PORSCHE CLUB OF AMERICA - YELLOWSTONE REGIONyel.pca.org/OFP/OFP40-DEC2011.pdf · 2017-06-16 · Old...

� Old Faithful Porsche

PORSCHE CLUB OF AMERICA - YELLOWSTONE REGION

Even with all its aerodynamic engineering,it can’t help but stick out.

Sure, it has an extremely low drag coefficient of 0.29 enhanced by a lightweight design of aluminum cast alloys, magnesium, plastics and super high-strength sheet steel. And you’d think its top speed of 180 mph would furthermore make it difficult to spot. But not so. In the best way possible, the Porsche 911 is unmistakably noticeable.

866-633-5962196 E. University ParkwayOrem, UT 84058kengarffporsche.comShowroom hours M-S9:00AM – 8:00PM

© 2009 Porsche Cars North America, Inc. Porsche recommends seat belt usage and observance of all traffic laws at all times. OAC, see dealer for details.

Get your own slice of blatantly obvious beauty now at Ken Garff Porsche.

�Old Faithful Porsche


� Old Faithful Porsche


Old Faithful Porsche is the official newsletter of the Porsche Club of America - Yellowstone Region.

The views or comments expressed in the Old Faithful Porsche newsletter are not necessarily those of the Porsche Club of America or the Yellowstone Region. Old Faithful Porsche is published expressly for the information and entertainment of the Porsche Club of America - Yellowstone Region, its members and supporters. Old Faithful Porsche assumes no responsibility for any submissions. All submissions become property of Old Faithful Porsche unless other arrangements are made with the editor and president. Reprints from this Newsletter are not permitted without prior permission from the Editor. Send editorial submissions to: Ken Koop phone: (�07) 7��-8806 e-mail: [email protected] the Yellowstone Region web site at: http://yel.pca.org/

Advertising PolicyClassified ads are free for PCA members, but are subject to available space in the newsletter. Business ad rates are specified below and are annual full color rates. Send your ad text and jpg poto (if available) to: Ken Koop ([email protected])

Back Cover ................................... $6�0Inside Back Cover ....................... $570Inside Front Cover ...................... $6�0Staples Center Page .................... $6�0Full Page ....................................... $5�0Half Page ...................................... $�50Quarter Page ................................ $�10Business Card .............................. $150

Club Directory�010 Executive Board

President & EditorKen Koop(�07) 7��[email protected]

DirectorStan Siegel(�07) 7��-0��[email protected]

Treasurer Robin Koop(�07) 7��-8806

DirectorMike Faems(�07) 690-�[email protected]

DirectorCharles Brown(�07) �0�-�[email protected]

Director & Membership ChairNancy Clancy(�07) 7��-698�[email protected]

DirectorEric Weber(�07) 690-01�[email protected]

WebmeisterKed [email protected]

Newsletter ContentsPresident’s Message ....................................................Ken’s Corner .................................................................Porsche Record Sales in October ...............................The Cayman R ..............................................................Spring Time .................................................................. Porsche West Coast Experience Center ....................Meet the Memebers ....................................................First Winter Snow .......................................................Mike Mielke at the Track ............................................911 Carrera Cabriolet Debut ......................................Porsche Production Numbers ...................................The Golden Telephone ...............................................Oktoberfest ..................................................................Panamera GTS Four Door .........................................Porsche, Daytona and Endurance Racing ..............Calendar of Events .....................................................Porsche Parade Ad .....................................................Porsche Snow Mobile ................................................

56

11111�17181919�0�0�1��6

DirectorDick Beck(�07) 7��-��5

Event CoordinatorShelley Fairbanks(�07) 88�-5�18

5Old Faithful Porsche


President’s Message

Greetings!

Auf Wiedersehen

Happy Holidays Everyone!! Winter has finally arrived. After all, it was inevitable! Activities for �01� will shortly be formulated by our board. If you have any suggestions, please pass them on for our review. The calendar in this newsletter shows a few of our regular events and more will follow as decisions and dates are made. Please mark your calendars to keep these dates open. The Porsche Parade for �01�, a week-long celebration of Porsche Club of America Members, will take place in Salt Lake City, July 8-1�. This will be the closest location from Jackson to the Parade in our lifetime. I would like to suggest everyone setting some time aside to attend. If you can make it, you will never forget it. Little & Grand America Hotels will serve as the headquarters for most dinners and social events. Reservations can be made using PCA as the reference. In future newsletters, I will be publishing events, dinners and activities as they become available and will keep everyone informed via email. We had a wonderful group dinner/social in October. Almost fifty members attended to say hello to our new board of directors, good bye to �011 and exchange stories with each other. I hope to see everyone in February at our next event at �� NORTH. Have a Happy Holiday Season.

Welcome Our 2012 Board of Directors

Our club has elected a dynamic slate of Directors for 2012 consisting of Eric Weber, Mike Faems, Robin Koop, Nancy Clancy, Dick Beck, Charles Brown, Stan Siegel and yours truly--Ken Koop. Shelley Fairbanks has agreed to become Event Coordinator. Thank all of you for serving. The Board will be meeting shortly to plan the activities for the coming year. If you have any suggestions for new events, please forward them to me so we can discuss any ideas you have. We will continue to provide a variety of activities throughout the year that are interesting to each and every member.

