Yellowstone PCA October 2011 Newsletter

� 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 and 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 .................................................................Rennsport Reunion .....................................................SeAmore Lake Cruise .................................................Porsche 911 Wings and Spoilers ................................ Yellowstone Region Awards ......................................The ONE Car ................................................................Driving the Front vs Rear Tires .................................Farson, Wyoming Tour ..............................................�011 Race to the Clouds .............................................Porsche, Most Attractive Brand ................................Your Tires at High Speed ...........................................Porsche 911 GT � RS ...................................................�01� Porsche 911 Carrera ...........................................Famous Posters ...........................................................Prince of Porsches ......................................................Winter Tires .................................................................Iconic 911 Race Car .....................................................Spirit of Porsches ........................................................Three of a Kind ...........................................................Club’s Progressive Dinner and Social .....................New Members .............................................................Calendar of Events .....................................................

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5Old Faithful Porsche


President’s Message

Greetings!

Auf Wiedersehen

Summer seems to be flying by and it won’t be long before we have snow on the ground. The club has had great participation at our many diverse events this summer. I hope all of you who participated had an enjoyable time. Scot did another tremendous job in putting together our activities. If you have suggestions for next year’s events, please contact me or another board member with your ideas. We are always eager to hear from you. The last two events of the summer were the “Progressive Dinner” where Stan & Pat Siegel, Joe & Gainor Bennett and Mike & Kristy Mielke welcomed us into their beautiful homes. Thank you for your hospitality and the wonderful afternoon you provided. The Day Tour to Farson was also held in August where we had another enjoyable day with many attendees. Both of these events were exquisitely choreographed by Scot, Eric Weber and Nancy Clancy. Our club elections are right around the corner. If you would like to serve on the board or donate some time to help put on a future event, please give me a call. I would be happy to answer any questions that you may have. We could really use volunteers

at events and ideas during board meetings to help invigorate the club. Since these positions are voluntary, getting new people involved is extremely important for the club’s vitality and sustainability. Please consider what time you can spare and any new ideas that you may have to help keep the club fresh and exciting. It comes as sad news that I have to report that Scot, our club’s VP, has had to resign because of personal issues. Scot has been a driving force and cheerleader for our club for many years. Most of our events over the past four years, many creative ideas and programs to keep the club activities different, fun and varied have come from Scot. He has been a huge help to me personally in running our club. I know everyone hopes to see Scot back with us at future events as he has been an integral part. As he has always said, “It’s not just the cars, it’s the People who make this club what it is”.

Hidden Dog Fence Systems

6 Old Faithful Porsche


Porsche’sNew MeccaBy: Ken Koop

If you are reading this article, own a Porsche or ever dream of owning one, then you’ll need to add one more thing to your bucket list; Visit the new Porsche Museum in Stuttgart. I have been dreaming about our trip to the museum ever since I heard they were going to build it a few years ago. The old Museum, which Robin and I have been to a number of times, was nothing to write home about. It was small, cramped and located in the same building with the European Car Delivery Department. I’ve seen pictures of the new Museum many times, but nothing prepared me for the glass, concrete and metal architecture of its exterior. Porsche’s new Museum is an explosion of angles and shapes integrated with white columns. This cantilevered design is set amongst rather dour surroundings, so it looks particularly unworldly. Built on angular supports, it appears as if it has been beamed down from another world. It’s magical, and Robin and I haven’t even stepped inside yet! We can’t wait to see what awaits us. The new Museum is an imposing structure and looks particularly stunning at night. The main entrance is illuminated by lights sunk in the ground and are reflected in the mirrored ceiling that stretches out above our heads. As traffic rushes past the road running alongside the structure, a sea of red and white lights sparkle and shimmer over its surface. It looks impressive by day, but you’re missing out if you don’t see it after dark. Opening in �009, the Museum is a celebration of Porsche’s heritage. Porsche was hoping for some �00,000 visitors to explore its exhibits during the first year. That number was surpassed in the first four months.

The “Zentrum” is the world’s largest Porsche Dealership (by physical size) and sits directly across from the beautiful Museum. It’s a company owned facility that is impeccably decorated. The floors are packed with an abundance of new vehicles. If you want to get an idea about which new Porsche to purchase, this is a great place to jump start your dream. It is definitely worth a visit while in Zuffenhausen.

The main entrance of the museum faces Werks II of the Porsche factory, and leads the visitor down to the entry doors under its cantilevered facade. It is divided into two distinct sections. The main entrance is located on the lower level and far above, are the actual exhibitions. The entire arrival experience is pleasantly German in its efficiency and simplicity with parking located next to the train station. If you are taking the rails from downtown Stuttgart or the airport, the Museum has its own station stop. The first vehicles seen are those located behind a glass wall that separates the foyer from the workshop area. Visitors can watch cars being worked on by a team composed of one master mechanic, three regular mechanics, an upholsterer and an adviser. They are responsible for maintaining every automobile in the Museum. These teams are also at the disposal of private customers for restoration work on Porsche vehicles which ceased production at least ten years ago. The workshop contains all of the parts, tools and machinery required for restoring every model ever produced.

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Our first stop is the gift shop which is located on the ground floor. No matter how much of a rush you are in, you should always leave enough time to visit this store. It offers a diverse range of Porsche-branded merchandise which we could not resist. A large selection of books, posters, purses, clothes and souvenirs are available for purchase. We look, we shop and we buy. Then I realize we should have brought an extra suitcase to carry everything back home. After all that hard work, Robin and I walk a short distance to the Boxenstopp Restaurant for lunch. The atmosphere is most delightful and my Boxster Burger was exceedingly tasty. There is a wide selection of yummy items to please everyone’s taste.

Admission price for the Museum is $1� and it’s a bargain for what you experience. After collecting an audio guide, we deposit our belongings in lockers before heading to the exhibition level. The foyer is dominated by two large central escalators that take us up-up and away. It’s exciting traveling skywards and helps build our anticipation before emerging at the top. We’re immediately greeted by the hand-beaten aluminum body shell of the original Type 6� (This issues cover photo). It is the beginning of our journey through time!

The exhibits are divided into themed sections and have been designed to be explored in expanding counter clockwise circles. The first section, the “Prologue”, caters to Porsche before 19�8. It’s dedicated to Ferdinand Porsche’s early work such as his electric hub motor, the aforementioned Type 6�, a fire engine and finishes with the first 356 prototype ever built; “Number 1”.

Almost every exhibit has a brief description displayed on a plaque both in English and German. A number can be entered into our audio guide’s keypad that allows us to listen to dramatic voiceovers at each station. The audio clip gives details about each vehicle. It would take quite some time to cover every single audio clip unless there was a full day available and I was accompanied by an extremely understanding partner. Robin wasn’t about to indulge me this day without a fight. In the end, after promising her everything under the sun, I prevail! The voiceovers provide fascinating information and some very interesting details about the cars. In addition, if there is a film playing alongside an exhibit, the audio guide fills our ears with the accompanying sound; be it that of an engine at full chat or the atmosphere on a racing circuit. There’s also an interactive element to the visitor experience. Scattered throughout the Museum we find digital picture tables. Photos and descriptions are displayed on screens and a joy stick allows us to scroll through the images in different directions. Buttons can be used to zoom the picture in or out. Moving to the “Lightweight” section, a variety of race cars that won the legendary Targa Florio are on display. As we move throughout this exhibit, road cars start appearing near the wall. It is the beginning of a chronological journey that winds its way around the outside of the exhibition area. The center of attention now becomes the “Clever” sector. A �56B �000 GS Carrera GT description reveals that it is the first automobile produced with an all-Synchromesh gearbox (first patented by Porsche in 1960). It describes how Porsche continually looks not just for a fast solution, but rather for the best conceivable answer. There is also the odd looking Type 965; the missing link that joins the 356 and 911; the long-wheelbase four-seat 911 from 1969; the fantastic Boxster prototype and the Panamericana. One of the best parts of the Museum is that we can get closer to the cars than I ever thought possible; close enough to touch. Vehicles with open cockpits allow visitors to lean inside and get even better views.



