coming out of Stuttgart today is upbeat and
its future is bright with sales on the rise, profitability
increasing, employment levels growing and Research
& Development budgets expanding.
Matthias Müller, Porsche’s new CEO, is committed to keeping
Porsche a separate entity from Volkswagen. For over 30
years, Mr. Müller has worked inside Audi and Volkswagen.
He was recently asked if Porsche could lose its identity by
producing so many different models; his response was very
direct; “Customers should not worry as long as I am the
CEO of Porsche, every Porsche will still be a Porsche and
each model will remain the sportiest vehicle in its class”.
The Supervisory Board of the Volkswagen Group recently
surprised everyone by announcing; “Porsche will be
responsible for the development of all sports and racing cars
across the ten VW brands”. With the controlling Board placing
100% of its confidence in Porsche’s abilities, this had to be good
news for the R&D and Motorsports Department at Porsche.
In the future, there will surely be platform sharing amongst
the Volkswagen Group vehicles. However, innovations
from Porsche’s Research, Engineering and Motorsport
Departments will help contribute to VW’s success. On
the other hand, Volkswagen will bring its tremendous
purchasing power to Porsche. Both companies will clearly
benefit from synergies existing between them. Within the
next few years, the Volkswagen Group is poised to become
the largest producer of automobiles in the world. As the
most lucrative subsidiary under VW’s corporate umbrella,
Porsche should be left to operate autonomously. Ironically,
Porsche has just taken back the position as the most profitable
auto company in the world (a rank it has held for 11 out of
the past 13 years).
Let’s take a look back at this historic year and you can
decide which side of the fence you sit. Early in 2010, Porsche
surprised everyone by releasing the gorgeous “911 Sport
Classic”. The “Exclusive” Department was responsible for
bringing back the exquisite look of the Duck Tailed legend. It
was outrageously expensive, had an increase in horsepower,
improved handling over the “S” model, featured classic
Fuchs-style wheels and distinguished itself with a unique
double bubble roof. The entire production run was sold out
in less than two months.
For others, however, 2010 will only be remembered as
the year when Porsche finally lost its independence; a
process that started in 2009. For a company that has been
so proud to go it alone for such a long period of time,
being absorbed into an organization with ten brands (Seat,
Skoda, MAN, Scania, VW, Audi, Bugatti, Lamborghini
and Bentley) was an understandable disappointment for
some people. The final integration with Volkswagen will
most likely take place sometime in 2012.
An early surprise for the racing season came with the
announcement of the GT3 R Hybrid. After a rapid
development program, the car almost went on to win
the 24 Hours of the Nürburgring on its first outing.
This vehicle is taking sports car racing in a totally new
direction and represents the future of the sport. With
energy that is recovered and stored under braking; it
permits an 8 second burst of 150 additional horsepower
driven through electric motors. This can be used for
passing and also increases the distance between pit
stops by an average of two laps for each fuel stop.
The GT3 R Hybrid won Power Train Innovation of the
year, Vehicle Development of the Year and Engineering
Design of the Year at the Professional Motorsport World
Expo. Judges said, “Porsche changed public perceptions
about Hybrids by introducing innovative technology
in a new era of motorsports. Rather than living with
compromises of a standard Hybrid system, Porsche
has shown how to transfer race breed technology and
incorporate it into road cars”.
The Speedster was created to celebrate the 25th anniversary
of the “Exclusive” Department. At $204,000, it appealed to
the true Porsche enthusiast. With a chopped windshield,
wide body platform, 408HP engine and a color to die for
(Pure Blue), it is the first speedster produced since the air
cooled 993. This is a beautiful contemporary interpretation
of the old Speedster that has been created for the 21st
century. Only 356 individually numbered examples of
this street-of-dreams were built. All sold out in a matter of
days with America receiving 100 units.
The new “King of the Carreras” aim was to fill a
niche between the Carrera S and the more extreme
GT3 (which is one step too far to be used as a daily
driver for many owners). Filling its slot perfectly, the
GTS will be the last of the mainstream 997 production
models before being replaced by the new 991 in late
2011. The car has become so popular, it may continue
as a stand-alone model for the 991 line-up. Having an
increase in HP and improved driving dynamics over
the “S”, it’s a good bang-for-the-buck.
The original question was this: How could Porsche
possibly improve on the GT3 RS? On the track,
this car was second to none. It hit so many sweet
spots by delivering high-octane, adrenalin-fuelled
performance. By any yardstick, the old GT3 RS was one
of the greatest driving cars of all time. There was a real
feeling that Porsche would have no need to develop,
test and build a 2nd generation. Thankfully they did!
The new car raised the bar by increasing its power to
weight ratio, enhanced its maneuverability from finetuning the suspension and added dynamic engine
mounts. Just when you thought the Weissach Missile
couldn’t possibly be made to perform any better, the
Motorsports Department worked their magic. Again!
When the 918 Spyder rolled out, it caught everyone
by surprise. This car was kept so secret, not even the
automotive press had an inkling it was on the drawing
board. The 918’s carbon fiber chassis and 500HP race
derived V8 engine was borrowed directly from the
LeMans winning RS Spyder race car. Power is boosted
by twin 218HP electric motors giving the car more
than 718HP. This car is a landmark not just for Porsche,
but also for an industry looking to combine a green
future with vehicles that are still engaging to drive. A
removable roof similar to that of the Carrera GT will
be incorporated into the production model and will be
brought to market in 2013 with a price tag of $845,000.
Then, along came a Spyder! Weighing 150 pounds less
than the Boxster S and having an extra 10HP; how
could the Boxster Spyder not be an instant success? The
chassis is tauter, it has a mechanical locking differential
and sits almost an inch lower than the “S”. This is
the closest thing you can get to a Renn Sport Porsche
without actually calling it a “RS”. The Spyder takes the
core attributes of the Boxster and encompasses them
into a highly-refined machine. It further brightens the
sparkle of the roadster’s exceptional charm. Even after
stepping out of a GT3 or Turbo, the Spyder doesn’t leave
you short changed. It is quick, engaging, light-weight,
has a stunning side profile and is great fun to drive.
The new Turbo S is really a jack of all trades and a master
of most of them. Numerous magazine tests managed to
repeat 0-60 MPH runs in less than three seconds with
100 appearing in less than four. Those are McLaren F1
performance figures. With McLaren F1’s selling for well
over one million dollars, it makes the “S” seem like the
deal of the century at $160,000. Developing 523HP from
Porsche’s tried and true flat-six engine, it accelerates
like you’re sitting on the tip of a bullet being shot out
of a gun. Since 80% of all Turbos are now ordered with
PDK transmissions, it comes standard on the “S”. The
Turbo S has rewritten the rule book for delivering
phenomenal performance, yet remains a sports car
that can be driven on a daily basis. Even with its afterburners fully lit, the exceptional all-wheel drive system
retains its all-weather capability. This vehicle has to be
the best point to point supercar on sale today.
Our next car really shouldn’t even exist. It was never
meant to be. But the Motorsport Department felt that if
they didn’t produce it, a great car would be lost to the
history books. As with any Porsche that wears the “RS”
badge, this GT2 variant has been put on a diet and tips
the scale 154 pounds less than the GT2. In addition, down
force was increased by 60% and horse power was boosted
by a whopping 90 over the GT2. With 620HP, it is the most
powerful engine to ever be placed in a Porsche road car.
Its suspension was borrowed from the GT3 RS but uses
rose joints to help control power. All 500 examples were
sold out in three months at a price tag of $245,000.
The Cayenne may not be Porsche’s most glamorous
model (but by far it’s their best selling), the Cayenne
Hybrid has long been expected and came as no surprise.
This car introduced the sophisticated Parallel Full
Hybrid Drive System. To date, it is the most advanced
Hybrid available on the market. Combining its gas
engine and electric motors helps to produce 380HP.
