Red River Ramblings

March 2009 03 02 Volume 10 Issue 3

Polar Bear dressed as a 1930’s Pilot greets arrivals at Winnipeg Airport.

He was NOT flying the UPS jet in the background!

Questions? Got an idea? Come out to one of our Events or Meetings, or you can get in touch with one of these friendly folk

Red River Region Executive President

Tobias Theobald 1985944@mts.net MEETINGS AND

ORGANIZATION OF THE CLUB

Insurance & Safety Chair Chief of Autocross Timing

Vicki Poirier VickiPCA@gmail.com

Past President Membership

Malcolm Hinds (204)488-9622

membership@redriverpca.org MEMBERSHIP ISSUES

Red River Region Appointed Chairs

Vice-President David Grant newsletter@redriverpca.org AUTOCROSS, RALLY & NEWSLETTER ISSUES

Webmaster Wayne Schellekens webmaster@redriverpca.org WEBSITE ISSUES

Librarian WANT TO BORROW ANY OF THE CLUB’S VIDEOS OR BOOKS? porschefamily@gmail.com

MAAC Representative (Manitoba Association of

Auto Clubs) Kevin Dill

krd@mac.com EVENTS OF OTHER

CAR CLUBS

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Treasurer Leo Rietze

rietze@mts.net Secretary Briget Sawatsky brigetsawatsky@gmail.com

PARTS & ACCESSORIES

New adjustable 944 suspension, coilovers, Konis, used heavy sway-bar, new pads and dash cap $1200 OBO Mike 204-848 7582

Porsche 928 rear bumper lettering. Each large letter (P-O-R-S-C-H-E) fits into the embossed script letter-ing in the bumper as if it were a factory original. This ALL-WEATHER designer set comes in two different colors to match almost any color bumper. Silver or black. Adds an OEM look you see in newer car mod-els today. Photos available upon request. $50. porscheclub@mac.com. Kevin. 254-5178. Porsche Tequipment TrafficPro satellite navigation system for the 993, 996 and 986 Boxster (1995-2002). Brand new item in the box with naviga-tion CD's and GPS antenna. This is a plug and play with removal of factory radio unit and use of all existing connectors. Route guidance information is delivered visually on the dot-matrix display as well as in the form of voice output via the standard audio speakers. This unit triples as a radio/CD/Navigation system. Long since discontinued, dealer list was: $1,421.33 USD. Porsche part #: 000-044-900-78. Now only $599 which is competitive with high end aftermarket units which stick to the windshield. This one fits where it belongs and is OEM. Call Kevin @ 254-5178 or email: porscheclub@mac.com Pirelli tires (225 45 ZR 17). Pair of two. Bridgestone S-03 Pole Position tires (285 30 ZR 18). Pair of two. Tires have even wear and are still useable for street or track use at a fraction of replacement value. $99 for each pair. Email porscheclub@mac.com or call Kevin @ 254-5178. Porsche Silver and Gold Crests. Brand new. For use on steering wheel, dash, door sill, side fender, center cap on wheel . 1/3rd the cost of new from Porsche. $30 each. Contact Kevin @ 254-5178 or email: porscheclub@mac.com 1971 911T being parted out can be reached at mvagustaf5@msn.com for pics and info 944 Parts less than on eBay… 1983 to 87. Call with your needs. 944 Reflector panel, goes between (and matches) Tail lights. $25 says “TURBO” Call David, 269-0019

To advertise here contact newsletter@redriverpca.org If you are a Member, you can advertise Porsches and car-stuff free. Don’t forget CARS WANTED and ITEMS WANTED are topics you might want to post in. 47

CLASSIFIED ADS FOR SALE: 1987 944S White/ tan still has the 16” rims supplied when new; 5 speed;16 valve 188 hp engine; power leather seats; ice-cold AC, converted to R134a. New clutch and various oil-seals. CD stereo; Power everything (?). Factory tool kit, aluminum jack, OEM spare and 12v air compressor etc. Over 1000 km on an 80 L tankful! Never crashed. No rust ever (all galvanized steel) Valid safety inspection; a joy to drive $8800 or offer David at 917guy@gmail.com 1986 944. Kalahari/dk brown. Runs well but could use some TLC which I was planning on doing this winter. I have some replacement/upgrade parts already that will be included such as cap/rotor/suspension, etc. $5900.00 obo reply to 944guy@gmail.com pic by owner

MODELS Porsche Carrera GT gigantic 1:10 scale radio control model. Brand New. All batteries included. Working lights and authentic sounds. Guards red with chrome-like one-piece wheels. No longer available. New in box. $150. Kevin. 254-5178 Porsche 959, 1:18 scale collectors model, metallic white with burgundy interior and trademark 959 triple-stripe on seats. Brand new in original box, discontinued years ago. This is serial no. 0001 so it is ultra-rare. $250. Kevin. 254-5178 Porsche Carrera GT, 1:18 scale collectors model in classic guards red. Detailed see-through/lid-lift engine bay and independent suspension with yellow PCCB brakes. Brand new in original box. $125. Kevin. 254-5178 1948 Porsche No. 1 Type 356 Roadster, 1:18 scale die cast painted silver with red seats. Very hard to come by model beautifully detailed right down to the rims. A nice example of Porsche history for the iconic collector. Brand new in original display box. $175. Call Kevin @ 254-5178 or porscheclub@mac.com KRD pics

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TABLE OF CONTENTS 2 CONTACT US ? 4 Calendar of Events 5 President’s Column 5 Membership Report 6 Zone 10 Calendar 8 Rally Report 9 This Week in PCA 10 Parade 2009 12 Editor’s column 14 Library Report 15 Winter Wonderland 16 2009 Porsche 911 GT3 18 Interior Designs for the Panamera 20 The Mark of Zora 24 Cayenne S Hybrid 26 Tech Visit Report 28 Porsche Museum 34 Ice Race Report 36 Polizei 911 38 Dyno Days 41 Porsches at Le Mans 2009 42 2009 Monterey Historic Races 44 Miscellany 46 Classified Ads

RED RIVER REGION CALENDAR of LOCAL EVENTS Date Event Contact March 4 Meeting at Pony Corral Pier 7 Pembina Tobias March 7 TSD rally, multi-Lap at Pony Corral Pier 7 David April Fool’s Day Meeting at Pony Corral Pier 7 Pembina Tobias May 7 Meeting & Car Show at Pier 7 Pembina May and June Autocross school and timed runs David June 27-July 4 Parade in Colorado PCA REGISTRATION BEGINS MARCH 3, 4, 5 (THIS WEEK!)

For questions about any event in this calendar, please email events@redriverpca.org or the Host as listed on page 2

SEE THE PCA WEBSITE FOR EVENTS FURTHER AFIELD

CONTACT INFORMATION ON ANY OUT OF TOWN PCA EVENT www.pca.org

As you plan a vacation or a business trip, look for a local PCA event there before you leave.

IT IS ALL THE SAME CLUB; FEEL FREE TO SAY HI & JOIN IN

Where-to-Find Our Advertisers: 3 Yokohama 13 Pony 14 EuroCars 33 Dias Auto 37 Castrol 48 Auto Haus

IF YOU HAVE NOT TRIED THE NEW

PCA.ORG FEATURES, PLAN TO

SPEND A FEW MINUTES EXPLORING ONLINE.

YOU WILL BE AMAZED!

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Except for otherwise-attributed material, all photos and text in this issue produced by

V. Poirier & D. Grant. I hope you enjoyed them. Views expressed are those of the authors,

not PCA or Red River Region. Member contributions are most welcome for next time!

Copyright 2009 David Grant, Editor 45

NOT A PCA MEMBER? GO TO PCA.ORG, AND SIGN UP TO RED RIVER REGION.

IT WILL COST YOU ONLY $42US. YOUR GET SO MUCH! ASK ANY OF US!

ADDRESS CHANGE? CONTACT VU NGUYEN AT PCA

admin@pca.org and MALCOLM HINDS in our Region at

membership@redriverpca.org

MISCELLANY Recipe? I like to bake and cook. I started this as a young child. I have been making ‘healthy’ cookies for many years. I bring my favorites to share with race workers, and those attending our events since the early days of our region. Good ingredi-ents and low temp cooking make these far better or you than your usual treats. I have been asked for the recipe, so here goes. In a big bowl, add 1 Cup sugar (white or brown, your choice) and 60 mL canola oil. Mix a bit. You can go anywhere from half a cup to 2 cups and still call them ‘cookies’. In a second bowl, add 3 cups oatmeal (I use quick-cook) 2 cups flour (whole wheat, or your favourite– Vicki likes rye flour). Stir together. Add this to the first bowl. Mix oily sugar into the dry stuff. Add 1.8 cups water. Mix; if too ‘stiff’ add 100 mL more water. Stir in either 1. Add 1 cup of shredded coconut. 2. Add 3/4 cup raisins, and 1/8 cup of chocolate chips. 3 Add half cup raisins and 1/2 cups of cut up dry apricot pieces. Drop a heaping tablespoon onto a dry cookie sheet. If you have the amount of water just right, the cookies will become 2 to 3 cm tall, and 6 to 9 cm wide on their own. Cook at 230F for about half an hour. If there is a trace or light brown on the bot-tom of a cookie, it is done. If it is solid (not gooey) I call it done. Leave cookies for a few hours upside down to cool/dry. I refrigerate or freeze if they will not be eaten in a week. If you put in a tin or bowl they will stay moist. You can make many batches without having to wash-up the bowls until you are done for the day. I use a silicone spatula to remove most of the batter each time.