Alongside the Prototypes, we enter the “Fast” section, which looks at speed, ground effects and aerodynamics. The most impressive exhibit here is a 956 suspended from the ceiling. The 956/96� developed enough down force that it could theoretically drive on the ceiling at a speed of 199.1 MPH. This could really come in handy if I was in a hurry and needed to pass another car in a tunnel. A few vehicles, like the 1998 LeMans winning GT1, are presented in their original condition revealing the patina, race grime, black tire marks and stone chips that were left behind from its last race.

Beyond this, the display opens up as we pass into the “Creation” area. It takes us through the process of designing a car from start to finish. Shown in sequence is the initial full scale clay mock-up; further on is a more refined vehicle that can actually be driven; then proceeding through the final production-ready model. Other vehicles have literally been cut in half permitting the visitor a view of how production Porsches are built.

A large exhibit charts the story of the 917. Beginning with the flat-16 concept vehicle (which never raced), progressing to the early �.5 liter car, the 917K, the “Pink Pig”, right up to the last iteration--the 917/�0. The 917K was the 1st Porsche to win overall at LeMans, while the 917/�0 dominated the Can-Am Series in America. This car had a monster turbo-charged flat-twelve engine that developed 1500+ HP. Even though they were built in the early 70’s, they still remain the most powerful and fastest race cars to have ever been produced by any manufacturer. On a wall behind the exhibit, a computer generated movie shows the 917’s evolution and explains the numerous modifications this model went through. These cars dominate the “Powerful” section.

We head towards a large window and find a selection of engines and oddities that represent the so called Think Tank or “Porsche Engineering” section. Included are aeronautical power plants, a 750HP Twin-Turbo 9�8 boat engine, and the McLaren TAG MP�/�C F1 car with its infamous Porsche TAG 1.5 liter Turbo-charged engine. Also displayed is a dissembled twelve-cylinder boxer engine of the 917, revealing the astonishing complexity of its construction.

Heading back towards the center of the Museum, we now enter the “Intense” area. This depicts the 959 in its various forms, the Paris-Dakar Group B 9�0 along with a fantastic show case of over 150 motorsport trophies. They are suspended by thin wires and appear to hang in mid-air. This display shows only a small fraction of the awards that Porsche has acquired over 65+ years of racing.

A 90� fronts the “Consistent” section, which takes a look at the evolution of Porsche styling. Along a wall are the epic 911 GT1 and beautiful Carrera GT bringing the progression of Porsche super-cars back to the company’s latest and greatest.





Our viewing is interrupted by a sudden commotion in the area one level below us. Being a person who doesn’t like to miss out on anything, I hurry to join the large crowd that has gathered by a vehicle on a lift. A 917K is being fussed over by a couple of museum officials. They are getting ready to fire her up! This is a daily occurrence, with the car of choice changing on a regular basis. A flap is opened in the floor and gas extraction pipes are attached to the car’s exhaust before the 917 is prepared for ignition. Cameras are out in force and everyone strains for a better view as the flat-twelve turns over reluctantly. It starts for a few seconds before sputtering into silence. A mechanic cranks it over again and this time the engine catches, clearing its throat before settling into a lumpy, but authorative idle. The sound fills the entire museum with a thunderous roar. As the revs of the 917 slowly build, the engine is left to sit at ever increasing RPM levels. It is then given a few blips of the throttle before being shut off. Silence descends briefly upon the Museum before a spontaneous round of applause breaks out, followed by a number of rather un-German like whoops and cheers. Talk about a crowd pleaser. This isn’t the only working exhibit, because almost every car in the Museum is fully operational. The “Sound Night”, is a special evening where ten different models are awoken from their long nap. Potentially, a tourist could hear any number of incredible machines being brought back to life on each visit. As we continue to ascend, the silhouette of a �56 is displayed on the wall. Overlaying this �56 are lighted projections of succeeding generations of 911’s. This allows us to visualize how much the cars have evolved over the decades. A short distance further, we approach the “My Porsche” section along with its “Sound Showers”. These consist of circular speaker units that hang from the ceiling with Subwoofers mounted into the floor. While engine sounds are played from

above, the floor shudders and vibrates in unison. A red dot laser illuminates pictures of the vehicle we’re listening to (and feeling). Everything from a 911, 9�8 and even a Porsche tractor comes to life. It’s brilliant and encourages us to share a small space with a random group of strangers. Everyone is grinning like a bunch of kids as another engine fires up and the rhythmic pulse of cylinders passes up our legs. We pass a glass show case that displays Porsche memorabilia, books and countless miniature cars. Located alongside are a few unique Porsches; A �56 police car, the 9�8 Shooting Brake and a Porsche tractor are just some of the unique vehicles presented. Further on, five generations of the 911 Turbo rotate gently in unison in front of the Christophorus Restaurant (St. Christopher is known as the patron Saint of Travelers—fittingly named for Porsche drivers). This upscale eatery offers Regional delicacies, Mediterranean cuisine along with their specialty—the best USDA Certified Prime Angus Beef America has to offer. Thirteen hundred pounds are flown in every week from a select ranch in Kansas. The steaks are then cooked to perfection on their “Turbo” grill. In classic Porsche style, the menu is covered in genuine Carrera leather and provides an extensive wine list for connoisseurs. Next door you’ll find a Cigar Lounge which is perfect for some post-dinner relaxation if you’re so inclined. After dining, we understand why the restaurant has gained a loyal following amongst gourmets worldwide. The menu selection is superb and gives Robin and I another good reason to return on another evening! Our dinner was delicious and a fitting end to an amazing day.



Porsche’s new Museum over-delivers on its promise as an architectural masterpiece and an exquisite exhibition hall. There is space for 80 cars and since Porsche has a pool of over �00 vehicles to choose from, a constant rotation of automobiles takes place. Therefore, each visit offers a totally new experience for the sightseer. This is finally a proper facility for displaying Porsche’s fabulous collection. The sights, sounds and smells are an enthusiast’s nirvana and it’s hard to take it all in with just one trip. As we leave, people are still arriving. I am sure they will be as impressed as we were with the experience and the emotions it evokes. Visiting the Museum fills a Porsche owner with the pride of owing a piece of history. Ferdinand Porsche once commented; “Those who have the good fortune to turn their dream into a business, owe it to the world to be the custodians of such dreams”. This is at last, a fitting tribute to a great man and his dream.