This combination equates to V8 engine performance,
yet provides fuel economy equivalent to that of a 6
cylinder. It’s the first of many new Porsche models
coming with a Hybrid drive train and is the 1st Hybrid
platform that actually makes sense.
The Cayman R was unveiled at the Los Angeles Auto
Show. Porsche purists have long been crying out for a
performance oriented version ever since the Cayman’s
introduction in 2006. The Cayman R weighs 121
pounds less than the “S” and has an additional 10HP.
Applying the Boxster Spyder’s magic formula to the
mid-engined coupé, Porsche decided it was time to
give the Cayman some real teeth. The “R” supersedes
all expectations by standing for Remarkable, Refined
and above all Racy. It is possibly the best handling
vehicle in Porsche’s entire line up.
Just when you thought one small auto company
couldn’t possibly launch another new model, the
race version of the 918 was unveiled at the Detroit
Auto Show. The 918 RSR is stunning and captured
the hearts of everyone attending the show. It
was awarded “AUTOWEEK Magazine” Editor ’s
Choice Award, for Best in Show. The 918 RSR race
car will act as a rolling test bed for the production
model. While a Hybrid powered 911 is still a ways
off, it will take a car like the 918 to sow the seeds
of acceptability before 911 owners consider such
a power train.
With the Motorsports Department developing
Porsche’s GT models, limited edition variants
are a vision of the dream team; the “Exclusive”
Department. If you can dream it, they can build
it (money is the only limitation). This department
was created in 1986, but its precursor, the “Special
Wishes Program” (Sonderwunschprogramm), has
actually existed from day one. No manufacturer
allows the client a way to express their own
personality better than Porsche. “Exclusive”
exists for a single purpose; permit customers the
ability to design a unique vehicle that is a direct
reflection of its owner. Both of these departments
are very much alive & well. Looking into the
future, we can expect to see many more exotic
models to come.
As you can see, 2010 has been an exceptionally
busy year for Porsche. It will be a long time before
we observe another quite like this one. What a
fabulous year!
What a fantastic company!
Description: A one day, low key driving event with fel-
low enthusiasts to Farson, Wyoming for some of the best ice cream
south of Jackson. Following our rendezvous in Farson, we will
continue on to La Barge, WY for pictures and then on to Big Piney
for a picnic (bring your own lunch / the club will provide beverages).
Of course we will hit some of the big twisties on the way out and on
the way back. This is a relaxed and laid-back event where hopefully we can enjoy each others company on a warm, sunny day.
Meet:
Leave:
RSVP:
Date:
COST:
Saturday – August 27th, 2011
(Rain/Snow Date: September 10, 2011.)
9 AM - JH High School Parking lot
9:30 AM
Scot Anderson @ 307-413-1748
or [email protected]
$15 per car. Custom Yellowstone PCA Mug
included. Individual Billing in Farson.
Bring a lunch and join us.
Porsche “Progressive” Dinner & Social
Description:
Saturday – August 6th, 2011 at 4 PM.
A “Moveable Feast”.
A dinner and driving adventure, in and around
Jackson. Three Houses: Appetizers, Entrée
and Dessert. Join us as we eat & drive and
then eat some more. The “progressive” part
is driving from house to house. A Porsche is
not required.
Meet: Stan & Pat Siegels Home: From Jackson, follow Highway 22
toward Wilson & turn right on to Teton Village Road. You will pass the
entrance to the Aspens on your left. Continue 1.5 miles and turn right on
to John Dodge Road. Turn right on Thistle Road. Turn left on Yellowbell
Circle. Number 2775 Yellowbell is on your left.
House #1: 4 PM to 5:30 PM (1.5 Hours) – Appetizer.
@ Stan & Pat Siegel: 2775 Yellowbell, John Dodge
House #2: 6:00 to 7:30 PM (1.5 Hours) – Entrée.
@ Joe & Gainor Bennett: 2725 Stonecrop, John Dodge
House #3: 7:30 to ??? – Dessert.
@MikeMielke&KristyWelfl:3900SouthParkLoop,Jackson
Cost:
Contact:
Checks to:
Mail to:
10
$30 per person
Scot Anderson @ 307-413-1748 or [email protected]
Yellowstone Region PCA.
Scot Anderson PO Box 11057 Jackson, WY 83002
Rennsport
Reunion IV Update
Michelin joins PCA as spec tire manufacturer
for the Rennsport Reunion Cup Race
P
orsche Rennsport Reunion IV will be the
world’s greatest gathering of Porsche race cars
and the drivers that drove them to victory, held
at Mazda Raceway Laguna Seca from October
14 to 16, 2011. Hosted by Porsche Cars North America, it will assemble the wide variety of Porsche’s most
historic racing models from the nimble 550 Spyder of
the mid-fifties through the mighty 917 and 956/962 of
the seventies and eighties to the highly successful RS
Spyder of the last decade. Special tribute will be paid
to the numerous racing versions of the Porsche 911
and their countless victories on the dawn of what will
become another milestone of this iconic sports car.
The Porsche Club of America is honored to assist
the Porsche Rennsport Reunion IV with several
activities: History of the Porsche 911 Display, Porsche
Model-Specific Parking Corrals with Parade laps of
the track, PCA Hospitality and Membership Center,
two race groups: Rennsport Reunion Cup for Porsche
Cup Cars and PCA Club Racing for PCA race cars, and
PCA Volunteer Pool—workers to assist with the club’s
involvement. Enhancing the Rennsport Reunion Cup
race, Michelin Tire Company comes on board as the
spec tire manufacturer for that exciting contest.
We are looking for exceptional examples of
Porsche 911 production models for the History of the
Porsche 911 Display at Mazda Raceway Laguna Seca
during the event. It will be a display representing the
911 model throughout its generational life. Please
contact Tom Provasi for information and registration at [email protected] or 408/947-0980.
PCA members will be invited to use a terrific PCA
Hospitality and Membership Center that will be open
for all days of the event, October 14-16, to park safely
in one of the Porsche Model-Specific Parking Corrals
(a corral parking ticket will be required— please visit
www.mazdaraceway.com for ticket information), and
to enjoy Parade laps of the track with their Porsches.
We will need PCA volunteer workers to assist
with our activities at the Rennsport Reunion IV.
If you are interested in supporting this memorable event, please contact Sharon Neidel with the
PCA Volunteer Pool at [email protected]
or 650/508-1308. We will have a very special event
memento for the volunteer workers.
Porsche Cars North America (PCNA) and Porsche
Race Car Classic (PRCC) have announced that the
organizations have coordinated their event activities to
allow all Porsche enthusiasts to take full advantage of
what will be an unprecedented celebration of Porsche’s
rich motorsport history around the Monterey Peninsula over the third weekend in October. The early run
groups (1 and 2) of Porsche Rennsport Reunion IV
will conclude their racing activities at Mazda Raceway
Laguna Seca on Saturday, October 15, so that they may
fully participate in the PRCC activities at Quail Lodge
on the following day upon invitation.
The Porsche Race Car Classic, a gathering of significant race cars from Porsche’s break-out era of
1950-1965, will take place on Sunday, October 16, at
the Quail Lodge in Carmel. Event producer Steve
Heinrichs is pulling out all the stops to bring rarelyseen race cars out of private collections and museums
and into the light of day on the grassy fields at Quail.
While the cars are by invitation, the event itself is
open to the general public. For more information or to
purchase tickets visit www.porscheracecarclassic.com
or contact Mr. Heinrichs at 775/691-2217.
Additional details of the Porsche Rennsport
Reunion IV are published on the following Porsche
web site: www.porsche.com/usa/rennsport-reunion-iv/.
For additional information and event tickets please
visit the Mazda Raceway Laguna Seca web site at
www.mazdaraceway.com or 800/327-7322.
11
Porsche returns to
Le Mans in 2014
Stuttgart. Porsche returns to Le Mans with a worksrun LMP1 sports prototype. The first outing of the
completely new developed race car is planned for the
year 2014. With 16 overall victories, Porsche is the
most successful manufacturer in Le Mans. The most
recent win was in 1998 with the Porsche 911 GT1.