Reminder: You can renew your PCA membership online.

Go to: https://www.pca.org/members/renewal_real.asp By renewing early you will maintain your subscription to Panorama, and

you won’t run the risk of missing an issue. If you know someone who wants to join the Club, tell them about PCA.org

If you have our Region’s handout Brochure, You can just hand them one. 44

MISCELLANY DO IT YOURSELF? There are examples used by advertisers to ridicule doing things your self. Major Surgery really should be left to professionals. If you faint halfway through an appen-dectomy, who will finish the job? On the other hand, bandaging a bad cut yourself will save you 8 hours of getting coughed on in the ER. With minor mechanical things, a competent person, with good advice and perhaps an apprenticeship, can do good work. One of the benefits of doing it yourself, whether it is changing brake pads, or installing bathroom taps is that you feel good afterward. A seldom mentioned benefit is that you do not harbour ill-will toward your ‘workers’. Everything has at least tiny flaws. If you put that scratch in your new taps, you can get used to it. If a stranger made the same scratch, it may become a long-term source of ‘negative thought” for you. If a fly-by-night ‘contractor’ overcharges you badly, you can be bitter for a long time. If you had done it yourself, you will not be ripped off that way. A big mental-health advantage for you!

There are practical limits to doing things your self. If your transmission breaks, most Porsche owners would rightly fear taking it apart. If you make good money as a pro-fessional, you will not save money doing your own oil changes or minor brake work. If you have the option of working overtime, it will always pay enough to cover the cost of repair. On the other hand if you have to wait an hour for some minor service, and it takes an hour to get ready and get to and from the appointment, the repair has cost you some $ and 2 hours. If you can do the work in under an hour (honestly measured!) there are savings to do-it-yourself.

I decided to do my own machining and welding not to save money, but because of workers (decades ago) who did not follow instructions. It was taking me almost as long to write up instructions as to do the work, so there was an immediate savings in time and $, plus I did better work. When you need service for your Porsche, your choices are few and clear. If Porsche is paying for the work, do what Porsche asks of you. Before you seek non-Dealer service for your Porsche, you should discuss the idea with those who have tried this route in the past. Really bad service is out there; stay away from it. You need to have a lot of trust in whoever works on your Porsche. Building a relationship with your repair shop is more important than a lower labor rate. If you love your Porsche, don't experiment with an iffy repair facility.

If you fear the ‘unknown’ you might be happier taking the car’s rims to a vendor in the back of your ’other car’ for new tires, and later bolt them on the car yourself. That way your car will not be damaged by a hoist, and your wheel bolts will not be overtightened.

Red River Region

MEMBERSHIP Report 2009 March 1

Primary Members: 91; Affiliates: 59; Total: 150

If you know, or see, someone with a Porsche, urge him or her to join our club.

CONTACT: Malcolm, Membership Chair

Tel: 488-9622 E-mail: PorscheMB@aol.com

President’s Column Another month closer to the driving season, and there are a couple important reminders that need to be communicated. Most importantly, Leon’s Centre Grape’s has closed it’s doors. At the meeting in February, it was resolved that, until May, we would meet at the Pony Corral lo-cated at 1700 Pembina Hwy (Pier 7). In May we will be reviewing our meeting loca-tions, hoping to find a new permanent home once again. As per the chart, last year’s survey showed that three important factors for our meeting location are quiet area, unobstructed parking, and view of our vehicles. If you know of a location that would work, please let me know.

World of Wheels is coming up in a few short weeks. We have a hard working team putting an entry into the World of Wheels for us. I would like to encour-age you to head out to the WoW when the show makes it’s Winnipeg stop and check out the Red River Region display. If you have some time to volunteer, please contact Lloyd Richardson or send me an email. If you want to work se-curity at the World of Wheels please contact Bev Dyck at bevdyck@mts.net. She is organizing security, and our club will get a small cash payment for any of our members that volunteer at the event. I hope that by the time you get my next update, our cars will be rolling down the Winnipeg streets. Drive Carefully, Fahr Vorsichtig! TOBIAS

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PCA ZONE 10 CALENDAR Update 02/10/2009

FEBRUARY 2009 14 Brunch Dakota 15 Radio Controlled Car Race Dakota 21 Dinner at Parkers Smokehouse Gt Plains 21 Post Valentines Day Dinner at Christopher’s Schönesland 28 Out of the Corkscrew Social Gt Plains 21 Mardi Gras Casino Night KansasCity 27 Looney Bin Comedy Club Wichita MARCH 2009 1 Wine Tasting at Paulo & Bills KansasCity 7 Multi-lap TDS Rally Red River 14 St. Patrick’s Day at Shamrock Racing Gt Plains 14 Newton Opry Wichita 13 Superstition Party Dakota\ 28 Speedway Motors Museum Tour Gt Plains APRIL 2009 3 First Fast Friday, Mid America Motorplex Dakota 3-5 Spring Carrera Classic Drivers Education, Gateway International St. Louis 5 Autocross Wichita 11 Mosely Street Melodrama Wichita 17-19 PCA Club Race & DE at Heartland Park Topeka KansasC 25-26 First Fling Drivers Education at BIR Nord Stern 25 Gymkhana Gt Plains 26 Autocross Wichita MAY 2009 2 Spring Tour to Godfrey, IL St. Louis 9 Pella Tulip Parade Schönesland 15-17 Ozark Getaway/Rally Kansas City 16-17 Car Show, Fargo, ND Dakota 16 Inter-Marque Spring Kick-off Location Nord Stern 17 Five’s a Winning Hand Poker Run St. Louis JUNE 2009 7 European Auto Show, Plaza Frontenac St. Louis 10 Outing to the T-Bones minor league baseball KansasC 12-14 Fast Fling Drivers Education at BIR Nord Stern 13-14 Summer DE at Heartland Park Topeka KansasC 14 Autocross Wichita 26-29 Keystone (SD) to Keystone (CO) tour Dakota 29-7/4 2009 Porsche Parade, Keystone Colorado

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MBR’s event registration will be through www.motorsportsreg.com and will open in the near future. Registrants will need a free user name/password on that site and elect to "join" the PCA - Monterey Bay club. Future email announcements of MBR event details will be sent through motorsports-reg.com and made available on the MBR website. Some events have space limitations. Participation in the Heritage Avenue Exhibit and accep-tance in the Driver’s Education Day will be by MBR organizing commit-tees. New this year, MBR's registration fees will be discounted through May 31, 2009. Registration for the Heritage Avenue Exhibit will occur separately. Con-cours on the Avenue information is available from Motor Club Events, LLC, through their website. Monterey Historic Automobile Races tickets must be purchased separately from Mazda Raceway Laguna Seca through their ticket ordering web-site or by calling 1-800-327-SECA. Lodging information and assistance services can be found on the Mazda Raceway Laguna Seca website.

# # # Links: http://mby.pca.org (MBR official website) http://www.motorsportreg.com (MBR event registration) http://www.motorclubevents.com (Concours on the Avenue website) http://www.mazdaraceway.com/pages/tix-historic09 (Historic races ticket order page) http://www.mazdaraceway.com/pages/hotels_restaurants (Lodging infor-mation & services) Porsche Club of America – Monterey Bay Region Contacts: Ginger Mutoza, Historic Races Event Coordina-tor George Von Gehr, President mbrpcaregistrar@yahoo.com 831-596-4041 georgevg@mindspring.com 650-888-1848

About PCA-MBR: Porsche Club of America was founded in 1955 to serve the needs and interest of Porsche owners. It is the largest inde-pendent single marque club in the world. PCA has 139 chartered regions within the club throughout the US and Canada. The Monterey Bay Region is based in Monterey and San Benito Counties, with many members resid-ing in the Monterey Bay Area, including Santa Cruz. Several members also volunteer for the Sports Car Racing Association of the Monterey Pen-insula (SCRAMP), operator of Mazda Raceway Laguna Seca. 43

SEEN VINTAGE RACING ON TV? DO YOU WANT TO SEE THIS IN PER-SON? IF YOU HAVE BEEN INTER-ESTED IN RACING FOR MORE THAN A FEW YEARS, YOU WOULD PROBA-BLY LOVE TO SEE A VINTAGE RACE.