1� Old Faithful Porsche


Porsche Rennsport Reunion IV will be the world’s greatest gathering of Porsche race cars and the drivers that drove them to victory, held at Mazda Raceway Laguna Seca from October

14 to 16, 2011. Hosted by Porsche Cars North Amer-ica, it will assemble the wide variety of Porsche’s most historic racing models from the nimble 550 Spyder of the mid-fifties through the mighty 917 and 956/962 of the seventies and eighties to the highly successful RS Spyder of the last decade. Special tribute will be paid to the numerous racing versions of the Porsche 911 and their countless victories on the dawn of what will become another milestone of this iconic sports car.

The Porsche Club of America is honored to assist the Porsche Rennsport Reunion IV with several activities: History of the Porsche 911 Display, Porsche Model-Specific Parking Corrals with Parade laps of the track, PCA Hospitality and Membership Center, two race groups: Rennsport Reunion Cup for Porsche Cup Cars and PCA Club Racing for PCA race cars, and PCA Volunteer Pool—workers to assist with the club’s involvement. Enhancing the Rennsport Reunion Cup race, Michelin Tire Company comes on board as the spec tire manufacturer for that exciting contest.

We are looking for exceptional examples of Porsche 911 production models for the History of the Porsche 911 Display at Mazda Raceway Laguna Seca during the event. It will be a display representing the 911 model throughout its generational life. Please contact Tom Provasi for information and registra-tion at [email protected] or 408/947-0980.

PCA members will be invited to use a terrific PCA Hospitality and Membership Center that will be open for all days of the event, October 14-16, to park safely in one of the Porsche Model-Specific Parking Corrals (a corral parking ticket will be required— please visit www.mazdaraceway.com for ticket information), and

to enjoy Parade laps of the track with their Porsches.We will need PCA volunteer workers to assist

with our activities at the Rennsport Reunion IV. If you are interested in supporting this memo-rable event, please contact Sharon Neidel with the PCA Volunteer Pool at [email protected] or 650/508-1308. We will have a very special event memento for the volunteer workers.

Porsche Cars North America (PCNA) and Porsche Race Car Classic (PRCC) have announced that the organizations have coordinated their event activities to allow all Porsche enthusiasts to take full advantage of what will be an unprecedented celebration of Porsche’s rich motorsport history around the Monterey Penin-sula over the third weekend in October. The early run groups (1 and 2) of Porsche Rennsport Reunion IV will conclude their racing activities at Mazda Raceway Laguna Seca on Saturday, October 15, so that they may fully participate in the PRCC activities at Quail Lodge on the following day upon invitation.

The Porsche Race Car Classic, a gathering of sig-nificant race cars from Porsche’s break-out era of 1950-1965, will take place on Sunday, October 16, at the Quail Lodge in Carmel. Event producer Steve Heinrichs is pulling out all the stops to bring rarely-seen race cars out of private collections and museums and into the light of day on the grassy fields at Quail. While the cars are by invitation, the event itself is open to the general public. For more information or to purchase tickets visit www.porscheracecarclassic.com or contact Mr. Heinrichs at 775/691-2217.

Additional details of the Porsche Rennsport Reunion IV are published on the following Porsche web site: www.porsche.com/usa/rennsport-reunion-iv/. For additional information and event tickets please visit the Mazda Raceway Laguna Seca web site at www.mazdaraceway.com or 800/327-7322.

Michelin joins PCA as spec tire manufacturer for the Rennsport Reunion Cup Race

Rennsport Reunion IV Update

1�Old Faithful Porsche


SeAmore Lake CruiseFour club members, Dick & Val Beck (plus dogs) and Charles & Kitty Brown enjoyed a day cruising on Jackson Lake with their Captains Dan & Nancy Clancy. The members won the voyage, lunch and refreshments at the June Rendezvous Dinner Raffle. It looks like everyone had an enjoyable day on the water and the SeAmore looks more like an aircraft carrier than a boat on Jackson Lake. Lucky dogs—err I mean members!

Race Preparation

Enclosed Transportation

Specializing in Early & Late Model 911’s,Boxster, Cayenne & Cayman

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Adversity is he foundation of virtue.

Japanese Proverb

1� Old Faithful Porsche


Complete Guide to 911 Wings&SpoilersWritten by Philip Raby

First fitted out of necessity, rear wings and spoilers became a 911 trademark, then they disappeared into the car but still stand proud on more extreme variants. We help you sort your ducktails from your whaletails and teatrays. Think 911 and many people will picture the massive rear spoiler on a 1980s Turbo – the poster image that adorned many a schoolboy’s bedroom at the time. It’s become a 911 trademark so it’s perhaps odd that Porsche eliminated in 1989 when the then-new 96� adopted a neat retractable rear spoiler that only popped up when required – at high speed. It’s telling, though, that such a device was needed and, indeed, remains an essential part of the 911 to this day. The need for a rear spoiler is due to the 911’s shape, which was developed at the start of the 1960s. Now, at that time, the main purpose of a car’s aerodynamics was to ensure the vehicle would slip through the air with the minimum of drag. And, as aircraft designers had discovered, the ideal shape was a sort of teardrop with a low tapered tail that enabled air to slip over it with little disruption. It’s since been discovered that for this shape to be really effective, the length of the tail would have to be impractically long. The 911 was designed with this philosophy in mind with a swooping roofline ending in a low rear end. It worked, too; the original 196� car had a drag co-efficient of 0.�8 (which compares favourably with a modern 911’s 0.�1 – the lower the figure, the less the drag). The trouble was, while the 911’s shape was efficient in terms of slicing through the air, it was less good at keeping the car stuck to the road. Putting it crudely, the shape of the car was similar to that of an aeroplane’s wing, so at speed the car would, while not actually taking off, wasn’t being pressed firmly to the ground and stability would suffer. This effect was not helped by the 911’s rear-engined configuration – there was little weight to keep the front end down.

Something had to be done, so Porsche’s designers used their racecar experience to reduce the amount of air going under the car. This was done by adding a front lip spoiler, or air dam, to the front of the car. This neat modification first appeared on the 911S of 197� and was thought by many to improve the look of the car. More importantly, the air dam was found to reduce front-end lift by no less than �0 percent, which made the car feel much more stable at high speed. The bad news, though, was that this improvement at the front end accentuated the 911’s wayward rear end, with reports of high-speed oversteer and susceptibility to crosswinds, due to the fact the back of the car wasn’t firmly planted to the road. The obvious – and simple – solution, as wind tunnel tests proved, would have been to raise the rear end of the car and truncate it, so that the air passing over ‘fell’ off the back of the car, rather than flowing over and leaving a low-pressure area above the rear end. Look at most modern cars and you’ll see how this truncated rear-end styling has been adopted (although, in many cases, it’s also done to increase luggage space). A 911 with a high rear-end may be an intriguing thought, but thankfully Porsche didn’t go down that route, preferring to retain what was already becoming a well-loved and recognised side profile. However, something needed to be done to improve the car’s behaviour, especially as engine power – and therefore speeds – was increasing year on year. The original 911 developed 1�0bhp and had a top speed of 1�1mph. Ten years on, the Carrera �.7RS was pumping out �10bhp and could hit 15�mph. That’s why the now-classic RS was the world’s first road car to be fitted with a rear spoiler. And what a spoiler it was! Soon nicknamed the ducktail, for obvious reasons, the RS’s neat and attractive appendage was an integral part of a new glassfibre engine lid. Today, it’s hard to imagine the excitement that such a novel addition would have created. It was – and still is – a thing of beauty and a perfect design execution of what the airflow experts asked for, albeit slightly smaller than the original brief, for aesthetic reasons. The RS was also fitted with an enlarged front air-dam to reduce front-end lift further and also to accommodate a centrally-mounted oil cooler for the high-performance engine.