“Motorsport was always an essential part of the
Porsche brand,” emphasises Matthias Müller,
President of the Executive Board at Porsche AG. “So
for us it was only a matter of time before we returned
as a factory to the top league of racing. Porsche’s
successes in Le Mans are unrivalled. We want to
follow up on this with the 17th outright victory.”
Richard Attwood Quote
Back in 1970, Richard was the first Porsche driver to win the
24 Hours of LeMans in the mighty 917. Since he competed
in Formula 1 and Endurance Sports Cars races, he has an
interesting perspective on the way both series function.
His comments on the differences between Endurance
Sports Car racing vs. Formula 1 are insightful. “If you are in
Formula 1, once you’re in the car that’s it—what you make
of the machinery is down to you alone. But in Sports Car
racing it depends on you, your team-mates, your pit stops,
the reliability of your car, your tire strategy, your mechanics
and so on. The driver is just a cog in the wheel. You must
work as a team to be successful. There is no better company
to be associated with for endurance racing than Porsche.
Even though I competed thirty years ago, the same feeling
of being a member of a family and team holds true today.”
“With the RS Spyder we proved that our
motorsport engineers in Weissach are at the
forefront,” says Wolfgang Hatz, Board Member
for Research and Development at Porsche AG.
“For instance, we were the first to run a highrevving race engine with direct fuel injection,
DFI, setting new standards in performance and
efficiency. Recently, with the 911 GT3 R Hybrid,
we adopted a completely new drive technology
for racing purposes and achieved a considerable
reduction in consumption.”
Hartmut Kristen, Head of Porsche Motorsport, is
already prepared for one of the most challenging
development programmes in the company’s
history. “We’re looking forward to the task of
developing new technologies and to continue on
with the success of the Porsche RS Spyder. After
the conclusion of our works-supported sports
prototype programme in the American Le Mans
Series we have kept up with the latest technological
advances. Now we will begin with detailed research
in order to evaluate the various concept alternatives
for our new car. These obviously depend on how
the regulations for the year 2014
look in detail. In principle, these
regulations are interest ing for us
because the integration of our hybrid
technology in the vehicle concept is
one possible option.
12
Slow In, Fast Out – A Tool
By: Larry Herman
It’s the Drivers Ed mantra – Slow In, Fast Out.
But what does it mean, and why must you have
this as one of your fundamental skills?
Fast Out – Think about your objective to
maximize your speed around the track. You need
to keep your velocity up as much as possible.
The largest component to accomplishing this
is to be going as fast as you can, for as long
as you can. This means that you want to start
your acceleration onto the next straight as
soon as you can. One of the most important
and basic skills to master is to know how to
come off of the corner under full throttle,
well before trackout. Learning how to do this
will be important in many ways. First it will
allow you to learn where in the corner you can
accelerate; important for learning a new track,
a new car or racing off-line. Second it will help
you learn where the apex really is. Remember
that you want to drive the track backwards.
You have to know how much speed you can
carry off the corner. Knowing that, you can
figure out where you want to apex. With that
knowledge, you can determine where you
want to transition off of the brakes and go to
the gas. Then, finally, you can work on getting
your braking point just right.
Slow In – Braking is really the last part of the
equation. 95% of your speed comes after you
get off of the brakes and back onto the gas.
For the beginning driver, this is huge. On a 2
minute track, you would be within 6 seconds
of the pace if you could maximize your speed
through the corner. So you really need to
concentrate on getting into the corner under
control, ready to transition to the gas and
start accelerating as soon as you can. Taking
it a little slower can help you do that. It will
help with your consistency and accuracy of
entry speed. I cannot stress how important
it is to be able to “hit your marks” lap after
lap so that you can maximize your cornering
speed and come off the corner full bore. The
late braking heroics that some “experts”
espouse will in reality slow you down.
Coming into the corner so hot that you are not
sure whether or not you will make it won’t
allow you to blend into maximum cornering.
More likely you will blow the corner because
you will be in survival mode. For now, it is
better to take a little off, and make sure that
you enter the corner at exactly the speed and
place that you want.
Remember that Slow In, Fast Out is a tool. It
is not the ultimate way to get around the track
at maximum pace, but it will get you most to
the way there. It is something for you to learn,
master and then put into your bag of skills.
Larry Herman developed a love of racing well
before he ever could drive. At 18 he started
auto-crossing, mostly in Triumph Spitfires,
and after many years, a variety of cars and
some regional championships, bought his
first Porsche 914 and joined PCA in 1982.
After rebuilding it from the ground up, he
made the mistake of taking it to the track. He
became a DE instructor in 1985 and competed
regularly in the Porsche Atlantic Time Trial
moving to racing with PCA in 1994. ©2011
Larry Herman
The scenery, taking in a
breathtaking pair of twins!
13
993 GT2
By: Stuart Gallagher
As far as 911s go, the pinnacle for many comes in the
shape of the Type 993 GT2. A homologation special
that ticks every box with its aggressive, almost comedy
aerodynamic additions, riveted on wheel arch extension
to house road-roller sized slick tyres, an uncompromising
interior and an engine of such colossal force it should
come with a health warning.
The GT2’s presence is dominated by its race track-inspired
aero kit, with a front lip spoiler that wraps itself around the
front bumper and the RS Club Sport inspired rear wing
that features two openings to feed the engine’s intercooler.
The arches are secured by rivets and the body’s standard
arches had to have their lips removed in order for the
wider items to fit securely.
Once again the GT2 was a Porsche born out of the need
to homologate a race car; in this instance the IMSA Series
in the USA, the ADAC’s GT Cup series in German,
the Japanese GT Series and Europe’s fledgling BPR
endurance series, as well as Porsche’s old stamping
grounds of Daytona and Le Mans. The GT2’s name was
taken from the title of the class it was going to compete
in around the world.
Taking the 993 Turbo as its starting point Weissach began
by ditching the Turbo’s four-wheel drive running gear and
tweaking its 3.6-litre twin-turbocharged flat-six by fitting
an additional oil cooler, tweaking the boost pressure up to
0.9bar and reprogramming the engine management system,
resulting in a peak power figure of 430bhp delivered at
5750rpm and 395lb ft of torque arriving at 4500rpm. Drive
was via a six-speed gearbox to the rear wheels and, aside
from a limited-slip differential, the only driver’s aid was
their own right foot and their imagination.
Weight saving was, once again, high up the priority list
when developing the GT2, with the front and rear bonnet
lids and door skins fabricated from aluminium, the side
windows made from thinner glass and the rear window
having no heating element.
14
Filling those arches are a set of monstrous three-piece
Speedline wheels (the centres were manufactured from
magnesium, the two-outer sections from aluminium),
measuring nine-inches wide at the front and 11-inches
at the rear, with the Pirelli P Zero tyres the car left the
factory with measuring 235/40ZR18 on the front axle
and 285/35 ZR18 on the rear. Behind those glorious
wheels lay the 993 Turbo’s four-piston callipers and
322mm cross-drilled and ventilated discs. To meet
its racing requirements the front axle geometry was
adjustable, as too the anti-roll bar, and the spring and
damper rates were re-calibrated to take into account the
GT2’s 210kg saving over a Turbo.
Available in either a standard trim or Club Sport
variant the GT2’s interior was functional rather than
luxurious. The seats were trimmed in leather with two
styles available – adjustable sport seats or fibreglass
backed bucket seats – and the flat door cards you will
recognise from a 993 RS. While the GT2’s cockpit was
cleared of the non-essentials for an endurance racer,
Porsche did allow for customers who intended to drive
their GT2 on the road to add a few creature comforts,
like a radio and air conditioning. If you ordered a Club
Sport model you didn’t even get carpets and neither
model was available with rear seats.
