The Grapevine Newsletter

July 2014

2

Hear it through the Grapevine

Featured Stories Pages

Porsche Parade Overview 7

Porsche Parade Welcoming Party 8

Porsche Parade Driving Tours Reviews 10

Porsche Parade, It’s the People 13

Parade 0f Porsches at Laguna Seca 14

Le Mans 24 Endurance Race Wrap-up :( 25

Technology of Porsche’s 919 Hybrid 26

Social Outings & Members Page

Driving Tour to Oxnard for Whale Watching 4

GEM Wedding Bells can be Heard Ringing 5

Where’s the Porsche on this Month’s Cover Page 6

Meet Greg Fullmer’s lastest Porsche Toy 20

Event Calendars & Schedules

Upcoming GEM Social Events in June 4

Our GEM Event Calendar 18

Up-Coming Out of Town Events

Mammoth Alpine Tour 16

Los Angeles PCA Porsche Concours d’ Elegance 22

Cal Central Coast PCA, Gathering of Friends 23

Porsche’s Werks Reunion in Monterey 36

3

Porsche Club of America

Golden Empire Region

Board Members and Chair Persons

Social Coordinator

Tammy Harris

Webmaster

Anton Khatsanovich

Newsletter Editor

Michael Thomas

gemgrapevine@gmail.com

Autocross Co-Chairs

Greg Fullmer and

Charles Rook

Safety Chair &

Insurance Coordinator

Mike McGregor

Membership Co-Chairs &

Communication Co-Chairs

Loren Stumbaugh and

Anna Stumbaugh

PCA Membership While our cars are very exclusive, our club is not.

Did you know that you can add a family member

or other interested person as an affiliate member,

at no additional cost? The family or affiliate mem-

ber must also be 18 years of age or older.

For all of the details contact our Membership

Chair:

Loren Stumbaugh

Porsche Club of America

Golden Empire Region

Membership Chairman

Loren7025@gmail.com

(661) 747-4416

Please join us online at our newly remodeled

Website and on our Facebook Group page:

http://gem.pca.org/

https://www.facebook.com/groups/

PCA.GoldenEmpireRegion/

And please send any Newsletter comments

or content contributions to :

gemgrapevine@gmail.com

Secretary

Spencer Harris

President

Omar Olivas

Vice President

Linn Christopher

Treasurer

Betsy Wadman

Past President

Pat Wadman

Secretary

Spencer Harris

President

Omar Olivas

Vice President

Linn Christopher

4

Upcoming GEM Social Events in July

The Golden Ox, every Saturday Morning at 8:am for Breakfast and Chit Chat , 3400 Wilson Rd.

Whale watching driving tour to Oxnard. From there members will board a

large fishing type boat which will take them through out the Channel Islands

in search of whales. It’s all happening on July 12th, details to follow soon.

Our Next Social Meeting will be held at The Macaroni Grill on Rosedale Hwy.

Tuesday evening, July 15, at 6:30

5

Wow Omar, you’re right, Cubic Zirconia

actually does look just like a real Diamond !

Just teasing you Shanell. He says

nothing but the very best is good

enough for his fiancée . Pretty Ring !

Cute Couple !!

And it looks like she knows CPR too !!

The Golden Empire Region has wedding bells ringing !

Omar, or Mr. Romantic as we guys call him found a very unique

approach to propose to Shanell. They took a trip to Monterey

together. On the way up he secretly contacted the Monterey

Bay Aquarium and arranged for a very special pre-hour tour of

the aquarium. He then asked the tour guide to have a wedding

proposal message placed inside one of the aquarium tanks.

Omar was finally able to get Shanell’s attention over to the tank

with the message. As she read the note inside he dropped to

one knee, open the engagement ring box, and asked her to

marry him. Congratulations to the both of you !!

Boy Anton, that’s going to be a tough act to follow pal :)

She said YES !!

6

Some of you may

have noticed the

only Porsche in

the cover picture

this month is on

our club logo.

This month we I

am paying tribute

to the majestic

beauty of California Central Coast. I know of no other highway in California that is as spectacular

as our own coastal Hwy 1 between Cambria and Monterey. I have found no other highway so

perfectly suited or more rewarding to briskly drive a sports car on.

My son Nicholas and I will roll down the windows on the Cayman, turn on the seat and cabin heat-

ers, and drive much too spiritedly up the coast. We love the cool coastal air, the breathtaking view,

and every wonderful turn that our Hwy 1 has to offer us. I hope these experiences are something

Nicholas can hold on to, and look back on with fondness in his later years as great times we shared

together. I know I always will. Yes for us, driving up Highway One from Cambria to Monterey, in a

gorgeous Porsche is one of the very best parts of any Monterey event.