The ducktail may look modest by later standards but it achieved its designers’ aim. By effectively truncating the back of the 911 and slowing the airflow, rear end lift at 150mph was reduced from 319lb to just 9�lb while, at similar speeds, rear-wheel grip was improved by �0 percent. Ironically, the ducktail was frowned upon by the German authorities which deemed the sharp-edged protrusion unsafe to pedestrians; assumedly, a lot of people in Germany get hit by cars reversing at high speed… Rather than go off in a huff, though, Porsche’s inventive designers went back to their drawing boards and came up with a larger and more extreme spoiler but one that met with the country’s safety requirements. This spoiler was to appear on the new 911 Turbo of 1975 and was simply huge; a flexible black rubber surround ensured it was kind to any pedestrian who got in its way. The Turbo spoiler became known as the whaletail, because, from the side, it resembled one. Together with a deep rubber front spoiler, the whaletail reduced overall lift at 150mph from �96lb to a mere �7lb. The whaletail evolved over the years and was offered as an optional extra on 911 Carreras as well, as part of a Sport kit. It was always fitted in conjunction with the deeper front spoiler, because without it there would be excessive high-speed understeer. The whaletail was effective and good-looking. Unfortunately, though, by 1978 the iconic spoiler was about to be replaced on the 911 Turbo. Basically, the car ’s engine compartment was crammed full and the latest powerplant demanded a large intercooler to cool the air being forced into the engine. And the only place to put this was on top of the engine itself, which meant the engine lid wouldn’t close. The solution, then, was to box in the underside of the spoiler, thus effectively enlarging the engine bay. Combined with raised rubber sides, this new Turbo spoiler was less elegant than the whaletail and soon dubbed the ‘teatray’ on account of its raised sides and flat top. Aerodynamically, it did a similar job to its predecessor.

Oddly, for a short time from 1978 the teatray became the rear spoiler used for the Sport pack, even though the SC’s normally aspirated engine didn’t need the extra space gained by the boxy tail. By the time the �.� Carrera arrived in 198�, however, the Sport pack reverted to the neater whaletail. That said, the wide-bodied �.� Carrera Supersport did use the teatray, as it gave the car the much-vaunted Turbo appearance. Up until now, the 911 had been fitted with rear spoilers. The 959 of 1987 was the first 911-based Porsche to feature a rear wing, or aerofoil, that actually generated extra downforce. As well as looking good, an advantage of a wing over a spoiler is that, if it’s designed correctly, it doesn’t create as much unwanted drag. Indeed, in the case of the 959, the car’s drag co-efficient was a slippery 0.31. Look closely at the rear of the 959, though, and you will see that there is also a small rubber lip spoiler underneath the wing. By the end of the 1980s, rear spoilers had become very much part of the 911 so it was perhaps surprising that Porsche all but eliminated the item for the heavily revised 96� of 1989. At standstill and low speeds, this car retained the classic smooth 911 look, with the roofline running smoothly down over the engine cover and down to the rear lights. However, when the car hit 50mph a spoiler magically raised up from the engine compartment lid. It then dropped down again at 6mph. Although aerodynamically slightly less effective than the previous whaletail, overall lift remained low, thanks to the car’s overall improved aerodynamics. The reason that the 96�’s spoiler didn’t immediately drop back down when the car’s speed reduced to under 50mph was because it also served an important secondary purpose. In the raised position, it helped with engine cooling, which had become more of an issue now that the air- and oil-cooled engine was pumping out �50bhp. The 96� Turbo that followed in 1990 used essentially the same boxy teatray as the previous 9�0, as the space was still needed for the intercooler. However, the rare, limited edition 96� Turbo S of 199� had a unique body-coloured spoiler which looked more like the original whaletail, albeit with a deeper underside to accommodate that intercooler. The Turbo �.6, though, reverted to the earlier type teatray.







While the standard 96� Carrera � RS used the retractable spoiler, the rarer Carrera �.8 RS of 199� had an outrageous fixed item, with large side pillars holding a raised wing. ‘�.8’ side logos gave onlookers no doubt what this car was. The 99� Turbo boasted restyled bodywork that was curvaceous and sexy and demanded a rear spoiler to match. This was in itself a thing of beauty in that it took the original whaletail concept and visually drooped it over the rear arches. The only thing that detracted from its looks was the fact the spoiler still needed that boxy underside to house the intercooler. And if this wooed buyers, it was nothing compared to the creation that the back of the 99� Turbo S featured. This wonderful piece of sculpture was essentially the whaletail with an additional wing atop it and two small but purposeful air intakes on each side, all flowing perfectly together.. It is surely the ultimate incarnation of the whaletail concept. While the Turbo S took the tail to extremes, the 99� Carrera RS went back to basics with a body-coloured spoiler that had a similar profile to the original whaletail. While all this was happening, the standard Carrera range continued with the retractable spoiler concept, which is still used today. However, with the adoption of water-cooling with the 996, the spoiler no longer needed to rise up to aid engine cooling; it was purely a dynamic aid. Because the spoiler obscured the high-level central brake light when raised, it had its own light that took its place. With the 996 Turbo, Porsche chose not to go down the outrageous whaletail route of previous Turbos; as the Turbo had become a more sophisticated touring car, a more subtle look was called for and, besides, the 911 styling was all about form following function and the new car, with its higher rear, didn’t need such a large spoiler. Also, the engine-topping intercooler was replaced by a pair of smaller items, one inside each rear fender, so there was no need for a boxy spoiler. Instead, the 996 had a neat lip spoiler that was reminiscent of the original ducktail. However, at 75mph, the top section rose up on posts to create an effective wing. This concept was successfully carried over to the 997 Turbo.

If the idea of a subtle rear end isn’t for you, then Porsche offered more extrovert wings on the GT�, which debuted in 996 form in 1999. In its initial form, this had a distinctive ‘biplane’ wing that appeared to sit on top of the engine lid with little effort to blend it in. The MkII GT� that followed in �00� had a more conventional raised wing with a small lip spoiler below. The 996 GT� RS, meanwhile boasted a large and purposeful carbonfibre wing, again with a lip spoiler below. The 997 GT� continued the same theme, in both MkI and MkII forms, with the RS variant again making use of carbonfibre in its wing construction. For really serious rear wings on 911s, though, you need to turn towards the GT� variants. The 99� GT� was one of the wildest looking 911s ever and its rear wing was accordingly massive, with a large wing mounted above a whaletail-influenced spoiler. Big vertical sections included triangular intakes that fed air to the intercooler. The 996 GT� had a huge rear wing with gloriously drooping sides and a high-level brake light built-into the lower section. Like everything on a Porsche, though, was primarily functional and gave additional downforce which was essential for a car that could reach close to �00mph. The 997 GT� has a similar rear wing but reintroduces the additional intakes of the 99� version. However, perhaps the most talked about 911 spoiler of recent years is that fitted to the limited edition 997 Sport Classic. This car has a lovely interpretation of the original 197� ducktail. It’s larger than the original – the 997 is a bigger car and wind tunnel tests dictated the size and shape. Yes, as with all previous 911 spoilers, this one is, first and foremost, there to be functional. Looking to the future, Porsche will continue to hone the 911’s aerodynamics, with a renewed emphasis on low drag, to make the car ever-more fuel efficient. It’s likely that the retractable rear spoiler will remain and will be joined by a moveable front spoiler and, possibly, a roof-mounted lip spoiler, too. This article is reproduced by kind permission of Philip Raby at Total 911, the world’s only magazine dedicated to the Porsche 911. To find out more and to subscribe, go to www.total911.com