Today the GT2 is still held in the highest regard by
Porsche aficionados, not only because of its on-road
potential and on-track successes, but because it is seen
by many as the last genuine homologation special
from Porsche, a car that was created in an era when
manufactures had to support their race car programme
with road going examples. These were Porsche’s
ultimate road cars.
Reprint of this article is permitted courtesy of GT
Porsche Magazine. You can browse their web site or
subscribe to this exceptional Porsche magazine at
www.gtpurelyporsche.com. In my opinion, it has the
best articles and photographs of any Porsche Magazine
on the market.
Porsche to Build New U.S.
Headquarters in Atlanta
Porsche Cars North America (PCNA) announced
they will build a new headquarters in Atlanta,
the city it has called home for thirteen years. This
new complex will house nearly all U.S. Porsche
operations under one roof and will be located
in the “Aerotropolis Atlanta” development site,
near the new International Terminal at Atlanta’s
International Airport. It will be comprised of
modern office facilities for a workforce that will
eventually number 400 employees, and include
Technical Service, a Training Center along with a
cutting-edge Customer Experience Center.
Their Customer Experience Center will feature
a 1.6 mile handling circuit, low friction surface
area and a challenging off-road course. The track
will provide the ultimate test-drive opportunity
for customers and combine professional driving
instruction in the latest Porsche models. This
concept is completely new to the U.S. automotive
industry and one that will deliver the Porsche
product experience to its customers.
Groundbreaking is planned for this fall with the
move-in date scheduled for the second half of 2013.
What lies behind us and what lies before us
are tiny matters compared to what lies within us.
Ralph Waldo Emerson
15
The Basic Wash
By: Aaron Kimpton
I own and operate 3 Layers of Gloss Auto Detail LLC.
I have been thinking of writing an article for quite
some time. What finally encouraged me to write was
being chosen as one of the top 9 detailers in the US.
To me, it is an amazing honor and joy. Also, I see it as
a chance to help and encourage owners who want to
keep their car cleaner than 99% of the cars out there.
In the last 10 years, the detailing industry has grown
leaps and bounds. Sometimes, it has grown for the
better, and sometimes for the worse. My goal is to
explain the process and methodology behind detailing.
The biggest secret in detailing is that it is the process
that gives 99% of the results, not the product. Having
the right product and tools makes achieving that result
easier, faster, with less wear and tear on you.
Lets us start with a basic wash kit. Most would use a
bucket, mitt, and a hose. A good kit would include all
of that and a bit more. Even with the right tools, it is
the process that ensures the least amount of marring
(swirling) that is imparted to the paint work.
Tools
Bucket with grit guard:
I prefer a 5 gallon bucket with a grit guard. The grit
guard keeps your mitt from sitting in the dirt. Grit
guard buckets allow you to effectively wash the paint
work of your vehicle with 1 bucket of water. You can
purchase the buckets as a kit or buy the grit guard
separately for your own 5 gallon bucket.
Wool mitt:
I prefer a wool mitt to microfiber and sponges. 1) It is far
softer on paint work. 2) It sheds dirt when rinsed easier
than the others. 3) It carries a great deal more foam/
suds. The best mitt I have found is Griots garage Lambs
wool mitt. Detailers Domain also carries an excellent
mitt. All wool mitts must be used in cool water. Warm/
hot water will cause them to shed on the vehicle along
with decreasing their longevity. A well card for mitt
will last a long time. Wash your wool mitts after every
5-10 car washes on cold/cold with liquid detergent (by
themselves). Use a pet hair brush to detangle them, if
needed. Store them by hanging upright.
16
Brushes:
I have 3 different brushes for washing a vehicle.
I use a 3 inch boars hair brush for the exterior
plastics, wheel wells, and engine bay. A 4 inch horse
hair brush for wheels as it is slightly softer than the
3 inch. I also have a long handled wheel scrubbing
brush for the interior of the rims and wheel wells.
Foam gun:
These are made by Gilmour.
They have an
attachment that aerates the soap mixture, providing
you with a great level of foam at your hose tip. The
process is: Foam both sides of your mitt, foam a
panel of a car. This does a couple of things. It
applies a layer of foam that helps lift and suspend
the dirt from the face of the paint work. It also
gives your mitt the lubrication it needs to keep
from marring paint while wicking the dirt , soils,
and oils into the mitt.
Car Soap:
Car soaps can be daunting. I classify them in
two groups, detail prep washes and maintenance
washes.
For detail prep washes, you want
something that can help cut through grime and
soils. Despite what people think, dish soap does
not have this capability. It’s dish soap, not a car
wash. For detail prep washes look at its overall
cleaning ability. Most washes will not impart
a level of protection (even though they say it),
meaning they will likely work well as a prep wash.
Maintenance washes are a bit more specialized.
Take some time to find a good maintenance wash
from a boutique store. Yes, they cost a bit more,
but the added benefits are huge. Your sealants and
waxes will last longer; they will help boost gloss
and shine.
Wheel Cleaners:
The key thing to look for is a non acidic wheel
cleaner. Most over the counter wheel products
contain HF or ABF. Both are very harsh acids that
can over time cause damage to rims. In general
most gel wheel cleaners from boutique stores
(Griots and Detailers Domain) will be safe for all
rims. Apply the wheel cleaner to 2 wheels at a time.
Agitate thoroughly before cleaning the rim. Then
rinse the rim completely. Do not let the wheel gels
dry on the wheel.
All purpose cleaner:
All purpose cleaners are in many ways like wheel
cleaners. Some can be overly harsh. Stick to a APC
specifically made for detailing use. Dilute it properly. A
strong mixture does not mean a stronger working APC.
Most APC require at least a 1:16 dilution to achieve
optimal ability to lift and suspend dirt, oils and soils.
Stick to an APC on the alkaline side of the ph scale. 910 ph is perfectly fine. If you’re APC is 11-13 it probably
contains bytuls, which are not healthy when breathed
in. I use APC’s on all exterior plastics, engine bay, tires,
wheel wells, and exterior rubber trim. After pre rinsing
a vehicle, you can also spray the paint work down with
an APC to help remove things like pollen, road tar, salt
build up and liquid de-icer.
Process
Wheels, plastics and engine bay:
First, rinse off the vehicle and apply APC to the exterior
plastics, tires, and engine bay and wheel wells. Agitate
with the 3 inch boars’ hair brush. In general, I clean the
engine bay then rinse. I then clean the exterior plastics
and rinse. I clean the wheel wells and tires when I clean
the wheels. Then apply Wheel Gel to the wheels inside
the rim and out. Agitate the exterior of the rims with
the 4 inch Horse hair brush. Agitate the inside of the
rim with Long handled wheel brush. The reasoning
for doing these areas first is the shear amount of grime,
soils, oils and particulate dirt. You do not want these
particles getting in your mitt and scratching the paint.
Clean these areas first.
Paint work:
Second, take your foam gun and spray foam down your
windows and roof on one side of the vehicle. Then
spray down your mitt on both sides with a good stream
of foam. Start by washing the roof in front to back
motions only. Ever wonder why swirls are circular? It
is because people wash their cars in a circular motion.
Everything we do in detailing is front to back. After the
first half of the roof is completed flip over your mitt and
wash the windows that were soaped down.
Third, rinse your mitt in the clean rinse water of your
grit guard bucket. Spray foam down half of the hood
and front bumper. Then Foam up your mitt on both
sides again. Begin by washing the half hood front to
back and back to front. Then flip the mitt over and wash
the front bumper in the same manner.
Fourth, Rinse your mitt in the clean rinse water of
your grit guard bucket. Spray foam down the front
quarter panel and front door of the vehicle. Foam
up both sided of your mitt. Start with the top most
section of the front quarter panel. Working in front
to back/back to front motions wash the panel in as
straight even lines as possible. If the panel is overly
dirty flip the mitt over and wash the panel again in the
same motion. If it is not overly dirty, flip the mitt over
and wash the door panel in the same way.