So, on to our review of Porsche Parade 2014 in Monterey, California. For those of you who may

not be familiar with Porsche Parade, it is the largest Porsche gathering in the United States, and

possibly the world. Each year Parade is held in a different location throughout the country. From

East to West coast, and all states in-between, PCA members will drive their Porsches across the US

to participate in the Parade activities and socialize with thousands of other Porschephiles.

And what an honor it was to learn that the 2014 Porsche Parade was to be held this past month in

our own back yard. I believe that Carmel and Monterey showed off some of the finest California

has to offer.

7

Several Golden Empire Region members made the trek to Parade this year. Loren Stumbaugh, Ken

Keenan, Mike McGregor, Pat and Betsy Wadman, and of course me and my son Nick.

Pat and Betsy was busy dazzling the judges and guests at the con-

cours with the charm and elegance of their nicely restored ‘73

911T Targa. And Mike McGregor was busy winning a complete set

of Pirelli tires at the Welcoming Party! Those are going to look

great on your Carrera Mike !! A great trip was had by all …...

Pat and Betsy Wadman’s gorgeous ‘73 911T

Targa showing very nicely to the crowd ! While I just enjoyed more of the sedate pleasures

that the beautiful Portola Hotel had to offer :)

8

The lavish Monterey Hyatt Regency on the Del Monte Golf Course was the

headquarters fro the 2014 Porsche Parade.

Items sold out very quickly in the Goodie Store

The opening night reception sponsored by Pirelli was a big hit with all who attended. Especially Mike McGregor !

Also pictured above at the reception is son of Ferry Porsche, Hans Peter Porsche (in the dark sports coat)

2014 Parade Grill Badge

9

The new 2015 Boxster GTS was unveiled and presented at the opening night dinner with the help of Peter Porsche

10

Participants enjoyed driving tours from Monterey to all parts of the Central Coast. They consisted

of caravans of Porsches driving down Hwy 1. Some tours continued on to the famous Hearst Castle.

While other tours stopped at Big Sur and then on to the Ragged Point Inn for lunch. Ragged Point

Inn is a nice hotel and restaurant located 600 feet above the beautiful Pacific Ocean. I’m sure many

guests from the East and Midwest were in awe of this majesty of these locations.

The drive to Big Sur included a

stop for lunch at the beautiful

Ragged Point Inn located high

above the Pacific Coast line.

11

And of course the Cayennes had to go play in the dirt :)

Betsy was so proud of how filthy her Cayenne got ! Cayenne owners are very creative !!

Nick and I joined the Gimmick Rally that took us along the magnificent 17 mile drive

Deer feeding on a Spyglass green

12

Something for everyone at the 59 Annual Porsche Parade in Monterey

Saturday’s 5K run was enjoyed by the more fit Porschephiles And no Porsche event would be complete

without Banquet each evening to celebrate

The Bruce Canepa Racing facility was a Porsche Parade driving tour and open house located in Scotts Valley.

There were 3 of these events and they sold out quickly. Sorry I missed out on this one, heard it was great !

Autocross at Porsche Parade. I heard it was on a runway at the airport. Oh, and who’s the guy in green ?

None other than Peter Porsche who received a little AX instruction from Loma Priesta Region’s Larry Sharp !

13

14

And the 59th Porsche Parade culminates with the Parade of Porsches at the Laguna Seca

Mazda Raceway. 500 Porsches of all shapes, sizes, and years participate in a group picture

and two laps around the track.

15

Presenting the 2014 Parade of Porsche at Laguna Seca’s Mazda Raceway

So with a couple of laps around the Mazda Raceway and a Victory Banquet to follow lat-

er that Saturday evening the 59th Annual PCA Porsche Parade 2014 comes to an end.

16

Mammoth High-Alpine Tour, Mammoth Lakes, California

Friday July 18th—Sunday July 20, 2014

Click Picture for complete details at Website

17

18

June 2014

Sun Mon Tue Wed Thu Fri Sat

1 White Glove

Porsche Concours

in Dana Point

2 3 4 5 6 7 San Luis Obispo

Drivers Ralley

8 San Luis Obispo

Concours d’