YELLOWSTONE REGION WINS AWARDS AT THE

PORSCHE PARADE Our Yellowstone Region was once again honored with a number of awards at this year’s Porsche Parade in Savannah, Georgia. In August, the largest gathering of Porsche Club members congregated to celebrate the car and people associated with the Porsche Club of America. Each year, awards are given for numerous categories. In our group, we were awarded �rd place for the Web Site and 1st place for the Newsletter. We should all be very proud. Club members have contributed outstanding articles to the Newsletter and Ked Nilsen has done an exceptional job at maintaining and improving our incredible web-site. Thank all of you for participating in our events and those who have contributed articles to keep our publications top notch. If you would like to contribute an article or need help in writing one, I would be happy to assist. It is always interesting to have a diverse author base for articles.

The One Car that makes racing 3,000 miles on Saturday, fell like a Sunday Drive!

We learn more on Sundays than most car companies do all month.

�0 Old Faithful Porsche


Driving the Front vs. Rear TiresBy: Mark Dalen

A great tip I picked up from the coaches at the Mid Ohio school, was to drive the rear tires, not the front. I have used this tip for years and it helps so much that I have often put a sticker on my dash saying “DTRTD” which stands for Drive the Rear Tires Dummy. This mostly applies to rear wheel drive cars, but some of the lessons apply to all cars. I think this tip can help anyone in their quest to get faster. In fact, I have seen intermediate drivers stuck on a plateau, gain � seconds per lap from this tip. The first thing this does for me, and others who have heard the tip, is actually help get you looking further down the track. Try this little experiment – Sit in a chair, hold your arms out like you are holding the steering wheel and focus on where the front tires would be. Note where you are looking and then shift your focus to where the rear tires would be. For almost everyone who has done this, their head physically tilts upwards and their gaze is also raised. When we look further ahead, a number of interesting things start to happen. First, we are smoother. Before we reach turn-in, we are already looking at, or past, the apex. At turn-in, we are probably looking at track out. We naturally select a smoother line and our course corrections, whether steering, throttle or brakes, are smaller and show more anticipation vs. reaction to where the car needs to go. I can tell when a novice student is looking too close to the front of the car as they are making a lot of small corrections when the cornering speed does not demand adjustments. The same holds true at higher levels of experience – looking too close to the front of the car forces a lot of unneeded

and small corrections. That keeps us from getting comfortable with the speed. By contrast, when we look further ahead, the car seems (and is) well under control. We realize that we can carry more speed in the corner. Another thing that the concept of driving the rear tires does for us is to keep us aware of how much rear tire grip we are using. For me, this helps in two ways. I like a car that has some oversteer, so by focusing on the rear tires in the early part of the corner, I am paying attention to whether I can carry more speed because there is available grip. Additionally, once the car has taken a set and is on course through the corner, I am aware of whether I have available grip. What do you think we should do with available grip once the car is set?

ADD POWER. It never ceases to amaze me how much earlier I get on the throttle when I am driving the rear tires and I see that in everyone I have shared this tip with. If I am driving the front tires as hard and fast as I can, as soon as I shift to the rear tires, my lap times drop and I am more relaxed and more comfortable pushing the car. This is one of those simple tips that can pay huge dividends. So go out there, make a label for your dashboard and DTRTD. Mark Dalen is a Mechanical Engineer who has worked as an Automotive Engineer for many years. He has primarily raced sports racers, including SRF’s, and the high down-force, ultra-quick SCCA DSRs. He also has over 10 years’ experience with various data acquisition systems and often helps others with diagnosis and correction of setup problems. His passion for racing and commitment to helping others get better, led to the partnership with Mike Faems in founding RacerUniversity.com ©2011 Mark Dalen

�1Old Faithful Porsche


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�� Old Faithful Porsche


ICE CREAM, Anyone?By Scot AndersonPhotography by Eric Weber

The day tour to Farson can be likened to a walk in the park - two of them to be exact. We started with 15 cars and �8 attendees. Not bad for a leisurely jaunt to Farson, Wyoming. Who knew going to get ice cream could be so much fun. It all started at the Jackson Hole High School parking lot on Saturday morning, the �7th of August. Mike Faems, board member extraordinaire, showed up to make sure we had a safe start and to wish us well. It seems he brought the perfect weather with him, as it has been unusually hot and humid this past month, it was the perfect weather for a drive.

We were graced by 1� Porsches, Tom Bryans �00� Corvette, Jim and Bobbi Moses BMW � series convertible and of course Stan and Pat Siegel’s Mini Cooper, all with the same goal in mind, to have a good time.

Traveling through the Hoback Canyon was a sight to see. I’m not sure who dialed in the open roads, but they were there with hardly any traffic to be found. Fifteen cars zooming in and out of the twisties being led heroically by Eric Weber in his supercharged Porsche Boxster. My attempts at maintaining contact with Eric were futile via the two way radio, but it didn’t matter, my top was down, the sun was shining and my co-pilot, Mike Mielke’s son Bailie, was in charge of the tunes.

Our first stop came quickly as Eric found our way to the Town Park in Pinedale. It was the perfect stop with green grass and trees, benches and even a pond, but more importantly, those trusty public restrooms. In the park we talked amongst the shade and enjoyed each other’s

company for a while. Unfortunately, one of our newest members, Marty Quadland, suffered a mechanical failure in his beautiful red 1986 911 coupe. Thanks to Brian Moore, Jacksons’ trusty Porsche mechanic, who joined

us for the journey, was able to assist Marty and diagnose the problem as a wheal bearing issue. Sadly, however, Marty was not able to continue on for the tour and had to be towed back to Jackson. And as they say, its a sad day when you see a man down.

But not to worry, I bounced back quickly as my new copilot, Marty’s wife Paula, joined me as we made our way to Farson. Some say she’s a sucker for ice cream. And all you could hear in the back ground was, “See ya at home Marty”. With Bailie Mielke opting to take a ride with Bobbi Moses in her BMW, we were off to Farson to

��Old Faithful Porsche


get our fix. Mike Mielke went ahead of the crowd to scout for the police, giving the signal that there were none to be found, we made record time to the Farson Mercantile. Having parked our cars, we gathered for a group shot. The anticipation could be seen in all of our faces as we made our way in to the store to get the flavor of our dreams.

“Double Chocolate,” I shouted, per the advice of Dick Beck, our �011 Member of the year, Augusta Green Jacket winner and ice cream connoisseur, who unfortunately couldn’t make the trip. Not sure why I was shouting, but I was rewarded with some of the best ice cream south of Jackson. It really hit the spot as the weather was close to 85 (that’s hot for us Jackson softies). I think everyone got what they wanted and then some as I noticed some really big cones.