THIS MIGHT BE THE YEAR TO JUST DO IT! Monterey Bay Porsche Club Schedules Events around Historic Automobile Races Monterey, CA, Feb 25, 2009 – The Porsche Club of Amer-ica - Monterey Bay Region (MBR) is organizing the Porsche Corral parking and other club activities surrounding the Monterey Historic Automobile Races at Mazda Raceway Laguna Seca, August 14-16, 2009. Porsche is the featured marque at the Historic races. MBR is organizing the follow-ing events to occur during the week leading up to the His-toric Races:

•Monday, 8/10 – MBR "Heritage Avenue Exhibit," at the Carmel-by-the-Sea Concours on the Avenue, where Porsche & Ferrari will be fea-tured

•Thursday, 8/13 – Driving tour showcasing Monterey County and post-tour reception at the Poppy Hills Golf Course in Pebble Beach

•Friday, 8/14 – Welcome Party at the historic Carmel Mission •Saturday & Sunday, 8/15 & 8/16 – Corral parking, hospitality area,

catered lunches and a Parade Lap at the Monterey Historic Automo-bile Races - Mazda Raceway Laguna Seca

•Monday, 8/17 – Driver’s Education Day at Laguna Seca 42

JULY 2009 25 Tour St. Louis St. Louis 26 Autocross Wichita 31-8/2 PCA Club Race & DE at BIR AUGUST 2009 9 Autocross Kansas City 15 Fun Drive to Marina Grog & Galley restaurant Kansas City 22 Summer Tour Schönesland 27-30 Run for the Hills 7 Multi-Region Event, Keystone, SD Dakota SEPTEMBER 2009 6 Salisbury Automobile Classic Schönesland 7 6th Annual Rochester BBQ & Picnic Nord Stern 12 Shrimp Boil Kansas City 12 Progressive Picnic Schönesland 18-20 Fast Fling Drivers Education at BIR Nord Stern 18-20 RVBOWOW 5 End of Summer Tour, MN, WI Dakota 19 Winery Tour St. Louis 20 Autocross Wichita 25-27 Annual North Shore Fall Color Tour Nord Stern 27 Autocross Kansas City OCTOBER 2009 1-4 PCA Escape to the Birthplace of Aviation, Dayton, OH 3 Fall Color Tour St. Louis 9-11 Fall fast DE at Heartland Park Topeka Kansas City 11 Autocross Wichita 17-18 Fall Carrera Classic Drivers Education, Gateway International St. Louis 17 Oktoberfest Rally Kansas City 18 Oktoberfest Car Show Kansas City 24 Overnight Tour (NE Iowa) Schönesland NOVEMBER 2009 1 Autocross Kansas City 10 PCA Palooza, Eureka Springs, AR 14 Porsche Dinner Dakota 21 Dinner at Kobe’s Steakhouse Wichita DECEMBER 2009 5 Holiday Party St. Louis 5 Holiday Party Kansas City 12 Christmas Get Together Dakota For detailed information about listed events, see the respective Region’s website or the PCA National website at www.pca.org. Central Iowa Region: www.ciapca.org Wichita Region: www.pca.org/wic Ozark Lakes Region: www.olk.pca.org/ Nord Stern Region: www.nordstern.org Dakotas Region: www.dak.pca.org St. Louis Region: www.stlpca.org/ Red River Region: RedRiverPCA.org Schönesland Region: www.schonesland.org Great Plains Region: porsche.ellipse.net/ Kansas City Region: www.kcrpca.org

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Our 2009 Rally Series began Feb.7 Things went together like clock-work. One team, from WSCC and the Cor-vette Club arrived early for lunch; the rest of us arrived closer to 1 pm. The meeting was quick, and all the cars were off by about 1:30. Two teams turned left onto St Anne’s Rd when they were told to turn at St Mary’s Rd; one team realized this right away. Everyone still fin-ished though. In a big time rally you could get lost if you are not pay-ing attention. Results: Greg & Mark: 1st in answers, 1st On-time. Mark & Briget: 2nd On-time, 3rd in answers. Paula & Kirk: 2nd in answers, 3rdOn-time.

Hoping to attend PCA’s Parade in Colorado in June 2009? Remember Parade will offer a simple Rally, and a more challenging TSD Rally. Rally skills are not too hard to learn. Taking part in these events is a big part of the fun of Parade. Get some practice in a low-stress TSD Rally before you go!

See you at Pier 7 on March 7!

PCA National 2008 Rally checkpoint in Charlotte.

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Big News from Porsche: Le Mans 24 Hours -

Two Porsche RS Spyder to compete Stuttgart - February 26 - The successful Porsche RS Spyder customer project heads into the next phase. Two teams will again field a Porsche RS Spyder each at the Le Mans 24 hour race (13-14 June). The NAVI Team Goh from Japan and the Essex squad from Denmark are eager to repeat the double victory of the RS Spyder in the LMP2 class last year. Porsche works drivers Sascha Maassen (Germany) and Em-manuel Collard (France) support the teams in their campaign. Maassen (39), who already piloted a RS Spyder last year in Le Mans, will contest the event for the NAVI Team Goh. His team mates are the experienced Seiji Ara (Japan) and youngster Keisuke Kunimoto (Japan). Ara (34) won the overall classifi-cation in Le Mans back in 2004 with the Goh team, whilst the 20-year-old Formula 3 pilot, Kunimoto, contests the endurance classic at La Sarthe for the first time this year. The team’s Porsche RS Spyder is the winning car from last year that the Japanese outfit obtained from Van Merksteijn Motorsport. With the regulations re-quiring a substantial downsizing of the air-restrictors, the 3.4-litre V8 engine now delivers 440 hp instead of 476. Moreover, the rear wing and the underbody have been modified to conform to the regulation changes. Michelin is the team’s tire part-ner.

Emmanuel Collard (37) joins up with Casper El-gaard (Denmark, 30) and Kristian Poulsen (Denmark, 33) to drive for the Essex team. The squad, who secured sec-ond place in the LMP2 classification of the 24 hour event in 2008, will race Michelin tires for the first time. Both squads will conduct tests at the sec-ond round of the Le Mans Series in Spa on 10 May. “I’m very pleased that,

with Goh and Essex, we have two highly professional customer teams contesting Le Mans with a Porsche RS Spyder,” says Porsche’s Head of Motorsport, Hartmut Kristen. “Setting the quickest lap times of all LMP2 cars last year, the vehicle under-lined its reliability and had the best efficiency of all participating sports prototypes. We have modified the cars to comply with the new technical regulations and I’m sure that both RS Spyder will again be very competitive in the LMP2 class.

D.Grant photo 41

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Dear Editor;

Over the past 10 days, I’ve received several promotional bits of literature from Porsche of Canada respecting the 2009 Cayman, Boxster and Panamera. One of the advertising teasers is a suggestion to go to www.pca.ca and build your new car. Sounds like fun, so I did, as I was curious what a new ride might cost. Well, the Porsche Canada website “kicked” me over to Porsche.com, a move which was not very evident at first, and I merrily went about building a new Boxster S on pa-per, so to speak. I chose a standard paint colour (n/c), standard partial leather in-terior (n/c), bi-xenon headlights ($1,560), windstop and storage box combo ($375), silver painted roll bar ($535), limited slip differential ($950), and short shifter ($765). All this totaled to an as built price of $56,700 base and $4,185 in options or $60,885. Wow, I thought, not bad at all! And then, as I studied the web page some more, I came to realize that, for whatever reason, I was not in Canada any longer, Toto.

Now that made me really curious as to what the same car might list out here north of the 49th parallel. With some effort, I was able to finally get to pca.ca (more web work needed there, methinks). Dialing in the exact same car and options yielded a base price of $70,600 and options costing $6,730 for a total of $77,330. Good gravy! We Canucks would pay roughly $16,500 for a purchase made 200 miles north of the Fargo Porsche dealer. Oh, I realize there’s exchange on the Canadian vs. US dollar but even at a 20% differential or about $13,000 currently on the $60,885 US car, there’s another $4,000 “premium” there, it would appear. A fuse for daytime running lights and adjusting the suspension for a slightly different ride / bumper height shouldn’t cost over $4,000.

So, was the new US President correct when he said “buy American”? Something to seriously ponder, anyway. Me, I think I’ll just give the current car a good clean and wax come spring and leave it at that.

Brian Hanson

ps., in case you are curious about the cost of some other options;

PDK transmission is $3,420 US and $4,660 Canada

PCCB is $8,150 US and $11,400 Canada

Sport chrono is $960 US and $1,310 Canada

PASM is $1,990 US and $2,270 Canada

THIS WEEK IN PCA

PARADE SIGN UP MARCH 3 - 4 - 5 If you are ready to commit to a great Porsche-vacation in the mountains, see the PCA email or go to pca.org If you want to go, and have no computer access, hopefully you have seen the details in your Panorama magazine, and will be mailing your entry soon. LOCAL RALLY MARCH 7 OUR SECOND 2009 RALLY IS MARCH 7

Meet at 1 PM Pony Corral, Pier 7 on Pembina, north of Bishop Grandin, by 1:00 pm. You can arrive earlier if you like, for a coffee or lunch. We will go over the rules, and instructions at 1:00 pm. No entry fee for PCA Members ! Most Winnipeggers are in one of two groups. Either they have no idea what a car rally is, or they have been in (or have heard of) a bad one. For those of you who have never entered one, here is what you will find at a Red River PCA Rally: You arrive, meet with the organizers, sign a waiver, enjoy a coffee or whatever. When everyone is ready, there will be a meeting. Sometimes the talking about cars gets carried away and has to be interrupted by the Rallymaster. At the meeting, he will explain the rules of the ‘game’. A parking lot and a driveway are not roads for the purpose of the Rally. No one should break any traffic law, especially speeding. TSD stands for “time speed distance”. You tell us the time it took, and we can calculate your average speed. We will give you a printed list of instructions. Between these are simple questions for you to answer. I might quote the slogan on a billboard, with one of the words left for you to fill in. You are asked to average a certain speed. This is usually about half the posted limit. At this pace, you have time to enjoy the scenery and answer any questions. You will find that most traffic averages less than half the posted limit anyway. At 3 minute intervals, teams will start. The route will take you to the venue of our after-party. When you finish, we begin adding up your correct answers, and calculating the number of minutes you were too fast or too slow in each segment of the route. Being 3 minutes too fast here and 3 minutes there adds up to 6 minutes of error, not zero! While this is being done in one corner of the room, everyone is telling stories of their shared driving experience. This is a wondrous team-building process. When we end at a restaurant, teams either talk or order food, their choice. The host restau-rant often rewards us with a couple of gift certificates, which can be applied by the winners to their meals. The after party is exciting, but the hour’s drive is also fun. We manage to find roads that most entrants have never seen before. You will discover many wonderful homes and “ne’er before seen” aspects of the city, even if you have driven in it all your life.