6 Old Faithful Porsche


Porsche Rocks the Monterey Peninsula - This is How We Celebrate

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By: Ken Koop

Porsche Rennsport (German for “Race Sport”) began in �001 where an amazing display of Porsches old and new came together at Lime Rock Race Park in Connecticut. Porsche had been looking for a way to continue the company’s 50th anniversary celebration. They wanted people to not only be able to view these historic cars, but also be able to touch them and meet the drivers who helped make them famous. This event was a reunion of the cars, drivers and fans. Three years later, Rennsport II was held at Daytona International Speedway, the site of Porsche’s first overall victory in an international ��-hour endurance race (The 1968 Daytona �� Hours). It was such a huge success that Rennsport III was held there again three years later. This past October, Porsche rocked the Monterey Peninsula with two of the greatest events ever held on this famous piece of land by the sea. Seventy thousand motorsport enthusiasts from around the world convened for Porsche’s Rennsport Reunion IV along with the Porsche Race Car Classic. Together they showed the enthusiasm that Porsche owners and fans have for this iconic sports car marque. The Reunion is put on every �-� years and this was the first time it took place on the west coast at the legendary Laguna Seca Raceway. Norbert Singer and Jerry Seinfeld were grand marshals of the event. Mr. Singer, a highly revered and now retired Porsche Engineer, was directly involved with virtually every Porsche race car since the early 70’s. Those cars included the 917, 9��, 9�5, 9�6, 956, 96�, GT1 and he assisted with the RS Spyder along with most of the 911 RS race car programs. He was an extraordinary leader for Porsche’s racing programs. Jerry, as you know, is a well known actor/comedian and collector of Porsches (totaling more than 70 cars). His collection includes



the first 964 built, the last air-cooled 911 ever produced, the 917 that Steve McQueen drove in the movie LeMans, a 550 Speedster and a Carrera GT just to name a few.

Sights and sounds filled the rolling hills of Monterey with more than �50 Porsche race cars. Sixty years of racing history was brought back to life as they battled for victory in eight different race groups. Past and current driving legends helped bring back Porsche’s rich motorsports tradition.

Special activities celebrating the decades-long history of the legendary 911 (the most prolific and famous race car in the world) occurred during the week. Other events included multiple autograph sessions, meet-the-driver and meet-the-engineer programs. The Corral had 1�00 Porsches and there were probably another �000 in other parking areas. Three days of on-track competition was complemented by a Concourse d’ Elegance held on pit row.

The Beergarten was officially opened at 1:00 on Friday afternoon with the tapping of the keg ceremony hosted by the President of Porsche Cars North America, Detlev von Platen. The Kranziskaner Weissbier beer was specially flown in from Germany and is some of the best tasting in the world; especially on a hot afternoon. The weather was perfect and complimented by the smell of bratwurst and sauerkraut filling the paddock air. Attractive hostesses wore traditional German attire; the “Dirndl”. That evening a live band played on the main stage. The following night, the greatest racing movie of all time, “LeMans”, starring Steve McQueen was shown on the big-screen. The cars of that era were just a few feet away in the “Porsche Park” (complete with grass and trees) and gave the evening a very special feeling.

Laguna Seca has an island in the middle of the paddock which normally provides food services to visitors. PCA took over this area and surrounded it with many beautiful Caymans, thereby dubbing it “Cayman Island”. It was complemented with flags, banners and a great hospitality tent. Very impressive! “Vendor Row” was another wunderbar place to stroll through. Tent after tent were filled with parts, racing gear, books, shirts, artwork, posters and souvenir merchandise. Yeah, I know…crazy! Oh, and did I mention the hot air balloon and helicopter rides. Yea, they had those too!

Dr. Wolfgang Porsche (Chairman of the Supervisory Board of Porsche AG) attended and made himself available every day for pictures and autographs. He addressed PCA members as a group on two different occasions. For a person of his stature, it was surprising how gentle, humble and respectful he was. Dr. Porsche made it very clear that he and the company sincerely appreciates the passion and devotion Porsche fans have for his cars.



Porsche also took this opportunity to unveil their new 7th generation 911; the 991. This was the first time the car was shown in the USA. It has the first 7-speed manual gearbox to ever be offered on any production car along with a complete redesign of its exterior and interior. The car is about 100 lbs lighter, �.9” longer and is considerably faster than the previous generation. It will hit showrooms early next year.

On Sunday, even as racing continued on the track, The Porsche Race Car Classic took place just 15 miles down the road. It was held on the lush grounds of the Quail Lodge in Carmel. The Race Car Classic presented the largest and most comprehensive collection of early Porsche race cars ever assembled. Examples of every race car produced from 19�9-196� were displayed in unprecedented numbers. These included �56 Gmünd Coupes of 19�9 through the iconic 90�’s of 196�. The 175 cars were chosen for the quality of their racing history over the glossiness of their paint. A gourmet feast was served which included delicious food and beverages from local wineries. A new 911 was raffled for charity. Unfortunately, I wasn’t holding the winning ticket. Dang! The net proceeds of this event were donated to funding lung cancer research. In addition, assembled on the main entrance road, a street concourse featured virtually every model year of the �56 and 911. It was free to the public and provided an enjoyable voyage through time.



If you ever wanted to get an idea of which model (old or new), color or option to create your dream car, this would have been a great venue to see them in person. No two cars were optioned the same. Owners were eager to discuss their vehicles and answer any questions posed to them.

In closing, no other automobile manufacturer could pull off an event of this stature and size. It is uniquely Porsche. Everyone who attended felt like they were part of an extended family with a common thread holding them together. This is how Porsche and their Family (the drivers and fans), celebrates a Family Reunion!