On our return trip, a part of our entourage decided to continue on to Lander for a steak dinner and to make the trip back to Jackson through Dubois. Christian and Kara Yost, who happily joined us in their beautiful 911 GT�, decided to make their way home through Farson, Wyoming. The rest of us headed back to Pinedale to pick up Brian, our trusty mechanic. Heading back to the same park we first visited, once again we sat beneath the trees to enjoy a leisurely lunch. I can’t tell you how relaxing that trip was as it forced me to put a stop to my frantic lifestyle, to sit amongst the grass and to enjoy a lazy afternoon.

As we headed back to Jackson, I could only think to myself what a fun club we have... people who come from all walks of life, who can gather together because we love to drive our cars and can share in the good fortune of one another’s company. It is that aspect that makes life a joy and a pleasure. And it is that aspect that makes life one hell of a walk in the park.



Photo credit courtesy of Bertjan Davelaar--www.supercar-wallpapers.com

2011 “Race to the Clouds”Jeff Zwart, full time film producer-part time race car driver, picked up a 911 GT� RS street car in southern California, drove it to Colorado Springs and then competed in the world famous Pike’s Peak International Hill Climb the following week. The “Race to the Clouds” is the �nd oldest motorsport event in America (The Indianapolis 500 is the 1st). It has 156 turns (some on black top--some on dirt), is 1�.� miles in length and climbs to an elevation of 1�,110 feet. Jeff is no stranger to this event. He set a class record last year driving his 911 GT� Cup Car which is a race car produced by Porsche Motorsports. This year he beat his own �010 record by �� seconds and now holds the record for the fastest street-legal vehicle to have ever raced at the legendary event. Following the Hill Climb, he turned on the air conditioner, placed a Coke in the cup holder, turned up the stereo and drove the car back home. The GT� RS is the fastest and most powerful, road-going sports car Porsche has ever produced. Whoever said that street cars can’t compete against full blown race cars, obviously did not take into consideration the GT� RS! Photography by Drew Philips



Press Release July 28, 2011No. 75/11

Dr. Ing. h.c. F. Porsche Aktiengesellschaft 1 von 1 Public Relations and Press Porscheplatz 1 Corporate Press 70435 Stuttgart Dirk Erat phone +49 (0)711 911 – 27941 email [email protected]

Stuttgart-based sports car manufacturer tops the popularity scale with the Cayenne and Carrera

American customers reaffirm Porsche as the most attractive brand

Stuttgart. American customers have awarded top marks to Dr. Ing. h.c. F. Porsche

AG, Stuttgart, for the seventh time in succession: according to the latest study

entitled “Automotive Performance, Execution and Layout Study (APEAL)” by J.D.

Power and Associates, the renowned American market research institute, Porsche is

still the most attractive car brand in the USA.

In regard to vehicle rating, the Cayenne SUV took first place in its segment. The

Porsche 911 also gained the most points in its class. The overall ranking is

calculated from ten different categories, including driving dynamics and design, but

also suitability for daily use and comfort of the vehicles. This year’s survey is based

on the information from around 73,000 new car buyers regarding a total of 234

different models which were registered between November 2010 and February 2011.

This outstanding result from the American market researchers is especially

significant for the Stuttgart-based sports car manufacturer: North America is

traditionally the world’s most important market for Porsche.

GO

Please note: Images can be obtained by accredited journalists from the Porsche press database at the Internet address: https://presse.porsche.de.

American Customers Reaffirm Porsche as Most Attractive BrandAmerican customers have awarded top marks to Dr. Ing. h.c. F. Porsche AG, Stuttgart, for the seventh time in succession: according to the latest study entitled “Automotive Performance, Execution and Layout Study (APEAL)” by J.D. Power and Associates, the renowned American market research institute, Porsche is still the most attractive car brand in the USA.

In regard to vehicle rating, the Cayenne SUV took first place in its segment. The Porsche 911 also gained the most points in its class. The overall ranking is calculated from ten different categories, including driving dynamics and design, but also suitability for daily use and comfort of the vehicles. This year’s survey is based on the information from around 7�,000 new car buyers regarding a total of �� different models which were registered between November �010 and February �011.

Press Release

Spy photos capture Porsche road testing their super secret pick-up truck.

I was doing fine, until around mid corner I ran out of talent!

Your Tires at High Speed.by Pedro P. Bonilla (GCR PCA)

Tire inflation specs are based on what the manufacturer considers “normal” driving conditions. But, because of the cars we drive and the Club we belong to, many of us have the opportunity to go beyond “normal” driving conditions at the track during the Driver Education events organized by our PCA and other auto clubs in the area.

Let’s try to put it in perspective.

Even though we tend to think that properly inflated tires are perfectly round, they truly aren’t. Because of the weight they carry (vehicle, fluids and passenger(s)) , the bottom half of the tire’s sidewalls bulge and the tread flattens where it contacts the road. But on the top half of the tire, the sidewalls straighten out and the tread curves back into its molded round shape. This difference in shape between the top and bottom halves of a tire is known as “deflection”.

This deflection will occur with every revolution of the tire, so picture this: A ��5/�5/ZR17 tire could be considered a standard front tire in a Boxster, Cayman or Carrera. This particular tire has a �5 inch overall diameter and after doing the math we know that this tire will turn approximately 807 times every mile. At �5 miles per hour this tire will roll 5.6 times per second, at 70 mph (speed limit on the Interstate) it will roll15.7 times per second and at 1�0 mph (speed right before braking for turn 17 at Sebring) the tire will roll a daunting �1.� times every second. This means that the tire is changing its shape from its unloaded to its loaded state and back every �/100th of a second.

This constant tire deflection plus the friction of the tire against the road (track) generates tremendous heat build-up in the tires. Since the tires are filled with air (or nitrogen) which is a gas, Boyles Law demonstrates that if the volume of gas is maintained constant, its pressure is directly proportional to its temperature, therefore your tire pressure will go up as the tire gets used, and the faster the tires spin, the faster the temperature and therefore the pressure will build up.



The rule of thumb is that the tire’s pressure will increase by 1 psi for every 10° Fahrenheit increase in temperature, or 1 psi for every � minutes of use during the first 20 minutes of operation. All of the above to basically say that the faster you go, the higher your tire pressure will be. So, when we’re at the track or Auto Cross we must keep in mind that we will have a tire pressure increase as soon as the tires start to heat up. This will alter our car’s handling, so we need to carefully monitor the pressure throughout the different sessions during the day.

But how do we know what the ideal pressure is? We should generally start with the recommended pressures from the car’s manufacturer. Then, the tires will tell us if they need more or less pressure. Most modern high-speed rated tires have special markers to show us the optimal tire patch.

This triangle tells us where the edge of the optimal tread wear should be. As you can see above, the wear is a little short of the marker, meaning that we have too much pressure. Dropping a couple of pounds of pressure and then hitting the track again gives us the optimal patch, as seen below where the edge of the wear is right to the tip of the marker.

Also, always keep in mind that you should never inflate beyond the tire’s maximum pressure, stamped on its sidewall.

For more information about tires and other topics of interest for your Porsche, please visit our website at: www.PedrosGarage.com

Keep an eye on your tire’s pressures and ...Happy Porsche’ing, Pedro

The RS story is not complicated. Less weight, more power, tauter chassis, sharper response and iconic status. These are guaranteed when the Renn Sport blueprint is applied to any 911. A simple formula it may be, but with five generations of ruthless evolution, the end products are anything but.