Elelgannce

9 10 11 12 13 14 Porsche’s

Return to the 24

Hours of Le Mans

15

Porsche Parade

Monterey Calif

16

Porsche Parade

Monterey Calif

17 Social Meeting

at FireHouse bar

and Grill on White

Lane

18

Porsche Parade

Monterey Calif

19

Porsche Parade

Monterey Calif

20

Porsche Parade

Monterey Calif

21

Porsche Parade

Monterey Calif

22

Porsche Parade

Monterey Calif

23 24 25 26 27 28 Drive to

Murphy’s Auto

Museum

29 30

July 2014

Sun Mon Tue Wed Thu Fri Sat

1 2 3 4 5

6 7 8 9 10 11 Whale Watching in

Santa Barbara

13 14 15 Social Meeting

Macaroni Grill on

Rosedale Hwy at

6:30 PM

16 17 18 19 Paso Robles

Wine Tasting has

been Postponed

20 Los Angeles

Porsche Concours

at Museum Flying

in Santa Monica

21 22 23 24 25 26

27 28 29 30 31

Sun

3

10

17 Pebble Beach

Concours de

Elegance

24

31

19

August 2014

Sun Mon Tue Wed Thu Fri Sat

1 2

3 4 5 6 7 8 9

10 11 12 Monterey

Sports Car Week

13 Monterey

Sports Car Week

14 Monterey

Sports Car Week

15 Porsche Werks

Reunion Monterey

16 Laguna Seca

Motor Sports

Reunion

17 Pebble Beach

Concours de

Elegance

18 19 Social Meeting

To Be Announced

20 21 22 23

24 25 26 27 28 29 30

31

September 2014

Sun Mon Tue Wed Thu Fri Sat

1 2 3 4 5 6

7 8 9 10 11 12 13

14 15 16 Social Meeting

To Be Announced

17 18 19 20

21 22 23 24 25 26 27

28 29 30

20

Greg Fullmer shares his latest Porsche

Last month we learned that Greg Fullmer’s beloved 914/6 GT

has already found a new home. But

Greg is OK with that because he too

has moved on. A few Saturdays ago

Greg drove up to the Golden Ox

breakfast group in a beautiful bright

red, 2012 Porsche Cayman R.

Greg became interested in the Cay-

man on a trip to Germany where he

rented and drove one. He found the

car to be very exciting and responsive.

The Cayman hook was set.

Greg stated that he had in mind what

he wanted in a Cayman, right down to

the color. It had to be a Cayman R,

and it had to be red !

The Cayman R is the highest perfor-

mance street Cayman that Porsche

builds. And the racer in Greg would

not let him settle for less. He finally

found a car at the Newport Beach

dealership that met all of his criteria.

And it only had 13,000 miles on it.

The Cayman R is known for it reduced

weight. The R has no door handles.

It uses door straps to save weight.

Many Cayman R do not have air con-

ditioning installed to save 27 lbs.

However Greg knew that not having air conditioning in Bakersfield was not an option. The Cayman

R is much like the Cayman RS that is used by private racing groups around the world. And weight

means everything to racers. I read a story that Porsche considered labeling the Cayman R as the

Cayman RS. But the extra S added too much weight to the car :) Very nice car Mr. Fullmer …..

21

Car and Driver’s review of

the 2012 Porsche Cayman R

You notice the new Cayman R’s aes-

thetic distinctions immediately. Por-

sche plays on the historic racing

theme once again through the use of

specific lettering and stripes on the

R’s flanks, as well as a fixed rear wing

that references the 1967 911R, of

which only 19 were built. The compe-

tition often struggles to integrate his-

tory into its sporty offerings, but all

Porsche needs to do is add another

letter and a few stripes to send its

loyalists into hysterics.

That, of course, is not all. The Cay-

man R has gained 10 hp over its Cay-

man S sibling—for a total of 330

available at a lofty 7400 rpm—thanks

to a freer-flowing exhaust system.

Even more important, Porsche claims

the R sheds a cool 121 pounds, mak-

ing it one of the lightest sports cars

on the market. How was this accom-

plished? The aluminum doors shave

off 33 pounds, 26 pounds come from

the use of lighter seat structures, and

11 pounds from new wheels. The rest

is in the details, such as the fabric

straps that replace conventional door

pulls and the nonactuated rear wing.

If you can do without air conditioning

and a radio, subtract another 26 and

seven pounds. The carbon-ceramic

brakes—an $8150 option—will shave

off another seven pounds, and the

available lithium-ion starter battery

($1700) is worth 26. These weight-

saving measures are much the same

as those employed on this car’s open

-roofed foil, the Boxster Spyder.

Zen and the Art of Mid-Engine Por-

sches

Like any Cayman, the R imparts an

instant sensation of man-machine

harmony as soon as you get behind

the wheel. Looking around, we note

the interior is purposeful and clean, if

a bit dated.

The precision with which any

throttle, brake, and steering input is

delivered dynamically is virtually un-

matched. It’s a sharpness that sets

the Cayman R apart from its lesser

siblings.

That’s not least thanks to a lower

center of gravity and a modified chas-

sis with a reduced roll-angle gradient.

The aerodynamics are improved as

well: Rear-axle lift is reduced 40 per-

cent, front-axle lift has been lowered

by 15 percent. The steering is per-

fectly weighted, neither light nor arti-

ficially heavy. The naturally aspirated

flat-six is supremely responsive and

attentive to the slightest input, a be-

havior unmatched by any turbo-

charged engine. At the limits of adhe-

sion, the Cayman R is remarkably

communicative and a pleasure to

handle. It allows the driver to probe

those limits fully, as the stability-

control system can be turned off

completely.