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PORSCHE PARADE 2009, KEYSTONE, COLORADO – WHAT’S IT ALL ABOUT … PART 4

Another in the group of major competitions to be held at Parade, Keystone Colorado, Parade, June 29 thru July 4, this year, is the Autocross. This is typically one of the biggest attractions at Parade and the applications to compete often exceed capacity. If you are seriously interested in participat-ing in the Parade Autocross, definitely register for Parade (signing up for the autocross in the process, of course) in the first 3 days, March 3, 4, and 5, to maximize your chances of making the final field if the event is over sub-scribed. Anyone registered for Parade is eligible to compete in the Auto-cross, assuming the driver has a valid full drivers license and meets the general eligibility requirements outlined in the Parade Competition Rules (PCR). The full PCR’s are available on-line at www.pca.org. Each Parade Autocross is different, mainly because no two locations are the same. There have been HUGE Autocross venues such as the Qualcom Stadium parking lot in San Diego allowing for complex, high speed circuits with multiple cars on course at one time. Others are small and compact pro-viding a lower speed more technical experience. Both types have their chal-lenges and can be fun for any type of Porsche. The Keystone Autocross will be significantly closer to the compact venue than some of the wide open spaces of past recent Parades. The Autocross is scheduled for Parade Day 4, July 2, in combined parking lots near Keystone Village. Schedules have not yet been established, but will no doubt start early and run late in order to accommodate as many en-tries as possible. The day before, July 1, there will be an opportunity to walk the course in the afternoon to become familiar with the layout and formulate an attack plan. The Keystone Autocross will provide additional technical/mechanical chal-lenges for some. The elevation of the venue is approximately 9,300 feet above sea level. Carbureted cars and those without electronic fuel/air deliv-ery systems will probably need to be adjusted to accommodate the thin air. The temperature may also be cool with subsequent potential loss of tire grip. 10

Will the dyno damage my car? A dyno run is no different than simply accelerat-ing hard at highway speeds. In the old days, it was necessary to run an engine at wide open throttle for extended periods of time in order to calculate HP and Torque, this could damage an engine. Modern Dynos use sophisticated sensors and computers to calculate HP and torque almost instantly. It is not necessary to shift or operate your car aggressively on the dyno. You will be shifting into 4th or 5th gear (depending on how many gears your car has) and holding the engine at 3000 rpm or so, a typical RPM you would use on the highway. Then the dyno op-erator will tell you to floor it and you will push the throttle down and bring the en-gine up to redline (or whatever RPM you are comfortable with). Remember that the giant drum in the floor is providing a load so your engine will only rev up as quickly as it would if you were driving out on the highway. Once your reach the desired RPM, you can release the throttle and let the engine coast down to idle.

I don't have a car to put on the dyno, should I come any-ways? Yes, it is actually quite thrill-ing to be so close to a car as it mak-ing a run on a dyno and there are few other times where it is possible to ex-perience this. Here's my 911 on the dyno http://www.youtube.com/watch?v=hR-b4pbEw0U

I can't make it for 5:30 but still want to come. Better late than never. If we have 6 cars, we will be there late so as long as you let us know you are coming, we will wait for you. Driving Directions: About 12 minutes from Fermor/Lagimodiere at the Mint. Head down highway #1 towards Car Can-ada. Drive past Deacons Corner and hang a right at the Landmark Turn off, 206 South highway. 2nd driveway on the right.

Do I need to prepare my car? Not really. You are measuring power so you will want the car to be in good working order. If you have a dirty air filter, a misfire or the engine smokes a lot, you should get those things fixed before putting it on the dyno. If you want to make adjustments to your engine, bring the tools and equip-ment you need with you. There will be no time for major changes but you can make an appointment to return at a later date. The dyno can also be used to tune your car, my 911 went from 207 hp to 247 hp just with dyno tuning.

Mark Sawatsky text and pics. www.speedworld.ca WHERE EVERY DAY IS RACE DAY!

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Porsche Club is having a Dyno Day! Strap your car to a dyno and see how much power it makes or just come and ex-perience the thrill of seeing a performance car at wide open throttle. For only $75.00, each car will get up to 3 runs on the dyno, a printout of the horsepower and torque curve and a video of each car doing their runs. The details: -Tuesday, June 23rd -Meet at the A&W at Deacons Corner (hwy #1 east of the city) at 5:30 -If you can't make it for 5:30 but still want to come out, follow the directions at the end of this message. -We will convoy out to Wall's Rod and Custom http://www.wallsrodcustom.com/index.php -Maximum 6 cars so get your name in early -Spectators are welcome at no charge (bring your own food and drinks) -Sorry, no AWD or 4WD vehicles allowed on the dyno. -Quick adjustments to cars may be made between runs if time permits -Contact Mark with any questions Cell 229-7941 or marksawatsky@gmail.com

Frequently Asked Questions: What is a dyno? A dynomometer is a machine used to accurately measure the horsepower and torque of an engine. We will be using a chassis dyno which has the ability to do this without removing the engine from the car. How does a dyno work? The drive tires of the vehicle are parked on a large rotat-ing drum buried in the floor, and the car is securely strapped down so it cannot move forward or back. The owner of the car operates the car and shifts through the gears as they normally would, shifting up to 4th or 5th gear. When the dyno operator gives the signal, the owner of the car presses the accelerator and holds it there until the desired RPM is reached then releases the throttle and lets the car return to idle. This is one dyno run, and is enough for the computer to calculate HP and Torque. Some adjustments can be made quickly to the engine and another dyno run made to see if there are any improvements.

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KEYSTONE, CO PIC FROM THE PARADE 2009

WEBSITE The entered Porsche must pass the Pa-rade technical in-spection that checks things such as tire condition, lights and signals, brake func-tion, seat belts, hel-met (required), and similar safety related items. Inspection locations and schedules have not yet been published, but historically have not been a problem to get coordinated. The car does not need to be street legal for the Autocross event, in fact there are some heavily modified entrants that bring cars specifically setup for the rigors of competitive autocross and are nowhere close to street legal. There are a large number of Autocross run classes to more fairly match cars of similar performance into groups of competitors. Classes range from extensively modified race cars to dead stock. The car classes and how to determine your proper class are covered thoroughly in the Parade Compe-tition Rules as referenced earlier. Take some time and carefully review the PCR’s to determine your proper class so as to avoid reclassification prob-lems at the event, or even disqualification if run in the wrong class. This being Parade, there are competitors who are dead serious about their sport and erroneous classification is a very bad thing. The other very important thing in Autocross is schedule. Participants have to be prepared and staged ready to go at their appointed times, run in their appropriate time slot, and remain in the impound area after their session until released. Otherwise you risk not being able to do your runs or of disqualification. Sounds pretty severe, but with the numbers of cars involved even the slightest deviation from the approved procedures and timetable can throw things way out of whack. Autocross can be an all-day affair or just a make-your-runs-and-go on the next activity. Watching, especially the faster classes, can be a great deal of fun too. With the Autocross course close to Parade center, there is little excuse for not competing or at least spectating. After all, you’re there for the whole Parade experience and the Autocross is a major portion of it.

Don’t forget, Parade Registration opens March 3. Don’t be left out. 11

Editor’s Column PARADE 2009– THIS IS THE WEEK! This week is a very exciting time for many in PCA. It is when summer plans can be set. As most of you know, the biggest event on the Porsche calendar each year is the annual gathering known as the Porsche Parade. 50+ years ago, it was just a parade of Porsches through an eastern city. Now it is a multiday multi-event won-derland of all things Porsche. By now each of you will have seen a lot of promotional material on this event. Pa-rade 2009 is a little over 16 hours drive from Winnipeg. It can be done in one long day of driving. There is so much to see from here to Colorado, that making a 2 or 3 day trip of it is a far better idea. If you have not been on a road trip for a while, you should arrange enough vacation time, and sign up. You could see the SD badlands, some historic ND forts, early mammal fossil beds, Yellowstone Park, Mount Rushmore, or even the Corn Palace on your way. There are groups of Por-sches heading to Colorado from the Dakotas, Minnesota, and Manitoba. You can link your trip with theirs if you like that concept. Vicki and I prefer the freedom of stopping whenever we feel like it. Some folks like the family-feeling of driving in a group. If you decide to go with a group, GMRS / FRS radios make it even more fun. You get to point landmarks out to your fellow travelers, and get consensus choosing the next fuel / rest stop. RED RIVER is one of the most successful Regions in PCA. Not only have we grown a lot over the 9 years we have been in PCA, but we have more members attending more events. By all other measures, the club is doing very well. I feel good about our chances to be recognized as the best small Region by PCA. If you work in a place that is a bit different, think about inviting some of your fellow club members on a tour. An evening or weekend is best, as many of us cannot take time off work for this. If a friend or relative works for somewhere cool bring this to the attention of your club. Malcolm and I would be glad to take your details to a board meeting. Our Technical tours have been great. There are probably a lot of members who would be more into the dog show than postal sorting, so let’s give it a try. Once again, if you had a nice time somewhere warm this winter, you probably saw some cool cars while you were there. Please let us know; send pics! Your trip tales might be just what we need to spice up our newsletter. Contributions are al-ways welcome. If you like (or do not like) part of this issue, please let us know! A MN Porsche friend of mine offered this NASCAR Humor: Members of Congress should be forced to wear uniforms like NASCAR drivers. That way we could easily identify their corporate sponsors. To which Nick replied: And they are unlikely to be turning right anytime soon. I enjoy gathering information for this newsletter. I am still having fun putting this all together. Fun is what PCA is all about. Enjoy 2009 with us!