Fifth, Now that you are dealing with the heavily
soiled areas of the paint work take a bit of time during
each rinse to massage the mitt lightly and get as much
dirt and grime out of it as possible. Spray foam the
rear door and rear quarter panel with your foam gun.
Spray foam both sides of the mitt. Proceed to wash
the rear door from the top down in front to back/back
to front motion. Flip the mitt over for washing the
rear quarter panel in the same manner.
Sixth, thoroughly rinse the mitt in the grit guard
bucket. Proceed to spray foam the rear trunk, tailgate,
hatch and rear lower bumpers. Foam down both sides
of the mitt proceed to wash the upper section of the
trunk, flip the mitt over and wash the lower section of
the trunk and bumper.
Repeat the above steps for the other side of the
vehicle.
Once the vehicle is washed, rinse it thoroughly with
a steady stream of water. Using a waffle weave
microfiber towel, proceed to dry the vehicle from
the top down in the same manner and order as you
washed it. All drying is done Front to back/back to
front. Wring the towel out as necessary.
Now is the time to apply detail spray and spray wax.
Apply 2 full sprays to a 16x16 microfiber towel. Wipe
the towel onto the paint work (and only the paint
work) in the same manner as you washed the vehicle.
Panel by panel. After applying it to 1 panel buff it off
with a clean 16x16 microfiber towel.
If you have questions and would like a detailed
explanation please email me at
[email protected]
~Aaron
17
Porsche 911 GT3 RS 4.0
Biggest 911 Engine Ever Offered
Limited-edition car is packed with motorsport technology
The 911 GT3 RS; one of Porsche’s most popular, coveted
and successful track-inspired production cars, has
been given a final, thrilling injection of thoroughbred
motorsport technology resulting in the 2011 Porsche
911 GT3 RS 4.0. Limited to 600 vehicles worldwide,
the 911 GT3 RS 4.0 brings together in a sports car
the attributes that have made the Porsche 911 GT3 a
consistent winner on the race track.
The motorsport-derived 4.0-liter engine, already the
highest displacement 911 engine ever, also features
the highest per-liter output -- 125 horsepower per liter
derived from a naturally aspirated flat-six engine.
The engine uses forged pistons, connecting rods are
fashioned from titanium, and the crankshaft has been
lifted unchanged from the 911 GT3 RSR race car. It
achieves its maximum power of 500 hp at 8,250 rpm.
Maximum torque of 339 ft/lbs is reached at 5,750 rpm.
The 911 GT3 RS 4.0 offers truly impressive performance,
lapping the famed Nürburgring-Nordschleife in 7
minutes and 27 seconds. Available exclusively with
a six-speed manual transmission, the 911 GT3 RS 4.0
sprints from 0 to 60 mph in only 3.8 seconds. With its
gearing designed for the race circuit, it reaches 124
mph under 12 seconds.
The 911 GT3 RS 4.0’s outstanding driving dynamics
come from numerous, meticulously coordinated details.
In addition to using suspension components typically
encountered in motor racing, weight reduction is also of
supreme importance. Equipped as standard with lightweight
but strong carbon fiber components (sport bucket seats, front
fenders, luggage compartment lid, engine cover), and
weight-optimized carpets, the two-seater’s ready-foraction weight is just 2,998 lbs with a full fuel tank.
18
This limited edition 911 is painted Carrara White
as standard and emphasizes its proximity to motor
racing by its dynamic appearance. Signature
characteristics are the wide track, the low vehicle
position, a large rear wing with side plates, central
twin tailpipe, and an aerodynamically optimized
body. Air deflection vanes mounted on either side
of the front bumper – called ‘flics’ or dive planes
– make their first appearance on a production
Porsche. They increase downforce on the front
axle, and together with the steeply inclined rear
wing, provide aerodynamics on par with its
performance capabilities. As a result, at the 193
mph, aerodynamic forces exert an additional 426
lbs of downforce, thus pushing the 911 GT3 RS 4.0
onto the road.
This will be the last and final iteration of the 997 before
the 991 is released.
Beautiful Porsche 917 collage; photo credit courtesy
of Bertjan Davelaar--www.supercar-wallpapers.com
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has long been about. While we’ve grown to become one of the largest banks
in the region, we’re still solely committed to providing hometown service
to you. After all, we grew up here too.
Neighbors helping neighbors in the place we call home.
www.firstinterstate.com
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Newsp
&
Top Gear Challenge
Road Rally
The Top Gear Challenge and Road Rally was, in typical
Jackson Style, sunny, spontaneous and a little crazy–
although not necessarily in that order. 27 members
and 13 cars made for an adventurous afternoon. With
5 separate challenges, no one knew what to expect.
The first challenge consisted of Jackson’s first ever
Councourse d’Elegance. It wasn’t an easy pick,
yet the categories weren’t exactly what one would
expect. The winner for the car you would “most
like to steal” went to Dick and Val Becks 1956
Speedster. The car that won the “wax on/wax off
award” went to Frank and Kathy Forelle for their
1960 356 B Coupe. The winner of the car “I’d most
like to date” went to John and Connie Hansen for
their bright yellow Pantera–even if the stipulation
was only for a one night stand. The car that “makes
you want to buy a BMW” went to Mike & Kristy
Mielke for their ever fine Oldsmobile 911 Turbo.
And the vehicle that “you would like to keep
forever” went again victoriously to Dick and Val
Beck for their beautiful Silver Speedster.
Challenge number 4 was a mini-autocross that
seemed to be the highlight of the trip. Taking place at
the Mormon Church on Gross Ventre and Broadway,
even a few of the members of the Church seemed to
like it as they watched anxiously from the curb. Roy
Kinsey in his 2009 Boxster took third at 27.65 seconds,
Mike Faems took second in his 993 911 Turbo at 26.34
seconds, and Greg Wallace took first in his 993 911
turbo at 26.25 seconds.
The second challenge was an emulation of last
years rally, a picture scavenger hunt, but did
not seem to be as successful. Many members
showed up at the destination of Owen Bircher
Park in Wilson not having found hardly any of
the pictures at all. The saving grace was Buck
and Shelley Fairbanks who successfully found
every picture and spelled the word “Porsche” in
the exact sequence dictated.
Event number 3 was to find the shortest distance
from the park in Wilson to the Mike Yokel Park
on East Jackson. However the directions were not
that easy. Along the way members were required
to find a piece of chocolate, the physical location of
an Emerge-care or Urgent care facility in Jackson
proper, and a brochure from a Jackson Hole
summer activity for 2011. All members showed
up with items in hand, but the winners for the
event went to Robert Baltensperger and his codriver Heide, Buck and Shelley Fairbanks, and
Lou and Margaret Hochheiser for successfully
navigating the 7.0 mile distance.
20
The final event took place at the Craig Thomas Visitor
Center were members were able to peruse the center
on a self guided tour and answer questions on history
about the area. There was, however, some contention
on the answers, as even the hosts of the center were
confused. The winners for the center were Tom Barker
and his two grandchildren, Ethan and Anna who
scored a perfect 5 out of 5 questions.
Not to dismayed. The event was a tremendous success.
Taking third place with 16 points total was Frank and
Kathy Forelle. Taking second place with 19 points were
Buck and Shelley Fairbanks. And taking first place,
finally (after 5 long and arduous years), was Dick and
Val Beck with 20 points. And on that bombshell, the
smile on their faces was priceless.
21
Super
size
me
Things to ponder when
upgrading wheels
By Chris Rotvik
Last month I was hit with the realization that my tires
are due for replacement. Do I stick with the stock
size or take this opportunity to upgrade to wider
and larger diameter wheels? 19 inch 997 Carrera
S wheels would look fabulous on my 996, although
they’d cost me a pretty penny. Let’s put the bling and
ka-ching factors aside for the moment, and look at the
potential impact on performance. While we’re using
a 996 generation Carrera as an example, the general
principles apply up and down the line.