In standard configura-

tion, the power is trans-

mitted to the rear

wheels through a six-

speed manual transmis-

sion with nicely spaced

ratios. Those who pre-

fer not to shift for

themselves might appreciate the fact

that the optional seven-speed PDK

dual-clutch automatic (which comes

with a 55-pound penalty) has a modi-

fied and sportier shifting strategy in

its normal and sport modes. Sport

plus, which Porsche says is strictly for

the track but which we appreciate on

open roads as well, remains un-

changed. It is our favorite setting as it

doesn’t try to interpret the pilot’s

driving style and therefore is utterly

predictable.

Straight-line performance is impecca-

ble. At an ungoverned 175 mph and

with a predicted 0-to-60-mph time of

just over four seconds, the Cayman R

should leave much more powerful

cars in the dust. Acceleration runs are

accompanied by an angry blare, alt-

hough we’d prefer it to be even more

assertive. But it still sounds great.

The Cayman R is not a compact

equivalent of the radical GT3 RS—

you could easily use this car on a long

trip—but it is a better, slightly faster

Cayman that remains faithful to the

established formula. True, it and the

Boxster Spyder inch uncomfortably

close to the entry-level 911 models.

But if any brand can handle a little

internal competition, it’s Porsche

22

23

From 8am—5pm

24

25

Although disappointed to be denied a

podium result in his return to the Le

Mans 24-hour, a "proud" Mark Web-

ber has emerged from the sports car

classic upbeat about the debut per-

formance of the Porsche 919 Hybrid

and the newly-formed factory team.

Webber, who joined Porsche's new

World Endurance Championship

attack in 2014 after 14 years in For-

mula One, was in contention for a

shock win and more certainly on

course for a podium until the car he

was sharing with Timo Bernhard and

Brendon Hartley broke its V4 turbo-

petrol engine without warning with

less than two hours to go.

"We still had a bit of work to do, but

holy shit we had broken the back of a

lot of the race and the engine was not

on my mind," Webber said post-race.

"The engine has been tested pretty

well, but there weren't many safety

cars and it was a hard race on the en-

gines".

The second Porsche 919 Hybrid went

out shortly after Webber's car, also

with some form of drivetrain issue.

A hectic and incident packed race was

won by the Audi trio of Marcel

Fassler, Andrew Lotterer and Benoit

Treluyer, with team-mates Lucas di

Grassi, Marc Gene and Tom Kristen-

sen second in a car completely rebuilt

after a huge Thursday crash. Both R18

e-tron quattros had the turbocharger

in their diesel V6 engines changed

during the race.

Meanwhile, the Toyota of Anthony

Davidson, Nicolas Lapierre and Sebas-

tien Buemi fought back from an early

crash to finish third.

Toyota had looked a strong chance to

break its duck at Le Mans until the

leading TS040 of pole qualifier Kazuki

Nakajima, Alex Wurz and Stephane

Sarrazin suffered terminal electrical

issues after 14 hours. Toyota now has

zero wins from 16 starts while Audi

has won 13 times since 2000.

Webber's Porsche led the race as late

as the 22 hour mark, but had been

overhauled by Audi by the time it

ground to a halt.

"Audi and Toyota, gee they knocked

seven bells out of each other early

on," Webber said. "The pace was re-

ally quick. I think they actually

knocked each other out."

While it was "awesome" to be in the

lead, Webber said he never believed

his crew would win the race.

"We were happy with the steps [of

the podium], that would have been a

big day for us."

Webber and his team-mates battled

the handling of their car from the fifth

hour onwards when the front anti-roll

bar broke. That slowed the car by sec-

onds per lap and the drivers ran off

several times under brakes battling

the problem.

But the team judged the time lost re-

placing the broken bar would have

cost them any chance of victory.

"We had an issue with the front of

the car from 8pm last night and we

just could not get the balance, some-

thing was wrong at the front and it

would have taken a lot of time to

change it so we just had to press on

although we lost a lot of speed in the

car.

"We had to do something different,

so it was fuel and tyres for 15 hours

and then the engine has got a bit

tired in the end."

This is Webber's third attempt at Le

Mans and his first since he spectacu-

larly flipped twice in 1999 driving a

factory Mercedes-AMG. He has yet to

finish the event.

He was clearly rankled when asked

whether he was starting to think the

race was "a bit of bugger".

"No I am not, a very typical Aussie

question that mate, but no I am not.

Very positive. We had a f...ing great

day out there today.

"You are saying you've had three

years here and you haven't had a re-

sult is it a hoodoo circuit. Rubbish.

"Anyway, back next year we'll give it a

good crack, we'll go from there."

Apart from that spike, Webber was

otherwise calm and 'on message' dur-

ing his 10-minute post-race scrum

with Aussie media.