David 12

Photo Credit This is not a photo-shopped image; it is a real car. It is used to emphasize the message that crime does not pay, and that if it seems to, criminals can still lose everything to seizure. Note the windshield banner! The images are used, courtesy of the Police Department in Hoover, AL. These 2 pictures are from the www.hooverpd.com/home/ website. There are also interesting hints and links here. My thanks to Chief Derzis and Executive Officer Al-Dakka. Autoblog.com also had a story on this car Don’t you wish our local po-lice drove pretty cars like this one? I know I do! David

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Long, long ago, in a land far, far away, there lived a drug runner. He was good at his job, and he made a lot of money. He had good taste in cars, so he bought a very nice Porsche . One day he was talking to some nice officers on the shoulder of the Interstate. For some reason, they impounded his beautiful 911. They found many kilograms of co-caine hidden in the car. Years later, when the court cases were done, his car belonged to the local police department. In some places, the car would have been sold at auction, or crushed in front of TV cameras to teach bad guys not to buy nice cars with drug money. This lesson does not get through to bad guys, as most drive very nice cars anyway. The chief of this police department was a Porsche guy, and he had a better idea. He had the car painted as one of his patrol cars. It is now fa-mous across the land, and so is Hoover Alabama and their Porsche-loving police chief. And everyone lived happily ever after…

PCA Library: If you have something out from last year, it is time to return it. Someone else might want to take it out. Other than that, your new Librarian has put together a slide show of available material that will be on display at the meeting. Also, if you have any interesting DVD's or VHS movies that you think your Porsche friends would like to see, please feel free to make donations to the library. You could make a loan of such a thing, if you like. The Library will welcome donations at the monthly membership meetings.

Vicki

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With the ice chips they kick up, it is easier to see the cars coming than go-ing! For a real challenge, think about driving in the midst of 8 racecars, all on plain rubber tires, on this ice. Almost no traction, and only your memory to tell you where on the track you are, thanks to all the ice bits in the air. One of the fastest cars (#949) clipped the snowy apex of a corner, and over he went. In the picture left below, the tow crew tips it onto its tires again. Not as pretty as in picture #1… The cleanup crew scrapes up (and re-moves) the bits and any spillage. We leave nothing but foot prints as the hikers say. Ice race fun day is March 8; call me for details. David

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2009 MANITOBA ICE RACE SERIES DAY 3, 2009 FEB 22 - This race was scheduled to be a part of the Festivale in St Malo, itself a part of the Winnipeg’s Festivale du Voyageur. The rainstorm (days earlier) made the Lake unfit for racing, so the Feb.15 races were can-celled. The Mazenod pond was re-plowed a week later. The track vol-unteers had made a really nice course, and the weather was perfect. In the pictures above, some of the fastest cars await their next race. Note the aggressive bolted / studded tires and the tow chains / hooks at all 4 corners. 34

WINTER WONDERLAND Not only did we have an amazing layer of ice on our roads 3 weeks ago, this was followed a week later by a beautiful frosting on trees and everything else on February 16. Those who were outdoors at lunchtime that day were offered a spe-cial visual treat. I was dropping my sister and her husband at the airport. The sun was shining, but the air was full of sparkly ice crys-tals. It was like a movie special effect. Truly beautiful. My sister loves her Carrera4 (she has now had two from new) and lives where it almost never snows, so I am doubly jealous ;-) They were in Win-nipeg to help celebrate my son Mark’s marriage. Mark was a Por-sche owner and a member of Red River Region when it began.

ICY ROADS As I drove with studded tires on wet roads after our Feb. freezing rain, I was reminded that I do not want to drive a car with plain tires ever again in these conditions. Seeing country ditches lined with cars, heavy trucks and school buses, the lesson is clear to me: Even the cautious get in trouble with the poor traction offered by rubber on

wet ice. 15

Improved Aerodynamics, Suspension, Braking Distinguish 2010 GT3 ATLANTA --- January 29, 2009 --- Porsche will launch the fastest, most powerful 911 GT3 to-date at the Geneva Motor Show on March 3, 2009. The high perform-ance GT3 is the latest in the new generation 911 series and carries over a wide range of expertise learned from motorsports – resulting in superb capabilities both on road and on track.

New Engine

The 2010 Porsche 911 GT3 raises the performance bar thanks to an increase in engine size to 3.8 liters and VarioCam technology now on both the intake and exhaust. The naturally aspirated six-cylinder boxer engine develops 435 bhp, 20 bhp more than its predecessor.

The new, larger engine offers a significant increase in torque at medium engine speeds, which is particularly important for everyday driving. Track performance is also improved; the new GT3 accelerates to 60 mph in 4.0 seconds and reaches a top track speed of 194 mph.

Improved Suspension

Driving dynamics have also been enhanced, and the new GT3 offers even better grip and stability. Porsche Active Suspension Management (PASM) has enabled Porsche's engineers to make the springs and anti-roll bars stiffer, thus ensuring even more precise handling in sport mode, while retaining a level of comfort suit-able for everyday use in normal mode. For the first time, the 911 GT3 comes standard with Porsche Stability Management (PSM), with suspension mapping mirroring that of the GT2. The driver can disengage both stability control and trac-tion control in separate steps.

Refined Aerodynamics

At high speeds, aerodynamic improvements have increased downforce at both the front and rear, more than doubling the effect of the previous GT3. At the same time, the new aerodynamics package, with larger vents in the front and rear bumpers gives the GT3 a brand-new look, accentuated by standard bi-xenon headlights, LED rear light clusters and modified air intakes and outlets.

Innovative Engine Mounts

The new GT3 will be available with new and highly innovative dynamic engine mounts. Utilizing magnetic fluid, these inventive mounts automatically stiffen to create a more solid coupling between the engine and chassis when the car is

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"The new Porsche Museum creates a unique experience in space appropriately reflecting the self-confident attitude and the supreme standard of the Company through its architecture and at the same time bearing out all of Porsche's dynamic character. Knowledge, credibility and a determined stance are just as much part of the Museum's philosophy as courage, enthusiasm, power and independence. Every idea is seen as an opportunity to openly accept new challenges, to venture forward to the very limit, and at the same time to remain faithful to oneself. All this is to be reflected by this Museum".

This is how the architects at Delugan Meissl express their dedication to the new Porsche Museum in Stuttgart. For it was this office from Vienna which in early 2005 won the architects' contest for the development and construction of the new Por-sche Museum in all its glory.

Welcoming the visitor as a true guest: generosity is seductive The Porsche Museum welcomes the visitor with a generous gesture, the monolith opening up between the lower level and the street level to the generous height of 10 meters or almost 33 feet to enhance the broad open space of the area in front of the Museum. Having passed through the main entrance, the visitor will come to the Lobby leading on to the bistro "New Porsche Museum • Traveling in Time" through the History of Porsche 5 and coffee bar as well as the Museum shop, the cloakroom and cash registers. The rising design of the roof on the basic building structure provides am-ple space opposite the entrance for a second floor where the reading hall of the Ar-chives is clearly in sight.

Moving up an escalator, the visitor enters the Exhibition Area in the upper part of the building covering an area of approximately 5,600 square meters or 53,800 square feet. Now he can decide whether to start his tour of the Museum in chrono-logical order with the history of the Company prior to 1948 or whether he would like to move on directly to the main exhibition area a few steps higher, following the like-wise chronological presentation of the Company's history after 1948.

About Porsche Cars North America, Inc. Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., is the exclusive importer of Porsche sports cars and sport utility vehicles for the United States. It is a wholly owned, indirect subsidiary of Dr. Ing.h.c. F. Porsche AG. PCNA employs approximately 180 people who provide Porsche vehicles, parts, service, marketing and training for its 201 dealers. The dealers, in turn, provide Porsche owners with best-in-class service. Throughout its 60-year history, Porsche has developed numerous technologies that have ad-vanced vehicle performance, improved safety and spurred environmental innova-tions within the automotive industry. The company continues to celebrate its heri-tage by adding to its long list of motorsports victories dating back to its first 24 Hours of Le Mans class win in 1951. Today, with more than 28,000 victories, Por-sche is recognized as the world's most successful marque in sports car racing. PCNA, which imports the iconic 911 series, the Boxster and Cayman sports cars and Cayenne sport utility vehicles for the U.S., strives to maintain a standard of ex-cellence, commitment and distinction synonymous with its brand.

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driven energetically. This provides a sporting, rigid assembly on fast bends and winding racetracks yet allows for engine isolation and increased comfort while driving in everyday traffic. Traction is also improved when accelerating from a standstill.

Upgraded Brakes

With driving dynamics and performance at an even higher level, the brake sys-tem, following a long Porsche tradition, has also been enhanced accordingly. Brake discs are larger and feature an aluminum hub to reduce weight. Increased brake ventilation ensures a high level of brake power over long periods, and the GT3 can also be equipped with PCCB ceramic brakes, developed specifically for this model.

Creative Front End Lift

A new lift system for the front axle is also available. By utilizing an on-board air compressor, the front of the car can be raised for steep driveways or inclines. The touch of a button raises the front ride height by 30 mm, or 1.18 inches and at speeds up to approximately 30 mph. New, lighter GT3 specific center lock wheels and ultra-high performance tires round out the functional and visual en-hancement of the GT3.