Porsche successfully continues record run in October With yet another increase in sales in October �011, Dr. lng. h.c. F. Porsche AG, Stuttgart, has already delivered more than 100,000 vehicles for the full year. The 9,�19 vehicles delivered to customers worldwide were 6.8 per cent more than the same month the previous year. In the first ten months the Zuffenhausen-based company delivered a total of 100,�91 new cars, �8.� per cent more compared with the same period the year before.

“That means that notwithstanding the change of model with the 911 we are in all probability heading for a new best ever performance for customer deliveries in �011” said Bernhard Maier, Executive Vice President for Sales and Marketing.

Porsche managed to grow in virtually every region in October �011. Demand was again particularly high in China, Porsche’s second-largest market, where the Zuffenhausen-based company managed to sell fully half as many cars again as the month before. In the German domestic market as well, the sports car manufacturer achieved growth of almost five per cent last month. Particularly popular here was the diesel version of the Panamera with 1�9 vehicles sold.

The most sought-after Porsche model worldwide was again the Cayenne. In October alone, Porsche sold less than 5,�00 of the sporty off-road cars, a good fifth more than in the previous month. Compared with the same period last year, deliveries in the first ten months increased by not quite 6� per cent to all of 50,600 units of the Cayenne. This included approx. �,500 hybrid versions, enabling Porsche to build on its leadership position in hybrid-powered, off-road vehicles.

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1� Old Faithful Porsche


Spring TimeWritten and photographed by John Francas Even though this article is written for a GT�, it applies to all Porsche’s and normal cars in general. Worn dampers were having an adverse effect on the handling of our GT�. The big question was what to replace them with? When Porsche enthusiasts talk of GT�s, they wax lyrical on the dynamic looks of the car, the inspiring growl as the high revving flat-six heads for 8000rpm and, of course, the surgically precise handling. It was this last bit that had me scratching my head. My Mk1 GT�, although still fantastic through the twisty bits, just didn’t feel quite right. As with most other drivers, I have my local bits of road where, on quiet days, I can put the car through its paces and enjoy the kart-like cornering this car delivers. Lately, though, I had noticed a degree of squirming and jitter under acceleration and general reduction in handling super-duperness that I couldn’t quite put my finger on. Toying with various combinations of tyres pressures wasn’t improving things. A change of rubber to a set of Toyo Proxes T1-Rs improved things a bit; the new tyres seemed to enhance the balance of the car, slightly reducing its tendency to understeer, rather than give me a feeling of better grip levels overall. A peek under the car confirmed that my suspension dampers were probably the cause of my GT�’s lack of sure-footedness. After over �0,000 miles, the rear left damper was showing signs of long-term, heavy leakage and the right rear damper had just joined it. There was also an intermittent clunk coming from the front right hand corner of the car; and since the drop links and so on had been checked and re-checked, I figured it was probably coming from inside the damper. It was pretty clear that the dampers had come to the end of their useful lives and needed replacing. The first option when considering the replacement of any failed component on a 911 should be the original Porsche part. As tempting as aftermarket goodies may be, it is always in the back of my mind that Porsche engineers and designers probably know what they are doing. Backed by millions of euros of development and testing budgets, it should be the case that the original equipment is surely the best bet.

Of course, this approach doesn’t account for a couple of things. First, material and design technology is moving at a great rate of knots and the suspension components on my 1999 GT� utilise 10-year-old technology; from the materials used in construction of the cylinders, seals and valves to the hydraulic fluid used inside the dampers. Second, Porsche’s engineers have to design the car’s systems for a wide range of possible operating conditions and they have a trade-off between specifications and cost – there is no doubt they could make ‘better’ cars, but ultimately they are constrained to a budget. They also have to make compromises to account for all manner of end users. If my GT� was solely used on the track, for instance, the standard dampers and springs would be nowhere near the optimal solution for my application of the car. In any event, I use the car 90 percent of the time on the road, so replacing the tired suspension with a standard setup from Porsche was certainly an option. However, the cost of a full set of springs and dampers from my local OPC parts department was in the order of $2800; if I was replacing just the dampers I would still be looking at just over $2000. I could look at other damper suppliers, such as Bilstein or Koni, but then I would have to find out how well ‘matched’ the new damper is to the original spring – more on this later. Either way, for completely non-adjustable suspension the standard option is a bit pricey. At this price level, I could expect some adjustable coilovers from aftermarket suppliers, such as Bilstein, KW, Cross or H&R, so for me it was an easy decision to investigate the range of aftermarket adjustable coilovers. This investigation, however, is where two words came into play – ‘can’ and ‘worms’”! Suspension design is an incredibly complex area of car design. So complex that many very large books on suspension and vehicle dynamics can be found with a quick visit to Amazon. I suppose the easy solution would have been to ring a few suppliers of coilover kits and ask them which is best and hand over my credit card details. Unfortunately, the first Porsche parts specialist I rang didn’t even know whether Bilstein did a suitable coilover for my GT� (they don’t), let alone the finer differences between the PSS9s and, say, the KW Variant 3 coilovers. So I set out to find out what dampers do and which coilovers the best choice are best for my GT�.