"I just feel for the boys, a lot of young

mechanics and the hard yards that

have gone in at Weissach, every-

where. It's hard to explain the man-

hours that have gone in to get to that

level are astronomical and they have

absolutely busted themselves.

"And they got within a sniff of a

pretty special result."

Related reading: Wrap up of 2014 Le

Mans 24 hour

26

It's not often that a company like Porsche is the underdog. But as they gear up for the 24 Hours of Le Mans this

weekend, that's exactly what they are. Returning to the race for the first time since the late 1990s, they're up against

far more established teams, most notably corporate cousin Audi. How can they possibly expect to win?

With technology, that's how. They're calling their 919 Hybrid "the most complex Porsche race car ever," and consid-

ering the company's race car output over the decades, that's no small statement.

Porsche explains that they're at something of a disadvantage compared to more established teams. They don't have

the experience or data from previous races to draw on, outside the GT category the 911 is running in, and they used

their own engineers to develop the LMP1-H car rather than rely on outside companies.

But Porsche says this also gave them a lot of freedom on how to create their hybrid prototype racer. As with every

Le Mans race, efficiency is the key here, and the way Porsche has gone about that is pretty fascinating.

As you've probably heard, the 919 is powered by a 2.0-liter direct injection, turbocharged, gasoline-powered V4 with

500 horsepower mated to a hybrid electric drive system with more than 250 horsepower.

Porsche says they decided to drop the kinetic energy recovery system on the rear axle in favor of one on the front

axle. As the weight of the car shifts to the front during braking, they believe they can exploit kinetic energy on a

greater level.

But that's not really the interesting part — thermodynamic energy recuperation is. Because the car is turbocharged,

it gave Porsche a few options on how to increase efficiency.

27

Instead of a wastegate like on a normal turbo car, the engine has an extra turbine generator unit driven by ex-

haust gases. This turbine takes the exhaust and uses it to produce electrical energy. (The current turbocharged

Formula One cars also turn heat and exhaust from the turbo into electric juice.)

Porsche is running in the six megajoule (6MJ) hybrid class with the 919, which means the car can use exactly 1.67

kilowatt hours of energy per 13.629 km (8 mile) long lap at Le Mans. Under these rules, the gasoline engine is only

allowed to consume 4.78 liters of fuel (about 1.25 gallons) per lap at Le Mans. The cars have to use 30 percent less

fuel than last year.

But Porsche seems to have efficiency on their side. The company says that in 2013, the winning car covered 348

laps — with their system over the same distance, they believe the 919 can produce enough energy to run a 60

watt light bulb for 9,687 hours. That's unbelievable.

Will the 919's innovative kinetic and thermodynamic energy recuperation systems be enough to take on the diesel

-powered giant that is Audi, or will it end in failure? We'll find out this weekend.

Well as we now know, Porsche’s hi-tech technology used in the 919 Hybrid failed to overcome the more proven

TDI diesel technology that has carried Audi to the Le Mans winner’s podium for 8 of the last 9 years. But it cer-

tainly is fun to see Porsche back in the 24 hour endurance game. Now we just need to get Ferrari back in the

game next year !

28

PORSCHE’S MAGIC 24 HOURS of LE MANS MOMENTS

“Racing is Life. Anything that happens before and after is just waiting.”

Porsche's return to the highest class at the Le Mans 24-Hour race with the 919 Hybrid is over. The record of 16 overall wins at what is probably the hardest car race in the world remains unbeaten. Nevertheless, Porsche cannot rely on its successful past. The prototype with its two innovative energy recovery systems is completely new territory. However, Le Mans isn't all about technology. Memories from the legends below who drove these magnificent cars highlight how hard it is to win this marathon.

The 1970 Le Mans rivalry between Porsche’s 917K and Ferrari’s 512S was

so epic it inspired the racing movie Le Mans, starring Steve McQueen

Porsche’s driving team for winning car #23, Han Hermann and Richard Attwood

Hans Herrmann (From Stuttgart, DE, overall winner with Porsche in 1970): "I lost to Jacky Ickx in 1969 after we'd spent the last hour and a half overtaking each other several times each lap. In 1970, Ferdinand Piëch ensured that we had a good chance to go for the win with a more powerful engine. Being able to win just a year after losing by a hair's breadth was, of course, very spe-cial. It was also the first overall victory for Porsche - and it was my last race. I announced my retirement

from racing after that. I had promised my wife. She had started to press me a year or two before, because of the many friends we had lost. And I knew it myself: there was no reason I should have all the luck, and at some point my luck might run out. It was very moving that all of these factors came together in 1970. I don't remember if I shed any tears or not. But I certainly could have - I'm pretty emotional."