The RS is not a point and squirt exercise, a top speed bragging contest or a quarter-mile drag queen like the Turbo. It’s an instrument of perfection, purity, precision and rewards commitment. The exterior takes your breath away even before you turn the key. After your first drive, it supplies all the ingredients that will stick in your mind for all the right reasons. Every Renn Sport car does that! The Renn Sport recipe hasn’t changed; it’s evolved to produce a family of 911’s that are some of the very best sports cars ever built. There are cars that are quicker, others that are prettier, but none that any RS owner would rather own.



Porsche to Unveil All-New 2012 Porsche 911 CarreraAt �8, the Porsche 911 Carrera is younger than ever. The completely redesigned seventh-generation sports car icon is stepping into the limelight with its sleek and stretched silhouette, exciting contours and precisely designed features. Yet from every angle it is unmistakably a 911, holding true to the Porsche 911 Carrera ‘evolution, not revolution’ design philosophy.

The 100 mm or �.9 inch longer wheelbase and reduced overall height underpin the fresh, athletic yet elegant appearance. When viewed from the front, the eye is drawn to the 911’s trademark wide- arched fenders, emphasizing the wider front track. The side mirrors are now mounted on the upper edge of the door, which also helps highlight the new design line and gives the visual impression of width.

The new lightweight body is an aluminum-steel composite construction and contributes greatly to the �5 kg or about 100 lbs weight reduction when compared to the previous 911 body. When combined with the greater structural rigidity and optimized aerodynamics – including a wider, variably extending rear spoiler – the new 911 Carrera’s front and rear lift has been reduced to near zero while retaining the Cd value of 0.�9.

To complement the modern exterior design, Porsche designers created an interior reminiscent of the Carrera GT. The driver is now even more closely integrated within the cockpit thanks to the rising center console and high-mounted shift lever or gear selector located close to the steering wheel. As with the exterior, classic Porsche elements abound inside. Present is the instrument cluster with five round gauges – one of them a high resolution multifunction screen, and of course the central tachometer and the ignition lock to the left of the steering wheel.

Setting the standard in its class, as it has for generations, the new 911 Carrera and 911 Carrera S raise the performance and efficiency bar yet another notch. All versions get by with significantly less than 10 liters of fuel per 100 kilometers (official U.S. EPA fuel mileage estimates are TBD) and fuel consumption and emissions are up to 16 percent lower in the New European Driving Cycle (NEDC) when compared with the predecessor. This is achieved through systems such as the Automatic Start Stop function, engine and transmission thermal management, electrical system recuperation, the world’s first seven-speed manual transmission and – in conjunction with the Porsche Doppelkupplungsgetriebe

(PDK) – the ability to ‘sail’ or coast. The new electro-mechanical power steering offers not only Porsche’s typical precision and feedback but also helps increase efficiency and reduce fuel-consumption.

For example, the 911 Carrera with the new �50 hp, �.�-liter boxer engine and optional PDK consumes 8.� l/100 km based on the NEDC – 1.6 l/100 km less than its predecessor. The 911 Carrera S with its �00 hp, �.8-liter boxer engine – 15 hp more than before – achieves 8.7 l/100 km in the NEDC when paired with the optional PDK transmission. This represents a fuel consumption decrease of 1� percent or 1.5 l/100 km.

At the same time there are performance improvements in both models. The 911 Carrera S with PDK accelerates from 0 to 60 in �.1 seconds. Using the Launch Control function of the optional Sport Chrono Package cuts that to �.9 seconds. The 911 Carrera with PDK needs only �.� seconds to sprint from a standing start to 60 mph (�.� seconds when using the optional Sport Chrono Package’s Launch Control function). Top-track speed for the 911 Carrera S and 911 Carrera is 188 mph and 179 mph, respectively.

The first new 911 models will arrive in U.S. dealerships beginning in February of �01�. The new 911 Carrera Coupe will have a base MSRP of $8�,100, while the 911 Carrera S Coupe’s base MSRP will be $96,�00 (excluding destination). Both models will include substantial additional equipment when compared to the previous models.



Famous Porsche Posters



The Prince of PorschesCarrera four-cam owners worldwide seek out this Yellowstone Region Club Member and Jackson-based guru By: David J Swift(Reprinted courtesy of Jackson Hole-The Magazine of The Tetons)

Within a nondescript warehouse south of Jackson is the sort of auto shop you’d find a block down from the Pearly Gates. Cavernous and gleaming, Rennwagen—German for “racing car”—is a machine shop with mills, a lathe, welders, a parts washer, and Magnaflux, for detecting microscopic cracks in metal. It’s also a two-story car storage facility and a parts warehouse. There’s an assortment of motorcycles and, coolly demanding attention, a very businesslike red Porsche 9�0 that a local doctor is having spiffed up.

Now and then, a large van delivers to Rennwagen a wooden crate measuring about four feet per side. Less often a semi lumbers up to deposit an entire car. These autos are invariably Porsches, vintage racing models or well-kept street models from doting owners who live far away. The crates contain engines, but not just any engine. Not just any Porsche engine, in fact: They are the light, powerful, and quite scarce Carrera four-cylinder, four-cam engines. They are being shipped to Jackson Hole—from the West Coast, from Texas, from the East Coast, from Europe, and from Asia—because this is where Bill Doyle lives and works.

Bill Doyle’s journey to becoming one of the world’s leading Porsche specialists began in 1955 in Santa Cruz, California. He was all of seven years old when he spotted a brand-new 1955 Porsche Speedster, ivory white with red interior, frequently parked at his friend Russell’s house. During this postwar boom, California would birth a car culture that would influence the world. Although Detroit was covering the landscape with behemoths powered by V8s, a free-thinking subculture in America embraced the European emphasis on agility—half the cylinders, a

third of the weight, and exponentially more fun. There were MGs, Triumphs, and Austin-Healeys, but none had the race-bred, hard-core cachet of the Porsche.

Young Bill Doyle was a mechanic by instinct, drag racing motorcycles and wrenching for friends at car-club rallies. (As a teenager, he modified his tiny 50cc Honda to clock eighty-three miles per hour in the quarter mile, a local record never broken.) By college age, when a lot of his friends drove Volkswagens, Doyle parlayed his knack for keeping the VWs running into a full-time business.

At Rennwagen today, a 196� BMW R69S motorcycle, looking both crisp and well used, rests on its center stand next to Doyle’s office, apparently a place of honor. Doyle hands over a fading snapshot. It was taken in 1968. Twenty-year-old Bill Doyle is at home in Santa Cruz, shirtless with a ponytail, straddling the same BMW motorcycle. His frame is wiry and quite muscular, the way busy California kids turned out in pre-Nintendo times. “I weighed 115 pounds,” Doyle says, laughing. “My mother said she’d give me money if I’d just get up to 120.”

Doyle’s affinity for German engineering and his appreciation for Germany’s magically hard metals led him to create Rennwagen in 1980. Based in Fresno, California, Rennwagen maintained and transported fleets of vintage race cars cross country. After a decade of that, a vacationing Doyle, then forty-two, stopped in at Dubois, Wyoming, long enough to realize that what he really desired was the sort of peace no longer available in California.