Base 996s rolled with 205/50 and 255/40 tires on 7 and 9
x 17 inch wheels; our hypothetical upgrade starts from
here. The factory offered 18s as an option—225/40s
and 265/35s on 7.5 and 10 inch wide wheels—while
later versions of the narrow-body 996 were fitted with
235/40s and 295/30s on 8.5 and 11 inch wide 18s. No
996 was supplied with 19 inch wheels, but it’s possible
to fit these by compensating with lower profile tires.
This outlines our three upgrade possibilities: factory
18s, fat-boy 18s, and 19s.
22
A weighty issue
We’ve all read that adding unsprung weight is never a
good idea. (Unsprung weight is anything not carried by the
car’s suspension: wheels, tires, brakes, and everything else
on the far side of the springs.) Common sense tells us that
bigger tire/wheel combos will add weight, but I, like most
of you, have never dug into how much weight is added
when upgrading wheels. That’s where we’ll go next.
When shopping, you’ll find out that wheel weight is only
readily available when it’s considered a selling point by
the manufacturer, that is, for high performance wheels.
Therefore the data that follows is best case; if we surveyed
the big-n-bad chrome bling-bling wheels, assuming we
could get the weights, the increases might double.
On average, for every added inch of rim width, you’ll add
just shy of a pound per wheel. Add an inch of diameter
and you’ll add between one and a half and two pounds per
wheel. (These are averages of the high performance wheels
available for the 996 generation Carrera. As is said, your
mileage may vary.) So far I don’t feel too bad, but we’ve not
comprehended the added tire weight and totaled it all up.
Moving from the stock 17s to 225s and 265s on 8.5 and 10
inch 18s adds roughly six pounds of tire and 14 pounds of
wheel: 20 pounds in total for all four corners. GT3-spec fatboy 18s will add maybe 33 pounds over the 17s, while going
to the 19s (225s and 265s on 8.5 and 10) will add roughly
the same amount: 34 pounds total, or 8.5 pounds of added
unsprung weight at each corner of the car. With a base 996
generation Carrera, you’re starting out with roughly 190
pounds in total for the stock 17s with tires, so we could be
adding in the neighborhood of 18% per corner.
Getting perspective
Getting perspective is a little more difficult than just
adding up the numbers. Is 30 to 35 pounds of added
unsprung weight significant? Will I experience better
handling? Will the ride degrade?
Some perspective on unsprung weight can be found in
current Porsche sales literature: “The key advantage of
PCCB [Porsche Ceramic Composite Brakes] is the total
weight saving of approximately 50% compared with
metal discs of similar design. As well as enhancing
performance and fuel economy, this represents an
enormous reduction in both unsprung and rotational
mass [emphasis mine].” How much weight does the
$8,150 PCCB option save? 37 pounds, roughly the
same weight we’re considering adding.
Suspension tuning is an art at Porsche. Spring and
shock rates are finely honed in accord with unsprung
weight and tire construction (the latter being why we
have N-spec tires for our Porsches). When the road
turns less smooth, the added unsprung weight and
reduced sidewall height (which shrinks from four
to three inches as you move from 17 to 19 inch rims)
degrades the suspension’s ability to track surface
irregularities and places your wheels and tires at
greater risk of damage from potholes. (For those of
you thinking “but the 997 comes with 19s,” note that
Porsche maintains roughly the same sidewall height
on the 997 as it did with the 996 with 18s.)
Shifting gears a bit, the 996 FAQ on Rennlist (www.rennlist.
com) states that “Track drivers favor 18s for their larger contact
patches and thinner sidewalls which deform less under hard
cornering. Autocross drivers favor smaller wheels for less
weight and sharper turn in. Both go for the significantly
lighter and stronger aftermarket wheels.” The FAQ goes
on to state that on the track, upgrading from 265s to 295s in
the rear will increase understeer (all else being equal) since
traction is increased relative to the front.
Street car wheel diameters and tire profiles have historically
chased race car specs. Increases in race wheel diameter are
driven primarily by the need to fit larger brakes. Looking at
the rubber currently worn by the 997-based race cars, you
might come to the conclusion that street car rolling stock
has gone past what the engineers deem prudent to what the
marketing folks deem necessary: The 400 bhp 997 GT3 Cup
rolls with roughly the equivalent (converting from Michelin’s
race tire sizing) of 255/40 and 285/40 tires on 18 inch 9s and
11s. Similarly, race tire profile is less aggressive than what we
see on the street (the GT3 Cup’s sidewalls come in at 3.7 and
4.4 inches front and rear versus 3.25 and 3.5 inches for the
road-going Carrera S) as the tires function to provide smallbump compliance that stiff race springs can’t.
Putting the rubber to the road
Where does all this chatter take us? It’s a fairly safe
bet to move up one inch in diameter if your rolling
stock is the base level supplied by the factory (17s
23
in our example), bit think twice about going beyond
the maximum diameter offered by the factory for your
model and year. Make weight as least as important a
factor in your selection as appearance, and hold the mayo
when it comes to width: too much will only deaden your
car’s liveliness. Consider spacers as an alternative to
increased rim width if what you’re really after is a tighter
tire-to-fender look. They’re factory options in 5 mm and
17 mm widths, available through the parts department,
and even the current GT3 wears 5 mm spacers in the rear.
Finally, shop wisely: the spread in weight between the
lightest of the lightweight wheels to the heaviest (of the
same dimensions) was between six and seven pounds
per wheel. Going with the heaviest lightweights could
add another 14 pounds to what we’ve already calculated
(and we’re not even to the bling-bling wheels yet!). But
enough of this geeky chit chat. It’s time to drive.
PORSCHE MOTORSPORTS
“Motorsports: It has been our life for 62 years;
543,504 hours; 32,610,240 minutes; 1,956,614,400
seconds. Why does every second count? Because
that’s how it is”.
“We raced the most advanced 911 ever this fall
in the USA. The track; Road Atlanta. The race;
The 10 hrs of the Petite LeMans. The car; the
GT3R Hybrid. Our chance of victory: none. Why?
Because we outpaced the qualifying rules. Neverthe-less…We competed anyway. Even if victory
was beyond our grasp, we already had won by
gaining experience. To us, it was worth it. We’ll
continue to develop the latest technologies, which
in the future, will become the propulsion systems
of Sports Cars. Why? For principle, not the prestige.
Our commitment is to do our very best, every time
we put one of our cars onto a race track”.
“There’s no such thing as a perfect
car. But, as engineers, it’s our job
to get as close as possible”.
Ferry Porsche
24
MEET THE MEMBERS
Cal and Myra
Our life-long primary residence is in the Spokane,
Washington area where I have been a member of
the Inland Northwest Region (INWR) of PCA for
a bit over 5 years. We have had a second home
in the Teton Valley between Victor and Driggs for
about 8 years which we acquired after I retired.
Myra believes that married women don’t get to
retire. We spend about 5 months a year in several
segments enjoying the wide range of outdoor
activities offered by the greater Yellowstone area.
My interest in Porsches was sparked over 40
years ago when I was a student at the University
of Washington. A tenant in the U-District apartment in
which I was living had a 1965 356SC Cabriolet which
was a dark blue with grey leather interior which, even
though I was a Corvette guy at the time, I thought was
about the coolest automobile that I had laid eyes on.
I absolutely lusted after that car. That was all I was
able to do on a student budget. The post graduate
world better provided the opportunity for buying a
Porsche and I was able to buy a used 1971 911T Coupe
in 1973 from a private party in Spokane. It was red
with a black interior, as all my Porsches have been—
I’m in a rut, but a good one. I put about 70,000 miles
on that car and crossed the 100K mileage mark with a
champagne celebration at the side of the road. I traded
it in on a new 911SC Targa in 1978 and really enjoyed
the upgrade despite the pathetic tantrum I had to throw
to get Myra’s OK for the purchase. In the same time
frame our family was growing and even though all 3
of our kids came home from hospital birthing strapped
into the back seat of a 911 with pillows, by the time
the 3rd child arrived things were becoming more than
a little unworkable with a Porsche as my primary car
and so after about 8 years with the Targa I traded it in
on the first of 3 much larger cars—BMW convertibles,
the last of which was a M3. We also managed to wear
out 3 Suburbans in the family experience.