1�Old Faithful Porsche


The suspension has one primary job – to maximise the possible grip that the tyres can provide. It must try to do this in a varying array of conditions, during acceleration and braking and cornering, on smooth or rough surfaces with or without camber all at varying speeds. There is also the secondary consideration of comfort over rough road surfaces to consider, too, but the main aim of the suspension design for 911s is maximising grip. In my quest to find the best coilover solution for my GT� I could ignore all the chapters on camber curves, roll centre and motion ratio. That’s because, first, they are difficult concepts to fully grasp and they gave me a headache and, second, because they are all results of the inherent geometry of the suspension components. What I was more interested in was what the springs and dampers actually do. This would help me understand the difference between linear or progressive springs, twin tube or monotube dampers, bump and rebound damping adjustment and the role bumpstops play in effective damping – or if any of these things mattered when choosing coilovers for my GT�. So, let’s find out what springs and dampers do. They connect a vehicle’s sprung weight (that’s everything

connected to the top end of the suspension strut, like the body, the passengers, fuel and so on) to the vehicle’s unsprung weight (usually the hubs, brakes, tyres and wheels). The job of the coilover (the spring and damper unit) is to control the up and down motion of the wheel at each corner of the car in such a way as to maximise grip at the tyre contact patch. The springs and dampers work in conjunction with anti-roll bars to control the load transfer under acceleration, braking and cornering.

Most of us know how springs work. Coils of steel resist compression or extension and they can be made to resist that compression more (‘stiffer’) or less (‘softer’). Softer springs provide a more comfortable ride over a bumpy surface and cope well with high speed suspension movements. By high speed, I am referring to the speed of the compression of the damper/spring, not the speed of the car. So a high speed suspension movement may involve the wheel going over a bump or a pothole. Soft springs give a more comfortable ride because their lower resistance to compression or extension allows them to absorb more energy from the movement of the wheel. The trade off is longer suspension travel because the softer spring is compressed more for a given load. The cost of a softly sprung, comfortable ride is excessive body roll and pitch under braking and cornering. Stiffer springs, on the other hand, will control the slow body roll movements a lot more, but stiff springs can’t absorb the energy of high speed movements due to road surface irregularities, so any gains in grip by controlling body roll or load transfer may be lost as the wheel bounces and skips over bumps, losing contact with the road surface. Clearly, for any 911, spring stiffness will be at the stiffer end of the spectrum. Control of load transfer is a much higher priority than ride comfort so, as you would expect, spring rates are higher.

1� Old Faithful Porsche


What about the damper, then? The spring is an energy storage device that absorbs or releases the energy of wheel and hub assembly as it is moved by a bump or under cornering or braking loads. Without anything to control it, a spring would just oscillate up and down until it runs out energy to dissipate. The tyre needs to be kept in optimum contact with the road, so can’t be allowed to just bounce up and down. The damper, therefore, controls the movement of spring and stops it oscillating. Most suspension dampers consist of an oil-filled tube with an internal piston running inside the tube. The hydraulic oil is only able to flow through small orifices in the piston and provides resistance to the piston’s motion, converting the spring’s energy into heat in the oil. There are two types of motion a damper/spring combination needs to control – fast, jerky motion caused by the road surface and slower loading and unloading of the tyre under braking, acceleration or cornering. There are combinations of both these when you are cornering on bumpy surfaces, so a decent damper needs some way of controlling fast and slow movements. Over the high speed bumps, you want lower damping forces to allow the spring to absorb the energy generated by the bumps. During braking and cornering, you want higher damping forces to control the attitude of the car. In a basic, non-adjustable damper the valving inside the piston is designed to offer a compromise between low and high speed damping in bump and rebound. As you look for more control, the dampers get more complex, more adjustable and, thus, more expensive. Adjustable dampers offer the ability to tune the damping force offered by the valving. There are different levels of adjustability. Really high-end dampers, such as those made by Moton, JRZ, Penske and others, offer control of both high speed and low speed bump and rebound damping. These are ‘four-way’ adjustables, as you can individually control these four parameters. It is really worth finding out exactly what level of control and adjustability you are getting with your choice of dampers. For me (and the majority of drivers), four-way adjustable dampers are way over the top. Not only do I hardly track the car, but the time and experienced required to be able to fully exploit their adjustability is way beyond me. In a nutshell, I’m really not good enough to spend $10,000 on them.

Sticking around my budget of around $�,000, I chose the KW Variant � coilovers for a number of reasons. First and foremost, they were available for the GT�. Some of the others don’t offer a GT3 specific coilover – for instance Koni doesn’t seem to make anything for later-model 911s (correct me if I am wrong!) and Bilstein could only supply a damper, rather than a full PSS9 setup. I am sure that a new set of dampers alone would have been an improvement, but I felt I could get more from an adjustable coilover. If I didn’t have a GT� I would still have chosen the KW for a number of reasons. Unlike some other coilovers on the market, the KW have separately adjustable bump and rebound. Although the Bilsteins are adjustable, they are only adjustable as a preset pairing of rebound and bump. This may be more than enough adjustability for most and probably would be enough for me, as I hardly ever change my damper settings. But, if you are going to buy adjustable coilovers, you may as well buy ones which are independently adjustable in bump and rebound. Also, to make up for the lack of a separate ‘high speed’ adjustable bump, the KWs have a high speed ‘pop off’ function built in to the valving inside the damper. I don’t believe other two-way adjustables have this feature. Although not as flexible as full high-speed rebound adjustability, this seems like quite a clever little bit of engineering. In practice, it allows the damper to cope with a sudden, high speed suspension event (such has going over a pothole or bump) during a slow speed suspension mid corner. I was also very impressed by the build quality of the KWs. The damper bodies are machined from stainless steel tubes and appear to be well protected against corrosion; there is no point in having height adjustable coilovers if, after one winter, you can’t adjust the collars because the threads are corroded. The internal valve components are all assembled by hand, with great attention paid to shimming the internal springs so that the damper’s performance is consistent and repeatable and, overall, the product just seemed to be really high quality. However, probably the most persuasive reason for me to use KW was, that Olaf Manthey chooses KW to manufacture the suspension on his Nürburgring �� Hour winning cars. Granted, Olaf doesn’t run standard KW coilovers on his cars, but designs the system and has KW manufacture and assemble the full suspension for Manthey Motors. I know a hell of a lot less than Herr