Richard Attwood (From Wolverhampton, UK, overall winner with Porsche 1970): "We won under odd circumstances. In February, Helmuth Bott, who was then board member for development, asked me what car I wanted for the 24 Hours of Le Mans. I told him three things: First, I wanted the 4.5-litre 12-cylinder instead of the 5-litre engine, which I

thought was less reliable. Second, I wanted the 'Kurzheck' (short-tail) version of the 917 because the long-tail version was so fidgety. Third, I wanted Hans Herrmann as my partner, because he knew how you have to pace yourself with the material to get through the long race. I got everything. And then we qualified in 15th. At that moment I thought I had made the biggest mistake of my life. We wouldn't stand a chance against the 5-litre engines. We weren't com-petitive and could only hope that the cars in front of us would have problems. And that's exactly what happened."

29

Jacky Ickx

(Born 01.01.1945 in Brussels, BE, four overall wins with Porsche, six in total):

"After three hours we thought we'd lost the race. My 936 was out, and I joined up with Jürgen Barth

and Hurley Haywood. But they were having trouble as well. We were in 42nd place. I still can't get my

head around what happened next. It was this euphoric state. I drove the whole night through at top

speed, always at the limit. In rain and fog. I just got faster and faster. 42nd, 35th, 28th, 20th, ninth,

sixth, fifth. Everyone felt that we could achieve the unimaginable. Jürgen and

Hurley drove faster than ever, and the mechanics did an incredible job. I did-

n't feel tired at all. Then we took the lead. On Sunday morning I was totally

spent. In the end, Jürgen hauled the 936 across the line with only five cylin-

ders. I wouldn't have been able to. There are a lot of great stories about a lot

of races. But 1977 stands out. That was a once-in-a-lifetime thing. Races like

that have made Porsche a legend.”

Hans-Joachim Stuck (Born 01.01.1951 in Garmisch-Partenkirchen, DE, overall winner with Porsche 1986 and 1987): "My Le Mans moment lasted three minutes and 14.8 seconds. Pole position with the Porsche 962 C, a perfect lap. And because the Mulsanne straight was later defanged through the addition of chicanes, it will likely be a record for posterity. The 962 is the best race car that I ever drove. Brute force and unbe-lievable ground effects. The centrifugal forces were enormous, and there was no power steering. You

needed the strength of a bear and a lot of courage. I just had one run because of the tyres. Start, Dunlop curve, left, right through the Esses. At Tertre Rouge I was pushing the traction limits. But the corner is so important for your speed on the Mulsanne straight, and it was right on. Fifty seconds of flooring it, then brake from 360 km/h for the Mulsanne corner and jump back on the gas as soon as possible. Indianapolis, Arnage, Porsche curves, Maison Blanche, Ford chicane, and you're done. In those three minutes my concentration was sharp as a knife. It was just me and that Porsche at Le Mans."

Rudi Lins From three times at Le Mans, but 1970 is the year that has stuck in my memory the most. Together with Helmut Marko, we won the prototype and index classes and came in third overall in the Porsche 908. That night it rained cats and dogs. Rain, rain, rain for hours. No one who hasn't experienced that can imagine what that means for a driver at Le Mans. If you want to overtake a car, first you have to dive into the

spray. You can't see a thing, you have no idea what's behind the spray: One car? Two? For a while Hans Herrmann and I were driving together at night. That was good, be-cause we knew who we had around us. For Helmut Marko and me, there was also the fact that our car was an open one. At the end of a turn we were soaking wet - if not from sweat, than from the rain. I was just 25, a young'un."

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Though the lightweight, mid-engined Porsche 914 of the late 1960s and early 1970s was far from a perfect machine, it has developed a cult following that keeps it active in the streets and on tracks around the world to this day. Many have longed for a new-generation of the car and reports suggesting such a model was in the works were all the buzz in the recent past, even as re-cently as the 15th of this month. However, the cold truth of the economic crisis and Por-sche’s own desire to remain exclusive means plans for a new entry-level roadster have been dropped. Speaking with The Daily Telegraph, Porsche’s executive vice-president for sales and marketing, Klaus Berning, said the company has no plans to introduce another new model to its range and that this fifth model line has been shelved indefinitely. "Another model line is not something we are concen-trating on at the moment,” Berning explained. "We may start looking at that after the launch of the Panamera but my gut feeling is that we do not need one. Original speculation that Porsche was working on a new roadster was brought about by the company’s impending merger with Volkswagen through a planned share buy-

out. The keystone was production of VW’s recently revealed Bluesport roadster concept. Virtually every mainstream VW Group brand, from Seat, to Skoda, to Audi, and VW, have been rumored to be working on their own versions of the car and Porsche, too, was reportedly planning to build one.

To keep costs low, the roadster was to share parts with a

number of existing VW models. Elements unique to the cars would have been an aluminum-spaceframe chassis, a mid-engine and RWD layout, and a range of high-output 2.0L forced-induction engines.