The 2010 Porsche 911 GT3 will be available in the fall of 2009. 17

ATLANTA – February 12, 2009 ---- Today, Porsche AG for the first time presents its Panamera four-door gran turismo interior concept. The much-anticipated addition to Porsche's performance lineup will make its market debut, Oct. 17, 2009.

With a continuous center console that extends from the dashboard to the rear seat-ing area, the Panamera offers a new spatial concept for the driver and passengers featuring optimal ergonomic seating with individual cockpit-like spaces for all. Its deep seating position and a sport steering wheel help give the driver and passengers direct contact with the road. At the same time it provides a generous, roomy environ-ment with exceptional leg and head room, unique qualities in a sporting machine yet essential for grand touring. This individual seating allows for optimum passive safety. Porsche will provide countless opportunities for individual interior customization with 13 color and material combinations including four two-tone leather interiors and seven interior trim options including carbon fiber to Natural Olive wood.

An available four-zone climate control system gives each seating area individual control of functions such as temperature, air distribution and venting direction. In the unfortunate event of an accident, front, side and curtain airbags help protect the front occupants, while standard rear side airbags help protect those in back. The Panam-era S and Panamera 4S feature eight-way power seats in front with a driver memory package. In the rear are two individual seats with a folding rear console and plenty of room. The Panamera Turbo has power seats with a memory package for not only the seat functions but also the electronically adjustable steering wheel. Further seat-ing customization is available through optional alternatives such as 18-way Adaptive Sport Seats or fully adjustable eight-way power seats in the rear.

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the Museum Workshop, enjoying a truly unique experience of transparency offered the world over in this way only by the new Porsche Museum.

The historical Porsche Archives with all its treasures has also moved to the new Museum and is partly in sight through glass walls from the lobby. After registering in advance, specialists and enthusiasts are able to visit the archives for their research on the history of Porsche.

The Porsche Museum experience: the Catering and Event Area Apart from the Museum shop, the coffee bar and the bistro, the new Porsche Museum offers two further highlights – the exclusive Christophorus Restaurant and a special Event Area. Visitors reach the restaurant through a separate entrance and may therefore enjoy all the culinary delights and amenities also after the Museum's opening hours.

Looking out of the guest area, visitors enjoy a truly symbolic view, admiring not only the cars in the Exhibition Area but also Porscheplatz and the Porsche Plant itself to be seen clearly through the glass facade.

The Event Level moves on directly to a generous roof terrace. This spectacular lo-cation out in the open is reserved for special highlights such as car launches or par-ticular presentations benefiting from the large dimensions and impressive space available.

Spectacular architecture: the "hovering" Museum Ingenious ideas, fascinating technology and legendary cars certainly deserve an appropriate setting offered in perfection by the architecture of Porsche's new Museum. And one thing is for sure: the building designed by Delugan Meissl is a genuine eye-catcher. Resting on just three V-shaped pillars, the dominant main body of the Museum appears to hover high above the ground like a monolith. This is the venue of the actual Exhibition, the Christophorus Restaurant and the Event Area with its roof terrace.

The basic building structure beneath the monolith houses the Lobby, the Museum Workshop and the Archives, the bistro and coffee bar as well as the Museum shop. The two bodies of the building are connected by a partly glazed, dynamically angled stairwell and a lift. A double-level underground garage with some 260 parking spaces, finally, offers visitors appropriate convenience in parking their car.

The monolith and the basic building structure stand out from every perspective through their polygonous, avant garde shapes as well as their various structures and window areas differing consistently in their geometry. The glazed front side of the Museum measuring 23 meters or 75 feet in height and proudly presenting the name "Porsche" faces to the north, proudly welcoming visitors and passers-by driv-ing into town in their car. Hence, the architects have succeeded on the one hand in creating an absolutely outstanding highlight ranking unique in its environment and, on the other hand, in generating a well-balanced overall impression.

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The visitor is guided through the Museum by the history of Porsche products, convey-ing the Porsche Idea through characteristic features such as "fast", "light", "clever", "powerful", "intense" and "consistent."

Proceeding from precisely this fundamental philosophy, Porsche to this date has cre-ated trendsetting technical solutions for elementary challenges in automobile produc-tion. Just how consistently and convincingly the Porsche Idea has been conveyed into reality also follows from the development projects carried out by Porsche on behalf of other companies, Porsche Engineering, the subsidiary responsible for such projects, taking on a firm place in the Museum through selected examples of its work.

The exhibition concept of the new Porsche Museum was developed by the specialists of the Stuttgart HG Merz architects' office in cooperation with Professor Gottfried Korff, a specialist on museology at Tübingen University not far from Stuttgart. Through their concept the creators of the Museum seek "to present issues of great significance to the Company and, at the same time, to document the long history of Porsche in its products."

Indeed, this interaction of product history, the arrangement of specific themes and the Porsche Idea provides a perfect trinity of highlights borne out, for example, by the Porsche 356 America Roadster built in the early '50s. Weighing less than 600 kg or 1,323 lb in road trim, this is indeed the ideal testimony to the concept of lightweight engineering. At the same time the Targa Florio theme underlines Porsche's out-standing achievements again in lightweight engineering, combined with the success of Porsche's extra-light racing cars also highlighted by the plastic body of the Porsche 908 race car.

In addition to all this, the interactive mediatheque, micro-cinemas and mobile audio-guides offer the visitor supplementary in-depth information.

From the exhibition straight to the road: the "Museum on Wheels" Porsche cars do not grow old. Instead, they become classics still suited in every respect for road use. Indeed, this is one of the secrets behind the success of the brand, which is also why the exhibits proudly presented in the Porsche Museum are always on the move, nearly all of the vehicles exhibited being entered regularly in historical races and drive events as Porsche's "Museum on Wheels".

In 2009, for example, the 550 A Spyder will be making an appearance in the Italian Mille Miglia and the 356 Carrera Abarth GTL will be entering the Classic Adelaide in Australia. So instead of a conventional, static exhibition, the visitor is able to enjoy a constantly changing succession of cars with rarities re-arranged time and again.

Unique: the "transparent" Museum Workshop and the Porsche Archives Porsche lives out its history – and customers live out Porsche's history too. To ensure the highest level of care and maintenance for the brand's historical cars, Porsche has established a special Museum Workshop where private customers are also able to have their classic cars restored. The visitor, in turn, has the opportunity to watch Por-sche's master mechanics and specialists working on all kinds of classic Porsches. For before the visitor even enters the exhibition, he will pass by the glass partition to 30

Porsche for the first time will offer from Burmester® -- the renown Berlin audio manufacturer -- a new ultra high-end surround sound sys-tem. With 16 loudspeakers plus a subwoofer (a total of over 2.5 square feet of speaker surface area) and a total output of more than 1000 watts, this new system gives listeners a grand acoustical experience. And like the 2009 Porsche sports cars and SUVs, Panameras will be available with the latest personal electronic connectivity features, including Blue-tooth for cellular telephones, Universal Audio Interface for connecting personal au-dio devices, and satellite radio.

The rear luggage area provides up to 15.7 cubic feet of space, enough room for four large suitcases. The tall space enables luggage to be loaded in an upright posi-tion, and with the rear seat folded down the luggage space generously increases up to 44.6 cubic feet.

Initially, all Panameras will be available with two V8 engine options, standard seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch transmissions and rear- or all-wheel drive. All engines feature Porsche Direct Fuel Injection (DFI) for highest efficiency. For additional fuel savings, all Panameras include an engine stop-start function that can turn off and restart the engine at certain times, like when stopped at an intersection or in traffic.

The rear-wheel drive Panamera S has a 400-horsepower, 4.8-liter V8 engine that can propel it from 0 to 60 mph in 5.2 seconds on its way to a top test track speed of 175 mph. The manufacturer suggested retail price (MSRP) is $89,800. The all-wheel drive Panamera 4S receives the same 4.8-liter powerplant. It sprints from 0 to 60 mph in 4.8 seconds, achieves a top test track speed of 175 mph, and has an

MSRP of $93,800US. 19

The Mark of Zora No, that is not a typo – not Zorro, the fictionalized hero of Spanish California but rather, Zora, as in Zora Arkus-Duntov, the father of Chevrolet performance engi-neering. Arkus-Duntov’s best-known legacy to the automotive world is the re-making of the Chevrolet Corvette into a true sports car. If you appreciate Corvettes, as I do (especially the “mid-year” models of 1963 – 1967), then most probably you have heard of Arkus-Duntov. If you haven’t heard of him, then permit me to briefly recount the history of just one of the 20th century’s automotive notables (and there were quite a few outstanding engineers, designers, and movers and shakers who were instrumental in shaping the cars of yesterday and whose influence extends even to the cars of today). Born Zachary Arkus in Belgium, 1909, “Zora” was a child of Russian parents; father was a mining engineer and mother was a medical student. Not too many years thereafter, the family returned to their St. Petersburg (by then, Leningrad) home. Zora’s parents divorced but remained living under the same roof. An interesting de-velopment ensued when the mother’s new partner, Josef Duntov, also moved in. Out of respect for the two patriarchal figures in the family unit, Zora and his brother, Yura, adopted a hyphenated surname of Arkus-Duntov. In 1927, the family moved to Berlin. There, the young Zora rode and raced a motor-cycle and later, sped through the streets in a car set up for oval-track racing. By 1934, he had graduated in engineering from the (now known as) Technical Univer-sity of Berlin and was a contributor of automotive engineering articles to “Auto Motor und Sport”, an early car magazine sort of publication. With the rise of Nazism in Germany, the family pulled up stakes and moved to France. At the start of war in 1939, Zora and Yura enlisted in the French air force. They did not see much action before France surrendered. In a scenario full of luck, good management and a bit of derring-do, Zora, his French wife, brother Yura, and parents escaped France through Portugal, only hours ahead of advancing German troops. Their eventual destination was the United States and New York City. In New York, Zora and Yura partnered in their own manufacturing firm, primarily supplying war materiel to the US military. The business was initially very successful, employing as many as 300 workers. However, taking on a third partner proved to be the business’ eventual undoing. In spite of business woes, Zora and Yura still had a penchant for things automotive, inventing the famous Ardun conversion for Ford flathead V-8s. The Ardun name was an abbreviation of Ar(kus)-Dun(tov), with the hyphen dropped, of course. This conversion was a brilliant bit of engineering which transformed the flathead V-8 to an overhead-valve configuration. Equally interesting are the facts that these new heads were aluminum castings and that they utilized a hemispherical combustion chamber design – this is the first use of a “hemi” head on a readily available (mass produced) automobile engine, and presaged the Chrysler hemi by a number of years. Not only did Ardun heads allow the Ford engine to run much cooler but, when they were made available to the public in 1947, these heads also formed the basis (along with more radical camshafts, better carburetion, etc.) for turning the little Ford motor into a real powerhouse. 20