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Manthey about 911s and if they are good enough for him, they’re good enough for me. When the old dampers were removed from the GT�, I had them tested at KW just to see how they were performing. Unsurprisingly, they were completely knackered; the force/speed curve showing virtually no damping at all. The difference in the car after the install was instantly very noticeable. The clunks and knocks coming from the front were now gone. Result! Over speed humps, the back end no longer bottomed out and, at very low speed, there was a lot more comfort and less of a teeth-loosening feel to the car. At speed, in corners, the results were confidence-inspiring. The car could be set into a corner and there was just much less need for mid-corner correction, as the car didn’t squirm, squat and move about so much. The car was put through its paces on the local Fichtenberg ‘test roads’ by KW’s suspension test driver Klaus Frank. Now the car’s suspension is sorted, the grip is limited by tyres, geometry and, mainly, my own limited ability behind the wheel. Bump and rebound: When a wheel goes over a bump at speed, the wheel has to move up, over the bump. The coilover has to compress to allow this. What happens when the wheel has passed over the bump? The compressed spring is in rebound, pushing the wheel back down so the tyre stays in contact with the road. If the spring is too soft when the wheel goes over the bump, the spring may still be compressed once the bump has passed under the wheel, leaving the tyre momentarily out of contact with the road. You also want the spring to be stiff enough so that it can keep the wheel in contact with the road, but not so stiff that the wheel skips and jumps over rough surfaces. So, matching of the springs and dampers is fundamental to maximising grip over bumpy roads.

Adjustability: The more exacting the demands on the damper, the more adjustability they seem to have. At the top of the motorsport tree, you have high and low speed adjustment of both bump and rebound, and the ability to vary the pressure of the nitrogen gas inside the damper tube. While this adjustability is vital to a race team to fine tune the suspension characteristics for different circuits, changes to tyres, drivers and fuel loads and so on, it poses a bit of a practical problem for everyday drivers.

No doubt, having a set of four-way adjustable race dampers on a car wins the ‘Internet forum bragging rights’ but the fact is that most drivers would not know how to go about tuning their suspension for the road or the track. It takes hours and hours of setting the dampers, driving the car (preferably consistently on the same circuit or roads) and adjusting bump and rebound until the car is behaving how you want it into and out of corners. This set up is different for different driving styles, so no single setting ‘fits all’. Most of us don’t have the time or resources to spend days setting up our cars. This is where some of the more focussed independent tuners and suspension developers come in. The likes of Parr, JZ Machtech, Tech9, Fearnsport, 9M and others have spent time figuring out which combination of bump and rebound setting and antiroll bar stiffness works well for a particular car. In my case, KW has spent a lot of time testing suspension setups both at the ‘Ring and their local ‘test roads’ in Fichtenberg. If the test run I went on with Klaus is anything to go by, they test the car right to the limit, too! Recently, technology has moved on with Porsche, Ferrari and Audi introducing electronically adjustable damping. The Porsche system, PASM (Porsche Active Suspension Management ) allows for adjustment of the level of damping via electronically adjustable valves inside the damper. The Audi and Ferrari systems use a different system whereby the viscous properties of the ‘magneto-rheological’ hydraulic fluid can be altered by changes in a magnetic field applied to the damper. Both systems offer the ability to have a softer setup for road driving and much firmer track settings at the push of a button. However, the system’s parameters are pre-set by the manufacturer so aren’t truly ‘adjustable’ by the driver. The standard 996 GT� front suspension is a well-proving set-up, but we wanted to achieve something even better. After �0,000 miles our original coilovers were a sorry sight when they’d been removed from the car. A damper test proved what we’d guessed – they were leaking and due for replacement. Everyone should be aware that dampeners are generally good for no more than 50,000 miles of driving. A replacement may be called for sooner if a leak or other problems develop. This article was originally published in “Total 911 Magazine”. Their website can be found at www.total911.com. They generously allowed us to reprint it.



New Southern California facility will be a center of excellence for vehicle and human performance education, from track experiences and driver training to car culture events

Porsche Cars North America (PCNA) today announced it will build a second new Porsche Experience Center in North America, in Carson, California. The purpose-built 5�-acre facility and road handling course will be one of only five such sites in the world, including the original Porsche Experience Center at the legendary Silverstone Circuit in Great Britain and Centers in Leipzig, Germany and Shanghai, China. In May, Porsche announced North America’s first Porsche Experience Center, to be built as part of the company’s new U.S. headquarters complex in Atlanta, Georgia.

The new West Coast location will be situated near the intersection of two major Los Angeles area traffic arteries, the 405 and 110 Freeways, and is just minutes from Los Angeles International Airport (LAX). Southern California is one of the largest Porsche markets in the United States. Groundbreaking is anticipated for summer �01�.

“Helping enthusiasts feel and connect with their vehicle’s full potential through intelligent engineering has always been a part of the Porsche philosophy,” said Detlev von Platen, President and CEO of Porsche Cars North America. “Now, we are excited to turn dreams into reality for all driving enthusiasts by creating a safe, exhilarating environment for experiencing the pleasure of being in the driver’s seat.”