While a new entry-level model may be out of the ques-tion, a new four-cylinder model, either in the Boxster/Cayman line or possibly even the 911, could be in the works. When quizzed on the topic, Berning teased: "You never say never, but we have not made any decision to go that way.” He went on to explain that it "could be possible to have a four-cylinder again in a 911 but it would be a Porsche four-cylinder. The 911 is the core of the brand and it fol-lows different rules to the rest of the brand models.”

Porsche and VW rule out plans for a new entry level Roadster sighting lack of projected sales

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Porsche fans who fondly recall the marque's last mid-

engine sports car powered by a four-cylinder ‘boxer’ en-

gine, the 914 (1969 - 1976), will be glad to know the Ger-

man automaker will soon launch another one. Porsche

CEO Matthias Mueller recently confirmed the automaker

was on a new four-cylinder boxer engine to power its

next generation of sports cars, starting with the next Box-

ster and Cayman due towards the end of the decade, and

now we have a few more details on the engine, including

displacement and power figures.

According to CAR, Porsche has developed three versions ,

displacing 1.6, 2.0 and 2.5 liters respectively. The 1.6-liter

is said to deliver 210 horsepower while the 2.0-liter is

said to be good for 286 horsepower and 295 pound-feet

of torque. The 2.5-liter should muster up 360 hp and 347

lb-ft of torque, according to the report. To achieve these

figures are said to feature turbocharging and direct-

injection technologies.

While all three engines have been designed, only the 2.0-

and 2.5-liter units are expected to be utilized by Porsche.

The 1.6-liter engine is said to have been designed for the

new 551 “Baby Boxster”. Porsche was considering

launching this entry level roadster, but has since been

canceled.

Look for the larger appear in the next Boxster and Cay-

man. We could also see the engines used in Porsche’s

SUVs like the Macan and Cayenne, possibly integrated

with hybrid technology. Eventually, we’re likely to see the

engine fitted to the 911, especially if Porsche achieves

success with its four-cylinder (V-4) 919 Hybrid LMP1 race

car.

Note, Porsche already has a four-cylinder model in its

lineup, the Macan, but the engine in this model is a

straight-four design borrowed from Audi.

First Details On Porsche’s New Four-Cylinder Boxer Engine

The 2.5 Liter should muster up 360 HP and 347 lb-ft of Torque

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* Hold The Presses * The Story that will not die !

Smaller Porsche 917 Roadster back on the table with turbo boxer four cylinder power?

Dateline 6/24/2014 The last we heard of it, the project was delayed indefinitely. However, according to a new report,

Porsche isn't just downsizing its engine portfolio with a new line of four-cylinders, it's also downsizing

its cars.

Germany's Autobild reports a 917 roadster or spyder is back on the table. Codenamed 718, the maga-zine says it will be smaller and lighter than the current Boxster when it arrives in showrooms some-time in 2016. Named after a Porsche race car built from 1957 to 1962, it will be based on the current Boxster/Cayman platform but will reportedly be more "uncompromising and agile," with unique styl-ing and a stripped-down interior. Buyers will reportedly have to settle for a manual soft top with a plastic rear window. Along with intensive use of high-strength steel and aluminum, it will help the 718 reach a target weight of approximately 2,623 pounds.

Part of the reason is that Porsche has new turbocharged boxer four-cylinder engines on the way that would mate per-

fectly with a new lighter chassis. How light? Autobild says a weight of around 2645 pounds which is lighter than any-

thing in the Porsche lineup. That means this new smaller car would be focused around the driving experience and be

sort of a modern 550 Spyder successor.

It would also allow the Cayman and Boxster to move up in size and potentially finally exceed the 911. The 917 would

then fill the entry level lightweight void and with close to 400 horsepower from a 2.5 liter turbo engine and a 2600

pound curb weight this car would be a blast to drive with mid-engine Porsche handling dynamics. Let's hope this is ac-

curate and this car actually come to fruition.

Meanwhile, a different kind of four-cylinder Porsche is quietly heading to showrooms overseas. The 2015 Porsche

Macan will be offered with an line-four that's likely derived from the 2.0-liter TFSI unit used in the related Audi Q5. In

the Macan, it develops 237 hp and 258 lb-ft of torque, enough for a 0-62 mph time of 6.9 seconds and a top speed of

138 mph.

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Truly the best annual 356 Concours event – at the best 356 site. The 29th Annual Dana Point Concours – Join us for this

special annual event on the lawn at Lantern Bay. If you have been there, you know… if you haven’t, you have heard.

Once again, the 356 Club of Southern California is inviting the Porsche community to be a part of it. As is the custom,

any Porsche can come and display on the grass with the 356′s to be judged. No, they are not eligible for trophies alt-

hough clubs representing other Porsche models may be holding their own contests. It is amazing to see the 350 plus

Porsches that come out in support of the concours competitors – it is one of the best displays of Porsches to assemble

at any time!