Apart from the exhibition itself, the historical archives and the "transparent" work-shop for historical cars, the Museum offers a wide range of catering services com-plete with a coffee bar, a bistro and an exclusive restaurant, as well as generous conference areas finished mainly in white, the fundamental color of the Museum.

The new Porsche Museum is also available as an event location for other purposes, for example for conferences, film screenings or concerts, quite independently of the usual exhibition activities

The new building at Porscheplatz is located at a very important place in the history of German automobile production, since this is where the Porsche Design Office moved to from downtown Stuttgart to Plant 1 in Zuffenhausen back in 1938. In the same year the forerunners of the VW Beetle saw the light of day precisely here at this location, followed by the Type 64 Porsche as the ancestor of all Porsche sports cars, the legendary Berlin-Rome car, in 1939.

Sports cars proudly bearing the now world-famous Porsche logo have been built here in Zuffenhausen ever since 1950.

The exhibition concept

The actual Exhibition Area is made up of a daring steel structure rest-ing on just three concrete cores and appearing to hover in space, cov-ering a span of up to 60 meters or almost 200 feet. Inside the Mu-seum Porsche's historical cars and some 200 additional exhibits are grouped together in a carefully planned and highly attractive arrange-ment.

Pics and text from Porsche.com 29

New Museum in Stuttgart-Zuffenhausen Opens to the Public

STUTTGART, GERMANY/ATLANTA – January 22, 2009 – One of the greatest and most spectacular building projects in the history of Dr. Ing. h.c. F. Porsche AG was completed in December 2008: the new Porsche Museum in Stuttgart-Zuffenhausen. Located directly in the very heart of this unique sports car company so rich in tradition, the Museum serves to present the fascinating thrill and diversity of the Porsche brand to visitors from all over the world.

More than 80 cars are on display in the 5,600 square meters (60,250 square feet) Exhibition Area styled and designed futuristically by the Viennese architects Delugan Meissl, ranging from the legendary wheel hub motor of the Lohner-Porsche, the world's first hybrid automobile built as far back as in 1900, all the way to the latest generation of the Porsche 911.

No less than 170 architects from all over Europe applied for the project before the architects of the Delugan Meissl office won the tender in February 2005. Construc-tion work at Porsche - platz in Zuffenhausen started just half a year later and in No-vember 2007 the body of the Exhibition Building was lowered on to three concrete cores, the first exhibits moving into the Exhibition Area not even one year later. On December 8, 2008, finally, the Museum was handed over to Porsche exactly on time.

Porsche expects more than 200,000 visitors to the Museum each year, so-called Theme Islands and numerous small exhibits seeking to present the "Porsche Idea" in all its complexity.

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It was not uncommon for these converted engines to churn out 300 HP, an impres-sive figure for the time. Understandably, Ardun- equipped Ford engines became very popular with hot rodders, racers and others requiring serious speed, a great-looking engine or both during the late 1940s to mid-1950s. As the 1950s commenced, Zora moved to England for several years, where he worked for Allard Motorcars. There, his first role was in the further development and tuning of the Ardun-equipped Ford and Mercury V-8 engines used by some variants of the Allard sports car. He also participated in the evolution of the J-2 model racer (which used Cadillac V-8s) and was a co-driver of Allard’s 1952 and 1953 J-2 LeMans entries. Thereafter, Zora returned to the USA and took a job with the Chev-rolet Division of General motors. As you will read below, it was a stroke of fate (luck?) that got Zora this job and was the beginning of his career-long link to Chevro-let Research and Design and to the Corvette. Post-war, there was a serious demand in the US for sports cars, a demand fuelled in large measure by those returning servicemen who had experienced the driving pleasures of European Alfas, Jaguars, MGs, Mercedes, etc., (and, yes, even early Porsches) and had the means to afford something additional to the family sedan. General Motors heard the market signals and gave the task of designing a “sporty car” to Harley Earl. Amazingly, the GM board assigned ownership and production of the new car, named Corvette (after a small, fast sub-hunter and convoy escort ship), to Chevrolet. I say “amazingly” because, to my mind, picking Chevrolet as home for a car with sporting intentions was a head-scratcher. Chevrolet had no engines other than the well-known, reliable but unglamorous “Blue Flame” in-line six cylinder, of modest power, with which to motivate the Corvette. The “stovebolt”, as it was collo-quially known, was a motor of 115 HP at best, and only a small degree of potential for additional performance. All other GM divisions had their own eight-cylinder en-gines as options on production cars and notably at Oldsmobile and Cadillac, power was an advertising byword. In fact, at that time, Cadillac V-8s were enjoying visible racing success, not only with Allard but also as power plants for Briggs Cunning-ham’s racers (later to be replaced by Chrysler “hemis”). Be that as it may, the Chevrolet Corvette with Blue Flame 6 (albeit having 3 side-draft carburetors and a “warmer” camshaft to produce 150 HP) was on the podium at the 1953 New York City car show. A newly-back-in-America Zora was one of thou-sands of attendees. While the new Corvette may have looked sporty and fast, careful assessment of the drive train and the chassis of this new car left Zora disappointed and perplexed at the Corvette’s unmet potential. An impassioned but cogent letter to Chevrolet brass (Ed Cole), outlining Zora’s views on what could and should be done to engineer the Corvette into a real sports car, rather than a boulevardier, led to an interview and a job offer with Chevrolet’s engineering office in Detroit. Corvette sales in 1953 and 1954 were dismal – the cars were “lookers” but not “go-ers”, and potential sports car buyers were not fooled for a minute. Low sales finally caused GM’s board to get on side with Chevrolet’s (meaning Zora’s) suggestions for a make-over of the Corvette. (Low sales and Ford’s introduction in 1955 of its own luxo-tourer, the Thunderbird, V-8 powered no less. In the absence of Ford’s competi-tor, the under-selling Corvette doubtless would have been discontinued.) 21

Changes to the Corvette started quickly – well, as quickly as possible for a large car maker. Chassis improvements came year on year, as did braking ability and engine power. In 1955, Chevrolet’s new 265 c.i.V-8 was introduced as an available option throughout its product lineup. This engine debuted as the replacement engine for the Corvette, part way into the 1955 model year. From that point on, V-8 power, mild to wild, was standard Corvette fare. In 1957, the engine grew to 283 c.i. and power could be enhanced by the buyer opting for larger or multiple carburetors or even fuel injection. (During the decade of 1957-1967, fuel injection by Rochester was a highly desirable but quite expensive option.) Equally important to power pro-duction was the application of the “Duntov cam” in higher performance engine op-tions. This was a high-lift, “3/4 race” profile, camshaft with solid-lifters and a set-up which, by itself, was capable of adding at least 30 HP to a small-block’s output. From my knowing several owners, including a cousin, whose cars were powered by Duntov cam-equipped Chev small blocks, I can say from personal experience that the cam gave these motors a wonderful, loping idle and beautiful sound, in addition to a sizeable kick. As an interesting aside, the 1957 Corvette with 283 engine, Dun-tov camshaft, and fuel injection typically made 290 HP. When so equipped, the ’57 Corvette was the first production car to achieve and exceed the “magic” figure of one horsepower per cubic inch of engine displacement. 1957 was also the first year for a 4-speed manual transmission with floor shifter. Thus, with great looks, excellent power, a decent chassis and heavy duty brakes, it could be argued that 1957 denotes the first year for the Corvette as a real sports car. However, some people might say that this milestone did not appear until 1963, when Corvettes first and finally came of age with independent rear suspension and optional, genuine “knock-off”- mount alloy wheels. The ZO6 optioned ’63 Corvette, with 360 HP, IRS, balanced chassis, heavy-duty shock absorbers, positraction dif-ferential, aluminum wheels, big fuel tank, and heavy duty, finned brake drums – not to mention good aerodynamics -- could go, handle and stop with any Jag XK-E, for example. The Corvette as world-class sports car had arrived. To prove the point, Zora undertook a project to demonstrate that the Corvette had indeed become a full-fledged sports car and a potentially serious racer. It was a way of responding to comments from some “experts” that only Ferrari, Alfa Romeo, Maserati, Porsche, and similar builders could create a true sporting machine. The project saw Zora develop and build 5 “Grand Sport” Corvettes – tube-framed, light-weight, high horsepower, all-out race cars to take on the likes of Ferrari, Shelby Co-bras, Porsches, etc. in GT-class. These Grand Sports were campaigned with good success from 1963 to 1965 by private racing teams (including Roger Penske) and not by GM itself, since the company was “officially out of racing”. Be that as it may, Zora always made sure that these and other, later Chevrolet surrogate racers had access to his department’s engineering expertise and to the latest in performance parts, whether across Chevy dealers’ parts counters or quietly slid out the back door of Research and Design. Under Zora’s continuing aegis, the years 1964 thru’ 1971 were full of Corvette per-formance development, mostly of an engine sort, with option codes such as L-89, L-88, ZL-1, LT-1, and many others. The 283 motor grew to 327 and then, 350 c.i.; big block motors of 396, 427 and 454 c.i. were made available, depending on model years. Disc brakes at all 4 corners became standard in 1965. Aluminum 22