Given the Porsche Experience Center’s extensive lineup of facilities and programs, finding the perfect mix of education and enjoyment won’t be difficult, no matter the individual’s skill or interest level. The centerpiece of the complex will be a world-class test track and handling course, including areas where special surfaces replicate rain, ice, and snow conditions. These training sections include the Ice

Hill, where a steep slope, computer controlled water jets, and a low-friction surface will challenge even the most experienced drivers and help them improve their real-world skills. A special off-road area will combine 45-degree declines and ascents – ideal terrain for unleashing a Porsche Cayenne.

Driving enthusiasts can sign up for sessions with highly trained Porsche driving consultants, while new drivers can enroll in programs that teach technique for navigating today’s challenging roadways. The Porsche Driving Experience isn’t just for adults – special programs for kids will ensure that even young enthusiasts get an early start in the art of automobile appreciation. Facilities, including track access, dining and conference spaces, will also be open to car clubs, corporate clients, and other special groups.

“Our mission is to help everyone who loves automobiles and car culture to experience the pure joy, the art, and the science of driving,” said James Taylor, general manager, Porsche Experience Center. “Whether you want to experience the latest Porsche models like the new seventh-generation Porsche 911, upgrade your personal performance as a racer or athlete, or host a car club event or a product launch, we look forward to working with customers to create a memorable program.”

The Porsche Experience Center will not just be for those who drive the track. The facility is designed for the whole family, offering a Porsche Café and gift shop along with plenty of trackside viewing areas. Additional fine dining facilities will be available for business meetings and events.

Porsche to Build West Coast Experience Center



I’m AddictedBy Ryan Speeder

I’ve been a Porsche freak since I was twelve and first saw a picture of a 1975 9�0 in Road and Track magazine. Ever since, I knew that someday I’d own a Porsche 911. Well, that someday came (much later) in the form of a 1979 911 SC Targa. I bought the car in Idaho Falls from a Russian fellow who was just about to have his first child. He was sad to see it go, and I was equally thrilled to own it.

I live in Teton Valley, so the drive between Swan Valley and Victor became my favorite “Porsche road”. I drove that car for around six years and ended up selling it in �005.

Meanwhile, my sister met a fellow from Norway, and ended up marrying him and moving over there to start her own family. It turns out that her husband, Morten, is just as into Porsches as I am. One of his many side hobbies includes buying, restoring, and then selling 70’s vintage 911s. One of the cars he built up was a replica RS, which he drove down to the Nurburgring for the open track sessions.

While I was visiting my sister in Norway, he invited me to join him for a weekend session at the ‘Ring, and was kind enough to let me drive the RS. It was noisy, hot, and with the track suspension, represented everything visceral that makes Porsches what they are.

I was hooked. The following April I returned to Norway under the pretense of attending my nephews third birthday, and added an extra week to the trip so Morten and I could head down to the ‘Ring for some more driving. He had just bought a replica 993 GT2 bi-turbo which had been recently built up by Manthey Motorsport specifically for the Nordschleife. The engine had been dyno’d at over 600 hp, and was (and still is) one of the most beautiful cars I’ve ever had the pleasure of driving. It was this car that the Nurburgring hook was driven in even further.

Later that summer, Mortens younger brother crashed and destroyed the RS. It was then that I began thinking about buying my own Porsche for a “’Ring toy”. After a little research, I discovered that due to the weak dollar verses the Euro, it would actually be cheaper to buy an American car and export it back to Germany. The hunt was on for a relatively inexpensive 911 that I could drive for a season or two, and then sell at a profit in Europe.

Meet the MembersThat car turned up in the classified ads in Panorama magazine. I bought a very clean 1991 96� C� that had been owned by a Porsche racing mechanic. The previous owner had built up the suspension, rebuilt the motor to produce just under 350 hp, and installed a lightweight flywheel and racing transmission. All I needed to do was install a roll cage, racing seats and steering wheel, and my second Porsche was ready for the Nurburgring!

Before I shipped it over I wanted to get a little track time in, so I entered the Miller Motorsport Wintercross series, and ended up taking a gold medal in the all-wheel drive category.

The picture of the white 96� is me entering Schwalbenschwanz Curve at the Nurburgring in late March and April of �010. Last winter Morten found a buyer for the white 96�, and I essentially traded that car for the red GT�, which became my third Porsche. We registered the GT� in Idaho, hence you’ll notice the Idaho plates. The picture of the red GT� chasing the 96� up Eiskurve is the car Morten bought to replace the RS that was crashed and destroyed. Morten in turn replaced the GT� with a brand new �011 GT� RS in the rare blue and gold paint scheme.



Last year my brother-in-law started a racing team campaigning a 996 Cup car. The team has enjoyed some success over the past season, and as a result of my lap times during the open track sessions, he’s invited me to join the team as a driver. My first race will be the weekend of August 27th, 2011. The final picture is of the 996 Cup car.

Hopefully this explains some of what I have been doing in Nurburg. I do still live in Driggs, but I spend quite a bit of time traveling around both fighting fires and feeding the Nurburgring addiction.

First Winer Snow!

Mike Mielke having fun at Miller Motorsports Park.

�0 Old Faithful Porsche


Debut for 911 Carrera Cabriolet with innovative

roof conceptWhat the Coupé began with the new aluminium-steel body, the Cabriolet continues with the all-new, unique hood: As a result, the typical 911 roof line is initially retained in its entirety. Even when closed up, the Cabriolet cuts a fine figure. Intelligent lightweightdesign, even including the use of magnesium in the hood, ensures less weight and more sportiness, lower fuel consumption and greater comfort. With the open-top 911s as well, Porsche has managed to reverse the weight spiral and make the new Cabrio models significantly lighter than its predecessors.