The 356 Club of Southern California invites you to bring your 356 to be judged.

Weekend Schedule -

Saturday July 19th

2:00 PM – Tour d’Elegance (Open to any Porsche that wants to go)

5:30 – 7:00 Stoddard Reception at the Laguna Cliffs Marriott

Sunday July 20th

6:00 AM Judged car placement begins

8:30 AM All Porsche’s welcomed on the lawn to park

9:00 AM Judging begins

11:30 AM Lunch served

1:00 PM Award presentation

Classes:

Divisions are Full Concours, Street Concours

and Wash and Shine

Class 1) up to ’55

Class 2) ’56-’59

Class 3) ’60-’61

Class 4) ’62-’63

Class 5) ’64-’65

Class 6) Special Interest/Competition

Class 7) Carrera

Class 8) Outlaw

Class 9) Unrestored (Judged as a group)

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Be sure to register for this event in August at MotorSportReg.Com

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Speakers, out with old and in with the new !

If anyone is in the process of fixing up an older 911, 912, or

356 I have stumbled on a resource in Costa Mesa that can

provide some excellent speaker upgrade choices.

Replacement for the front dash speaker is a perfect drop

-in replacement. Remove the old original dash speak and

replace with two, more powerful speakers. Then replace the

dash speaker cover grill and you’re done.

I removed an old aftermarket radio from my ‘71 911 Targa

and replaced it with a Pioneer Bluetooth radio receiver and a

150 watt Alpine amplifier. About right to compensate for the

noise created by an air cooled Porsche 911 with an open top.

For the rear speakers, I removed the two old 1970s style

surface mount rear deck speakers and replaced those with

the box speakers pictured below. I placed those on the floor

and devised a small bracket that secures the speaker boxes to

the luggage straps connecters below the rear seats at floor

level. The sound to good in this position even though they

face the back of the rear seats. They can easily be lifted up

and placed on the backs of the rear seats that are folded

down. That improves sounds quality quite a bit.

Woody’s Custom has many custom made sound products to

upgrade the Classic Porsche’s radios, speakers, and antennas.

Woody’s Custom Shop Online EBay Store

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The engine is the heart of each and every Porsche, and air-cooled flat engines place particular demands on a lubri-cant. The thermal load is higher than in water-cooled units, for example, which means that the engine oil has to work harder to cool the engine down. The larger oil vol-ume firstly entails a longer oil heating time, and secondly calls for optimum cold running behavior. The traditionally high power output per liter of the engines also results in high compression and high pressures. Together with the different temperature zones which are characteristic of air-cooled engines, this means that the oil needs a high "hidden" performance reserve.

A compact and lightweight engine design means that the connecting rods will be short in relation to the piston stroke, which in turn means high lateral piston forces and correspondingly high demands on the lubricating film sta-bility of the oil. In short, the older flat engines in particular can't just use any old oil. The development of an engine oil for classic air-cooled flat engines has therefore been something akin to a balancing act between tradition and innovation: as advanced as possible and as traditional as necessary.

Although modern oils are better from a technical point of view, this is not the case when it comes to classic air-cooled flat engines. For example, the low viscosity of a 0W-30 oil means optimum cold-start behaviour, low engine

resistance and other benefits in modern engines. In a 356, however, an oil of this kind can result in leaks and in-creased oil consumption due to the engine's higher pro-duction tolerances and lower oil pressure during opera-tion.

Modern oils also use highly efficient detergent/dispersant agents to thoroughly clean the engine and reliably remove dirt, which can be too much of a good thing for a classic Porsche engine. It is true that additional deposits should be prevented and oil-soluble contaminants such as soot, water and dust kept suspended until they are drained off through the oil filter or removed during the next oil change, but at the same time it is important that the de-posits which have built up over decades are not suddenly dissolved and that seals are not corroded.

Since not every classic Porsche is in everyday use, the en-

gine oil also had to meet other demands: classic vehicles

are often left stationary for long periods of time and only

moved intermittently and for short journeys, which means

that condensation can form in the oil if the engine does

not heat up fully. Aggressive combustion residues can

cause acidification of the oil fill, resulting in the corrosion

of engine components. The alloys, metals and sealing ma-

terials which were used at the time are at particular risk.

Porsche therefore paid particular attention to this aspect

when developing its Porsche Classic Motor oil. The special

formulation incorporates a high alkaline reserve, which

neutralizes any acids that may form. Additional corrosion

inhibitors also protect vulnerable components, even dur-

ing longer stationary periods.

Porsche says it’s time for an Oil Change ! Porsche Classic Center has introduced two new motor oils

designed for our beloved Air Cooled Porsches. These new

oil products are available now at any Porsche Dealership.

Oils for modern Liquid Cooled Porsches are to follow soon.