Once the kids were out of the house and off the dole
we were back on the Porsche track with a 2002 guards
red Boxster S which we still have. Of course, I really
needed to have a 911 and settled on a 993 as my target
of choice. After some considerable searching I found
a really nice one owner 1995 Carrera Cabriolet with
only 35K miles in Omaha, Nebraska in April of 2010.
It is of course guards red with a black interior and
top. As the students know, the 95 year is the last of
the Porsches with the OBD1 system which avoids a lot
of the problems the later 993s had with the somewhat
overly sensitive OBDII system which really didn’t get
sorted out until the 996 series. I drove this car back
to Spokane from Omaha and routed myself through
Jackson and Teton Valley. The best part of the drive
was the Hoback canyon as the weather was clear, the
road was free of gravel and traffic…..and you locals
know the rest. I am working through a list of projects
on this car since that is a good part of the fun, and it is
rounding nicely into the kind of shape I want.
I am not a track guy. I just cannot come to grips with
the fine line between heavy use and abuse of the
mechanical or aesthetic kind to cars that I have worked
so hard on to get just right. I’m just an overly sensitive
guy, I guess.
Myra and I enjoy a whole bunch of other things. We ski
both alpine, Nordic (skate and classic), snowshoeing,
snowmobiling, dirt-bike riding, bicycling, hiking,
backpacking, fishing (both fly-fishing for trout and
gear fishing for bass), annoying our kids, sailing,
cooking, and a bunch of lesser stuff. We also just
became grandparents for the first time at the end of
last year. I am very lucky that Myra enjoys so many
of the things I do and that we are both still able to take
part in them in our Medicare years.
25
Confessions of a
Cayman Convert
Courtesy of “PorschePurist.com”
I confess. I have yet to meet a Porsche I don’t like (and yes,
that includes the Cayenne). That’s why when Porsche Cars
North America told us our next press car would be their mid
engine Cayman I was uncharacteristically hesitant. You see,
up until now, wait for it… I wasn’t a Cayman fan. It’s true, not
only was I not in love with the looks, I was tired of listening
to all the complaining (from current Cayman owners of
course) that Porsche was/is holding the power back on the
Cayman so as not to cannibalize sales of the fleet’s flagship
Porsche 911 (which it turns out is probably true, but more
on that later). My opinion took a drastic 180 degree turn on
a drive through the Orange groves of central Florida on the
way to Sebring.
Every time I saw a Cayman on the street, my immediate
reaction was, Why? Why did Porsche slap a hardtop on the
Boxster and rename it? Why does the sum of all its potentially
aesthetic parts still not combine to form an object of obsession
(in my mind) similar to the silhouette of a sexy 911?
The answer it seems is that I just never gave it a chance.
Stubborn “purist” that I am, I had formed my opinion after
a short introduction when the Cayman was first released
and no one or nothing was going to change it. I would see
a Cayman and simply dismiss it. In simple terms, a Porsche
snob at his worst.
What changed things for me? Spending time with a 2009
Cayman S up close and personal. When Porsche first
dropped the Cayman in our driveway, the first thing we did
was go out and look, long and hard. Whether you’re a fan of
a certain Porsche or not, it’s still a joy to go see a toy that was
delivered to your doorstep for the sole purpose of driving
and evaluating it. The only thing that could make it better is
if it were a Porsche. Oh, wait. It is!!
Which Porsche Cayman is right for you? Before our Cayman
press car even arrived, we had to make a choice. Just like
ordering a car from a dealer we had to decide between a base
Cayman filled to the gills with options and accessories or a
“stripper” – a Cayman S stripped down to the bare essentials
with just a few choice options. Hmmmm…
26
Turns out it wasn’t really a tough choice. Let’s see, a base
Cayman with a 2.9 liter 265 horse power engine loaded
to the gills with performance reducing, weight carrying
options or, a somewhat stripped down Cayman S with
55 + more ponies (that’s 320 for those of you who are
mathematically challenged) coming from a 3.4 liter
power plant. We’ll take the Cayman S please.
With a destination charge of $950 our “stripper” Cayman
S stickered out just shy of $70k at $68,890. While not
inexpensive, it is still $7k less than a base Carrera and
$15k less than one equipped similarly to our Cayman.
That’s a lot of additional money for only 25 more HP
(the base Carrera has a 3.6 making 345 HP) and 3/10
of a second reduction in the 0 to 60 time (the Cayman S
with PDK gets to 60 MPH in 4.8 seconds while a Base
911 Carrera will do so in 4.5). Both will take 2/10ths
of a second off the time if you add in the optional
SportsChrono (a feature we highly recommend and
sorely missed in our tester).
It’s these seriously similar performance numbers that
keep the Cayman conspiracy theorists in business. The
cold hard truth is that if you put two similarly skilled
drivers on a track going head to head (one in a Cayman
the other in a base 911) with equal HP, the mid engined
Cayman would probably win lap after lap. The balance
is just that good.
To Option or Not to Option? When we expressed our
surprise at the lack of luxuries included in our Cayman
S test car we were quickly informed that this particular
configuration was actually the most common order
specified by both the dealers and consumers. Turns
out it’s the right set-up. With few electronic bells and
whistles, and none of the performance robbing weight
that comes along with excessive accessories, the
Cayman S is a joy to drive (not to mention much more
affordable). Porsche’s mid-engine coupe loves being
thrown into corners. Want to lose the back end in a
corner? You have to try real, real hard (and remember to
turn off PSM). The optimal weight balance that comes
from the mid-engine design makes a better driver out
of even the worst wanna be racers.
Storage space in a Porsche Cayman? Like the
Porsche Boxster, we were pleasantly surprised at
everything you could fit into the front and rear storage
compartments of the Cayman. Similar to the Boxster,
the Cayman provides trunk space both front and rear.
The front space easily holds two good size carry on
pieces of luggage (plus a few extras) while the rear
space held two large duffel bags, two pairs of shoes
and a box of T-shirts. To top it off, the Cayman offers
storage areas the Boxster doesn’t. In the space where
the Boxster top would retract is a storage shelf that
with cargo net that makes easy work of a brief case
or purse. In addition, on each side of the rear luggage
compartment are deep, covered hatches that we used
to store all of our electronic gear we wanted to remain
out of site when leaving the car locked for the night. In
other words, no shortage of space and even more than
one would expect.
Who or What does the Porsche Cayman Compete With?
The most often heard comparison is Nissan vs. Porsche.
While not quite as heated as the Porsche 911 Turbo vs.
Nissan GT-R battle, the Cayman vs. 370Z is the one you
see the most. In my mind, it’s not even a competition.
Yes, yes, I know. The Nissan is almost half the price
with comparable performance numbers. To me, it just
doesn’t matter. If you’re shopping for a Porsche, you’re
most likely not looking at a Nissan. If you’re looking
at a Nissan 370Z, chances are – in most cases – you’re
not looking at a Porsche. Nissan simply doesn’t have
the intangibles that make a Porsche a Porsche: history;
provenance; racing heritage; the list goes on.
Who is the Porsche Cayman Built For? Anyone that
wants an enjoyable, purpose built, focused and nimble
sports car that is a joy to drive and easy to live with.
Equipped with the seven speed PDK, the Cayman works
well just about anywhere. It’s fast and nimble enough
to enjoy on the back roads or occasional track event, yet
refined to the point where you won’t feel like you’ve
gone 10 rounds after spending a day commuting.