Each of the two new Cabriolets has the same engine as its Carrera Coupé equivalent. The rear of the 911 Carrera Cabrio houses a 3.4-litre flat engine generating �50 hp (�57 kW) of power driving the rear wheels through a seven-gear manual transmission. The open-top Carrera S comes with a �.8-litre six-cylinder engine developing �00 hp (�9� kW) and also a seven-gear manual transmission featured as standard. That means that the open-top 911s as well are distancing themselves even further from the competition in terms of efficiency; both models consume less than ten litres of fuel per 100 kilometres (NEDC). The Cabriolets as well have the Porsche Doppelkupplungsgetriebe (PDK) available as an optional extra, delivering even lower fuel consumption and shorter acceleration times.

The 911 Carrera Cabriolet will be launched in Germany on March �, �01�. The prices for the 911 Carrera Cabriolet start in Germany with 100,5�� Euros, the 911 Carrera S Cabriolet starts with 11�,9�1 Euros including value-added tax in both cases.

Porsche Production figures from 1948 to 2007 Year Vehicles19�8 1019�9 ��1950 �691951 1,�6�195� 987195� 1,601195� 1,8681955 �,68�1956 �,�8�1957 �,��1958 6,5701959 6,�50

1960 7,�991961 8,617196� 6,907196� 11,�5�196� 10,�681965 9,9891966 8,�101967 11,�991968 1�,1991969 1�,8��1970 �0,�5�1971 �8,8�7

197� ��,7��197�/7� ��,098197�/7� ��,0�1197�/75 19,56�1975/76 ��,0�51976/77 �0,1861977/78 �6,0�11978/79 �9,�001979/80 �1,1�81980/81 �8,0151981/8� ��,6�0198�/8� �5,��0

198�/8� ��,77�198�/85 50,51�1985/86 5�,6�51986/87 50,7151987/88 ��,18�1988/89 �0,1961989/90 ��,�6�1990/91 �6,1571991/9� 19,1�7199�/9� 1�,�8�199�/9� 16,789199�/95 18,079

1995/96 �0,��1996/97 ��,�901997/98 �8,0071998/99 �5,1191999/00 �8,815�000/01 55,78��001/0� 55,050�00�/0� 7�,�8��00�/0� 81,5�1�00�/05 90,95��005/06 10�,60��006/07 101,8�� Total: 1,783,913

�1Old Faithful Porsche


The Golden TelephonePeter Schutz (while still the CEO of Porsche) told a funny story about the Enzo Ferrari, President Ronald Regan and Dr. Ferry Porsche at a Porsche meeting a number of years ago. It is slightly revised but it will bring a smile to your face.

President Ronald Regan visited the Ferrari Factory on a trip to Italy. While in conversation with the Mr Ferrari, he noticed a golden telephone on the desk. President Regan asked, “What is that golden telephone?” Mr Ferrari explained, “That is a direct connection to the Lord; we talk every day.” President Regan was amazed. “Do you suppose I might make a call?” “Certainly,” replied Mr Ferrari. “But the call is very expensive--$�5,000 per minute and no credit cards are accepted.”

Different generations with a single objective; Beauty, grace and speed!Photo courtesy of www.gtpurelyporsche.com

“That is too bad,” was President Regan’s reply. “I don’t have that sort of money with me, but we’ll do it next time.”

Later that week, President Regan went to Stuttgart to visit Dr. Ferry Porsche. While in Dr. Porsche’s office, he noticed a golden telephone on the desk. “Is that a telephone like the one I saw in Mr Ferrari’s office recently?” “It certainly is,” answered Dr. Porsche. “If it were not so expensive, I would sure like to make a call to Heaven,” said President Regan. Dr. Porsche replied, “Please help yourself; it only costs �5 cents per minute.” “What”? exclaimed President Regan? “In Maranello, it costs $�5,000 per minute.” Dr. Porsche responded; “You see, from here, it’s a local call”!

Perhaps this explains the price difference between a Ferrari and a Porsche!

�� Old Faithful Porsche


Our club celebrated its final event for 2011 in October at �� NORTH. The evening was cold and clear with fifty members attending to enjoy a delicious dinner. It was great having everyone together one more time before the hectic Holiday season begins. The new board of directors was introduced along with announcements of the �01� Porsche Parade in Salt Lake City next July. Our new board will be meeting in early February to discuss events for �01�, review the events of 2011 and approve the clubs finances. If you have any suggestions for events, please pass them on to me at [email protected].

Oktoberfest Our next dinner/social will be held in mid February and a reminder will be sent via email. We’ll be switching to a buffet style dinner in order to speed up the dining process. Please check the calendar for upcoming dates.

��Old Faithful Porsche


4Panamera GTS: door sports car Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart’s sportiest Gran Turismo is leaving the pits: the Panamera GTS. The clue is in the name. At Porsche, GTS stands for Gran Turismo Sport, promising extraordinary Porsche performance ever since the legendary 90� Carrera GTS back in 196�.

More power and upgraded brakes, a body lowered by ten millimetres and the especially sportily tuned chassis with air suspension and PASM are the major technical modifications that make it the Panamera model capable of cutting it on the racing circuit without sacrificing practicality. The sportiest of all Panameras also conveys this to occupants and the outside world by its striking sound. In terms of looks, the new Panamera GTS signals its independence by distinctive design features in the front-end, side and rear area as well as black highlights. The interior as well is rigorously tailored to the sporty personality with sports seats, SportDesign steering wheel with shift paddles, exclusive GTS leather interior and Alcantara surfaces.