The value of the baled materials has dropped as the economy dimmed world-wide. The best ones are worth only half what they were a year ago. The mixed plastic can be melted into patio stuff and parking lot logs, but much is sent to China. There it is hand sorted, and reused to make a myriad of products. They can afford to sort based on colour and type of plastic. I would quote more facts and fig-ures if I had been writing them down. Now, a week later, I remain very impressed with the place and what it accomplishes, but a lot of the price and ton-per-year data is a bit uncertain. One of the innova-tive uses for broken glass is to embed it in cement, and grind the sur-face smooth, for a Terrazzo tile effect. In an ironic twist, one of the floor contractors developing this process is a PCA guy, along on the tour! Not surprisingly, all of the tour attendees supported recycling when they arrived, so there was no ‘mass conversion’, but we all went away with a new appreciation for what Darryl and his city of Winnipeg crew do for us.

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Tech Visits Program The invite from Malcolm included a reference to the intersection of McPhillips and Henry. I am familiar with Henry, but I had not spent much time on it at night in winter. I felt confident and was a bit early as we drove there. When we got to the street, it was not so obvious which door of which building we were to enter. If this had been a Wal-Mart, there would have been a blaze of lights and big glass doors. Henry is a pretty dark place. Using Google street-view spoils us when we are trying to find a destination. We saw a worker in a truck-wash trailer, and parked. He aimed us to the right door, and off we went. We entered with a few others. We had a few minutes to talk, and share cookies. We were outfitted in hard hats and reflective vests. We could see the operation through a window high on the wall of the sorting plant (we were on the second floor of the office area.) A few minutes after the appointed time, we were off to the working floor of the recycle sorting plant. It is big. The machinery is big and imper-sonal. There are fork lifts and loaders, all tending to the Building’s Centerpiece: a huge sorting machine from Germany.

Years ago, we were asked to sort at home, and the guy at the curb had to drop each type of material in its own bin. Now it is mixed as it arrives at the plant. The machine gets most of the cardboard into one pile, and the paper in another. Glass and steel go to their own bins. Aluminum is hi-value; a machine zings it into its own ‘bailer’.

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heads or even all aluminum engines were only a tick away on the build sheet, as were tri-power carburetion, cowl induction, heavy duty or specially tuned suspen-sions, side-mounted exhaust systems, etc. As major domo of Chevrolet perform-ance engineering, Zora also influenced the development and introduction of hi-power models of Chevelle, Camaro, Nova and Impala in the good ol’ muscle car era. Zora retired from GM in 1975. I suspect that the last few years of his career with GM must have been a tad anticlimactic and even disappointing. This was a time of struggle for car makers trying to cope with the introduction of unleaded gaso-line and more stringent pollution controls, not to mention the first major oil short-age since WW II. Engine power was ‘way down across the board and thus, per-formance was mostly in name only, at least in cars off showroom floors. And for some reason, quality control, even at normally very good Chevrolet, tanked. As a consequence, the 1970s and early 1980s were not great years for enthusiast cars, at least not those made by the Detroit “Big 3”. However, when the 1990’s were ushered in, matters started to turn around. The introduction of new Corvette models, like the C4 ZR-1, must have put a smile on Zora’s face once again. During retirement, Zora was active in “things Corvette” as a show judge, con-sultant, speaker, etc.Six weeks before his death in 1994, Zora was featured speaker at a gala Corvette celebration held in Detroit, Michigan. If you ever saw Zora interviewed on television or saw video clips of him speak, you’ll understand why he was the “star” of that gala and of other major Corvette festivities, such as the opening of the Bowling Green Corvette Museum. Truly, a larger than life indi-vidual in many ways and I have only related a part of his engineering and driving exploits. In case, after reading this information, you say “interesting, but not Porsche re-lated”, here’s a last tidbit – Zora Arkus-Duntov co-drove Porsche 550-1100 RS Spyders in the 1954 and the 1955 LeMans 24-hour endurance races, coming first in class both years. Written and submitted by: Brian Hanson, member, Red River Region, PCA

Thanks to Brian for writing this for us. Anyone with an interest in cars should consider visiting the Cor-vette Museum in KY and the Museum at the Speedway in Indianapolis. The Indy Museum entry fee is only $3; it has one of Zora’s experimental

racers on display. We drop in to both of these Meccas every time we drive past, most recently on our way back from Parade 2008. David 23

The Cayenne S Hybrid will deliver the power of a V8 and the efficiency of a four-cylinder ATLANTA – February 20, 2009 ---- Porsche AG, the Stuttgart, Germany-based high-performance car and SUV manufacturer, shared more information about its Cayenne S Hybrid, which will debut next year. Using a parallel full hybrid design with the electric motor between the combustion engine and the transmission, Por-sche engineers have been able to drive at speeds up to 86 mph without at all us-ing the combustion engine.

This engineering achievement allows the Cayenne S Hybrid to roll freely – or ‘coast’ -- at highway speeds without the combustion engine on, greatly minimizing engine emissions and fossil fuel consumption. This differs from current hybrid con-cepts that deliver benefits mainly in city traffic. Porsche, in cooperation with Volks-wagen, opted for the parallel full hybrid design as it also significantly improves ac-celeration, a concept that matches the company’s philosophy of offering out-standing performance and efficiency. It also fits in the current Cayenne design with minimal alterations and without affecting interior space or luggage capacity.

When it comes to market in 2010, the Cayenne S Hybrid is expected to emit some 20 percent less C02 than comparable combustion engine vehicles with similar power output. Covering a 0-to-100 km/h sprint in just 6.8 seconds, it earns its ‘S’ designation by delivering V8 performance and four-cylinder efficiency, all while complying with the Ultra Low Emission Vehicle II (ULEVII) emission standards.

The Cayenne S Hybrid uses a supercharged Audi 3.0-liter V6 engine with Direct Fuel Injection (DFI), 333 horsepower and 324 lb-ft of torque from 2,900 to 5,300 rpm. It is mated with 52-horsepower three-phase synchronous electric motor that produces up to 221 lb-ft of torque and also acts as an alternator, and the combined power units are joined to an eight-speed automatic transmission. Also on board is a 154-lb. no-maintenance 38 kW nickel metal hydride (NiMH) battery. Measuring 13.7” x 24.9” x 11.5”, it fits in the spare tire well, thus not compromising luggage capacity.

The Hybrid Manager is the Cayenne S Hybrid’s “Heart” The heart of these technologies is the powerful Hybrid Manager, which requires some 20,000 data parameters to operate (compared to a conventional engine con-trol unit that operates on less than one-third of the data). Since a parallel full hybrid operates in three classic hybrid modes – power generated by the combustion en-gine and electric motor, power generated by the combustion engine only, and power generated by the electric motor only – the Hybrid Manager’s main function is to seamlessly coordinate these modes to deliver optimal performance and effi-ciency.

With a clutch being the key connection between the combustion engine and the electric motor, the Hybrid Manager has the tough job of providing smooth but quick switching among the three hybrid modes without delay or a noticeable transition felt by the driver and passengers. For example, the Cayenne S Hybrid can motor along solely on electric power for up to 1.2 miles with the combustion engine off, and the Hybrid Manager will fire up the engine as soon as the driver presses the accelerator, increase engine speed appropriately and engage the clutch to transfer

power to the transmission without the driver or passengers noticing what is 24

happening. And, it does this within just 300 milliseconds.

When driving with just the combustion engine, the Hybrid Manager also will ensure the engine is operating as efficiently as possible in reference to its load. It switches the electric motor to an alternator mode, so the fuel consumed by the combustion engine not only efficiently powers the Cayenne but also generates electricity that can be ‘parked’ in the NiMH battery. Finally, when the driver presses the brake pedal, the Hybrid Manager feeds as much energy as possible from the electric mo-tor (again running as an alternator) to the battery.

The Cayenne S Hybrid also has electrically driven ancillary components such as the air conditioning compressor and the power steering pump.

Unlike conventional Cayenne SUVs, the Cayenne S Hybrid uses an eight-speed automatic unit. Porsche engineers added to the conventional transmission oil pump a new electrical drive pump to shift gears smoothly and efficiently also in electric mode. Top speed comes in sixth gear, and the two higher gears serve to further reduce engine speed to enhance fuel economy. Eighth gear, for example, enables the driver to ‘coast’ along without the combustion engine at speeds up to 86 mph. Porsche expects the Cayenne S Hybrid to consume less than nine liters of fuel per 100 kilometers in the New European Driving Cycle. EPA fuel economy figures are not yet available.

A similar hybrid system will find its way into the new Porsche Panamera® four-door gran turismo sometime following its debut.

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