Why Men Buy Porsches
Flashy sports cars are male ‘short-term mating signal’
Men who buy flashy sports cars might be more successful at
getting a date, but women do not see them as good marriage
material, a study suggests. Researchers from Texas and
Minnesota carried out tests on nearly 1,000 people to find out
the signals sent out by spending behavior. Although men
used spending on luxury items as a short-term mating signal,
women did not spend to attract men. The study appeared
in the Journal of Personality and Social Psychology. The US
researchers discovered that women found a man who chose
to buy a flashy, expensive product - like a Porsche car - more
desirable than the same man who bought a non-luxury item,
like a Honda Civic. However, women are aware of a man’s
intentions in acting this way, the study says, because women
found the man with the Porsche less desirable as a marriage
partner than a date. Daniel Beal, co-author of the study and
assistant professor of psychology at Rice University, said the
sports car started to lose its sheen. “When women considered
him for a long-term relationship, owning the sports car held no
advantage relative to owning an economy car. “People may
feel that owning flashy things makes them more attractive as a
relationship partner but, in truth, many men might be sending
women the wrong message.” According to the study, men who
flaunt expensive, showy items like Porsches to woo potential
sexual partners are like peacocks who display their tail feathers
before potential mates. But they said that not all men favored
this strategy - only those men who were interested in short-term
sexual relationships with women. Women, in contrast, did not
spend excessively to attract men. Jill Sundie, lead author of the
study and assistant professor of marketing at University of Texas
at San Antonio, said: “Obviously women also spend plenty of
money on expensive things. But the anticipation of romance
doesn’t trigger flashy spending as it does with men.”
I’ve told Robin a hundred times; this article has no merit and is
absolutely not true! Oops, that darn Facebook photograph will
get you every time!
27
Famous Porsche Posters
28
Congratulations to our Recent
Club Graduate - Pat Siegel
Major kudos to Pat who graduated this June with
magna cum laude honors from Boston University. Pat
has also raised three beautiful children (four if you
count Stan) and has been a very loving grandparent
to several grandchildren. She helped support Stan
through his years in
medical school and
assisted running his
practice until their
recent
retirement.
Pat and Porsche are
analogous when it
comes to “Excellence”.
Pat currently excels as
the pit crew for Stan
and his two race cars
as well as challenging
herself on the golf
course. You go girl!
Our club’s infamous racer, Mike (“The Shank”) Faems,
shows off the Yellowstone Region Decal on his beautiful
944 S2 race car in Sebring, Florida. Congratulations to
Mike, as he was just awarded the “Outstanding Driver
Award” from the PCA. However, do not let him follow
you in a go-cart. Ask me how I know; that is when you
have plenty of time for the full story.
DOESN’T LOOK A DAY OVER FABULOUS!
29
Yellowstone Region’s Annual
Decorations were set up in advance by our trusty
Rendezvous Dinner
Our first event of the year took place at
Teton Pines on June 11th. Summer has still
not quite arrived in Jackson Hole, but the
evening turned out to be one of the nicest in
the last three months.
Seeing all of the Porsches lined up in the
parking lot made for a spectacular site
against the snow covered Tetons. After
libations and lots of good conversation,
we were treated to a wonderful dinner and
scrumptious desert.
30
“Black-ops” team and Dick Beck did a terrific job
as Master of Ceremonies. Thank you Dick! Ken
introduced some of our new members; Michel
& Rose-Marie Crouzillat (celebrating their 54th
wedding anniversary this month), Andrew Weller,
Richard Emond & Teddy and Stan Czarniak
& Bridget. Welcome to our club! The most
coveted club award, “Member of the Year”, was
proudly presented to Dick & Val Beck for their
participation and contributions to the club over
the years. Congratulations to you from all of us
in the club and Porsche, Germany! Scot finished
up the official presentations by covering the
upcoming summer events. They are guaranteed
to be fun afternoons.
Our silent auction was a big success with some
really nice items to bid on. Many of the prizes
were generously donated by club members;
A Fly Fishing Trip was donated from Tom
Cook, Photograph of the Moulton Barn by Lou
Hochheiser, Party Cruise on Jackson Lake from
the Clancy’s, a drive in a Ferrari from the ItalianStallion Alberto, Oil Change & Inspection from
Brian Moore of RMC Motorsports and the Porsche
Encyclopedia “Excellence Was Expected”
from Scot Anderson. Thank you for
supporting the club. Dick announced each
of the winners and Nancy Clancy handed
out prizes. Even I had not seen some of the
unique items that Scot collected and was
finally not out bid on something that I really
wanted. Scot and Robin did a great job again
in assembling some exceptional items for
the raffle.
It was exciting to see everyone and their
beautiful cars again after a long winter. I
hope you enjoyed the evening as much as
I did and look forward to seeing you at a
future event.
31
PCA Yellowstone Region
Calendar of Events 2011
Nancy Clancey
Membership Chair
Willkommen
“Please welcome our newest members”
Michel & Rose-Marie Crouzillat ....... Jackson, WY
Stan & Bridget Czarniak .................... Jackson, WY
PORSCHE WINS AT THE RING
The 24 Hours of the Nürburgring is always a grueling
event. On the 26th of June, 220,000 spectators
watched over 200 cars participate at the most
beautiful race course in the world. The beautiful
yellow/green Manthey GT3 RSR set a new distance
record (3959 miles) by crossing the finish line in 1st
place and secured another victory at this prestigious
race for Porsche. It made for a spectacular summer
weekend in northern Germany.
At the end of the race, Dr. Wolfgang Porsche
commented: “I’m overwhelmed. A success like this
is only possible when everyone works as a team”.
May __________________________
9
Mon
21
Sat
27-30
Fri-Mon
Miller Motorsports Park-East Track (Lapping Days)
Miller Motorsports Park-West Track (Intermountain Region)
Bogus Basin Hill Climb
11
Sat
13
Mon
Annual Rendezvous Dinner @ Teton Pines. 6:00 PM
Miller Motorsports Park-West Track (Lapping Days)
9
Sat
16
Sat
18
Mon
31-August 6
Miller Motorsports Park-East Track (Intermountain Region)
Top Gear Challange & Road Rally, 12:00 Jackson High School
Parking Lot
Miller Motorsports Park-West Track (Lapping Days)
Porsche Parade - Savannah GA
6
Sat
22
Mon
27
Sat
Porsche Club Progressive Dinner & Social, 4:00 PM
Miller Motorsports Park-East Track (Lapping Days)
Jackson-Farson-LeBarge Day Tour, Jackson High School Parking Lot
June __________________________
July __________________________
August _______________________
September ____________________
15-18
Thu-Sun PCA Escape 2011 - Flagstaff, AZ
23-25
Fri-Sun Miller Motorsports Park-Full Track (Intermountain Region)
October _____________________
14-16
Fri-Sun
26
Wed
“Rennsport Reunion IV”, Laguna Seca Raceway, Monterey, CA
Club Get-Together @
43 North, 6:30 PM
Additonal SCCA events in southeast Idaho to show at ttp://
www.eiscc.com/default.htm (no set schedule at this time).
Contact Ken Koop for additional information and phone
numbers regarding all events listed.
* Yellowstone Region Club Event.
32
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so you can be too.
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e celebrate independence. Free to make our own choices, confident in our abilities
and setting our own course, we prefer the keys and the open road. And for good
reason. Being independent is liberating. At Bank of Jackson Hole, we understand the
importance of independence. In fact, it’s one of the pillars of our business. We prefer
to be remembered by our first name, to be given prompt, courteous and straight answers,
and to be a valued customer and not a number. So we started a bank with that very
philosophy. Our locally headquartered, owned, managed and 100% independent bank
was born out of our desire to put one person in the drivers seat: You.
www.bojh.com
We answer to
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Headquartered in Jackson Locally Owned and Managed 10 Branches 18 ATMs Commercial Loans Real Estate Loans Mortgage Loans Trust Services
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38 August 2011 - Yellowstone Region

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