The power unit in the new Panamera GTS is a modified 4.8-litre naturally aspirated V8 engine, delivering ��0 hp (�16 kW) at 6,700 rpm, trumping the engine in its Panamera S/�S sister models by �0 hp (�� kW). The maximum torque also increased by comparison, from 500 Nm to 5�0 Nm. The way in which at the push of a button the Porsche Doppelkupplungsgetriebe (PDK) transmits the engine output to the all-wheel drive (PTM) - thanks to the Sport Chrono package featured as standard without interruption to the power flow - is especially dynamic. This collaboration enables the Panamera GTS to sprint to 100 km/h in under �.5 seconds, accelerating on to its top speed of �88 km/h. With NEDC fuel consumption of 10.9 l/1100 km – only 10.7 l/100 km with low-friction tyres - the Panamera GTS remains as much of an efficiency role model in its milieu as all Porsche models.

The standard values for sprint and top speed don’t do full justice to the new Panamera GTS’s sporty characteristics. Its chassis in particular makes it fit for

the racing circuit: The adaptive air suspension and Porsche Active Suspension Management (PASM) featured as standard connect the chassis and body, constantly adapting to the driving challenges by regulating levelling settings, adjusting height, adjusting the spring rate and electrically adjusting the damping system. The damping is designed to be tauter, which helps agility and further reinforces the new Gran Turismo’s sporty personality. Five millimetre thick wheel spacers between the wheel and the wheel carriers increase the rear axle track width, giving the Panamera an even more stable ride. The required grip is provided by �55/�5 size 19-inch tyres on the front axle and �85/�0 on the rear axle. Deceleration on the sporty Panamera is provided by the superlative braking system of the Panamera Turbo. The Panamera GTS is being launched in February 2012 with a price tag of 116,716 € (~$154K).

�� Old Faithful Porsche


PCA Yellowstone RegionCalendar of Events 2012

February _____________________15 Wed Dinner/Social @ 43 NORTH

July __________________________8-14 Sun-Sat Porsche Parade in Salt Lake City, Utah

October _____________________25 Thur Dinner/Social @ 43 NORTH

Additonal SCCA events in southeast Idaho to show at ttp://www.eiscc.com/default.htm (no set schedule at this time).Contact Ken Koop for additional information and phone numbers regarding all events listed.

* Yellowstone Region Club Event.

&

July 8-1�, �01� - Mark Your Calendars

Packed and ready for the mountains!

Porsche, Daytona Endurance Racing

Porsche isn’t just celebrated for its involvement in endurance racing, but more-so, for their sheer domination of it. When Porsche began competing in endurance motorsports during the 60’s, they did so without ego or laurel. Over the decades that followed, they comprehensively overhauled the old guard to stake their claim as the dominant force in twice around-the-clock events. While overall victories in the �� Hours of LeMans might widely be thought of as their greatest motor racing achievement, Porsche has actually enjoyed even better success on this side of the Atlantic. With �� victories to date, Porsche has won the Daytona �� Hours as many times as Ferrari, Ford, Chevrolet, Lexus, Jaguar, Nissan, Pontiac and BMW combined. Not only is the Daytona �� Hour race Porsche’s most successful endurance event, this was also the very first 24 hour race they had ever won. Porsche has finished 1st 18 times between 1968-1991 and they claimed 11 consecutive victories from 1977 through 1987. It is Porsche’s dominance of the Daytona �� Hours, rather than its success at the �� Hours of LeMans that counts as the marque’s crowning endurance racing achievement!



We celebrate independence. Free to make our own choices, confident in our abilities and setting our own course, we prefer the keys and the open road. And for good

reason. Being independent is liberating. At Bank of Jackson Hole, we understand the importance of independence. In fact, it’s one of the pillars of our business. We prefer to be remembered by our first name, to be given prompt, courteous and straight answers, and to be a valued customer and not a number. So we started a bank with that very philosophy. Our locally headquartered, owned, managed and 100% independent bank was born out of our desire to put one person in the drivers seat: You.

www.bojh.com

Main Branch990 West Broadway733-8064

Town Square Branch10 East Pearl St.733-8067

Wilson BranchWest Highway 22733-8066

Smith’s Food & Drug Branch1425 South Highway 89732-7676

Hillside Facility975 West Broadway734-8111

Teton Village Branch3285 West Village Dr.734-9037

Aspens Branch3525 North Moose Wilson Rd. 733-8065

Headquartered in Jackson Locally Owned and Managed 10 Branches 18 ATMs Commercial Loans Real Estate Loans Mortgage Loans Trust Services

We answer tono one but you.

We’re independent so you can be too.



www.porscheinsurance.com

The road awaits.You’ve got better things to do with your time than worry about car insurance. With Leland-West, you won’t

ever have to worry. Our personal, attentive service, dedicated specialists and sympathetic claims process guarantee you’ll always rest insured. So give us a call. Then hit the road with carefree confidence.

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Get your Instant Insurance Quote at porscheinsurance.com or call 800.237.4722

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©2009 Porsche Cars North America, Inc. Porsche recommends seat belt usage and observance of all traffic laws at all times. Optional equipment shown is extra.

We’ll deliver your new Porsche right to your door.

1045 South State • Salt Lake CityToll Free - 888-411-8698 • www.davestrongs.com

Dave Strong Porsche

2007 -2009

As the Intermountain area’s oldest and largest Porsche dealer, Dave Strong’s has a proven record of going the extra mile. That’s why we’ll even deliver your new Porsche anywhere in the greater Jackson Hole area. Call or visit www.davestrongs.com and view our complete new and used Porsche inventory.

Dave Strong Porsche. A Premier Porsche Dealer.

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