A world-class Porsche expert in Dubois—what could go wrong? “I had no problem with moving,” Doyle says matter-of-factly. “I meet maybe twenty per cent of the people I do business with. What’s the difference between shipping something to Fresno and to Dubois?”

Sure enough, the Porsche engines arrived in Dubois in those four-by-four crates, no problem. But dealing with his new friend Leona Wunnenberg did present a challenge. Doyle met her through his skiing pal Steve Shea. Leona, a science teacher at Jackson Hole Middle School, wasn’t about to move to Dubois, so Rennwagen moved to Jackson. Leona and Bill married in �001.

Doyle’s scheme to rebuild exotic engines in the middle of nowhere works because he is not rebuilding just any engine. From its inception in 19�1, Porsche AG used pepped-up versions of the utilitarian Volkswagen air-cooled, four-cylinder engine. Then came the Carrera engine; in 195� Porsche revealed this new four-cam design, still air-cooled but with radical and intricate refinements that nearly doubled previous output, to



110 to 1�0 horsepower. This was hair-raising for a �75-pound motor in an 1,100-pound car, with adrenaline and testosterone thrown into the mix, “You have the most fun you can have with your pants on,” as one local Porsche owner puts it. (To compare, modern SUVs typically put out around �50 horsepower and weigh at least 5,000 pounds.) Doyle sums up the Carrera engine thusly: “It’s what put Porsche on the map.”

Porsche built some 1,600 Carrera four-cam engines between 195� and 196�. They are the Faberge eggs of the auto world. A four-cam engine in need of repair requires hard-won experience and meticulous attention to detail. For example, you would have to know whether your crankshaft has roller bearings or plain bearings, in which case the drive gear on your replacement oil pump has thirteen teeth, not sixteen. For knowing this and everything else, Bill Doyle is in demand worldwide.

If Bill Doyle is crucial to the peace of mind of, say, Claude Picasso, Pablo’s son (Doyle has rebuilt three of his

engines), Rennwagen is a Mecca for the handful of local Porsche aficionados who drop in for service. Jackson Hole native Jim Barlow remembers the day he was smitten by Porsches. “I was about twelve, and we were skiing in Steamboat—this was 1968, something like that,” the architect recalls. “A family friend had driven out from back East. He had a new 911. For a kid who grew up in Wyoming, that was the ultimate. The feeling just stuck.” Today, Barlow garages a pristine 1968 911 for summer jaunts. His year-round beater: a ’74 911 Targa he bought from former Jackson physician Buzz Bricca.

Not that Doyle is the type to outright retire. He has never slept a lot—“When I was a kid I got four hours. I wanted to do it all.” Hence, Rennwagen’s business hours of 7:00 a.m. to �:00 p.m. He and Leona live next to the National Elk Refuge, at the edge of the national forest. So, thinking back on his Fresno days, he smiles and says, “It’s all right here.”

A Wyoming-based Porsche specialty sounds counterintuitive, but serendipity has its ways. That 1955 Porsche Speedster, ivory white with red trim? Doyle’s childhood friend Russell inherited it from the original owner and, last February, listed it on eBay. It has �75,000 miles on the odometer and sold for a third as many dollars. After the auction closed, Bill called Russell to ask who won it. “Some guy in Wilson, Wyoming,” Russell replied. This summer, Bill Doyle will be servicing the first Porsche he met, fifty-two years ago.



WINTER TIRESWinter in this part of the country is not all that far off. Switching to winter tires at �7° allows you to maintain the maximum performance possible. Less rolling resistance means increased grip and better fuel economy. By using winter tires at �8°; braking distances are reduced by as much as 19% on snow and 1�% in the wet. Without winter tires, these distances increase exponentially as the temperatures continue to drop. Remember to always change to a full set of winter tires once the mercury falls below ��°. They provide the safest driving characteristics through the harshest of winter conditions.

What Makes a 911 Race Car Iconic?Porsche 911 competition cars lead a tough and very tenuous existence. They begin their careers as cutting-edge technology, the very latest thinking in automotive engineering. From then onwards, they are driven to within an inch of their lives by a wide variety of race and rally drivers with varying degrees of skill, success and mechanical sympathy. Unlike their mass produced brothers (which have a design that is pretty much set, frozen and then cloned), these cars are crashed, repaired, modified, developed and evolve constantly to keep them winning. This process continues as long as the design remains competitive.

However, once the car begins to loose, it is no longer of any use to a race team. It bluntly becomes described as ‘obsolete’ and ‘uncompetitive’, and is discarded like an old racing greyhound. From then on, for a period that can sometimes last for decades, they may become unloved and are at risk of being robbed for spare parts, covered by dust and otherwise left to natures element’s. Then at some point, someone says, “Hey, remember that car? It was amazing, shame they don’t make them like that anymore”. That car once described as ‘obsolete’ gradually assumes the description of ‘iconic’ or ‘classic’. Suddenly, everyone wants it again. The ones that survive, blossom in value, while many of their brothers are no longer around to relive their former glory days.

��Old Faithful Porsche


� of a kindA Winning Hand in any Poker Game!

The Spirit of Porsche One man’s dream became reality. With more than �0,000 victories and counting, the original dream that Ferry Porsche had about racing, has been enjoyed by millions of spectators, drivers and race teams around the world. This small Marque continues to bring excitement to so many people and has inspired generations of drivers for more than 60 years. Because of their reliability, Porsche has become the most successful name in endurance sports car racing. Porsche is one of the few auto companies that still manufacturer race cars in their own factory. When they began racing years ago, competitive events included Rally, Road Racing, F1 & F�, Hill Climb as well as the Indy Car. Over the years they have developed a veritable plethora of successful race cars that have dominated most events. Even though vehicles have continued to evolve, their passion for diversity in racing venues has remained unchanged. They continue to support customers where ever their cars compete. The Motorsports Department today still produce vehicles that compete in Rally, Hill Climb, Prototype, Endurance Sports Car, Super Cup

and numerous other series by using the Cayenne and 911 as their basic platform. These cars are tested and proven in the most extreme Motorsports environments known to man with propulsion systems ranging from gasoline to hybrid drive. No other manufacturer constructs a broader assortment of race vehicles! Porsche Motorsport IS, “The Spirit of Porsche”!



The weather for our Progressive Dinner turned out perfect with comfortable temperatures, blue Wyoming skies and puffy white clouds. Almost fifty members attended and there were plenty of lively conversations with some great friends. We were cordially greeted by Stan & Pat Siegel at their home for appetizers and libations. Eric acted as bar tender while Nancy checked everyone in. Talk centered on this year’s short summer, cars and getting caught up with everyone’s busy personal lives. Stan even had his 9�0 Turbo race car out on display.

Club’s Progressive Dinner & Social

Next we headed a short distance down the road to Joe & Gainor Bennett’s home. They prepared the delicious entrée for the afternoon feast. Everyone enjoyed dining on the back yard patio which was surrounded by trees, flowers and a beautiful pond. What a serene setting. The day was not quite over, since dessert awaited us at Mike & Kristy Mielke’s house at the south end of Jackson. After a short fifteen minute drive, we were treated to a variety of cakes and ice cream on their deck. Kristy even hand-picked delicious huckleberries for the occasion. The sun had not quite set when everyone headed back home with many special memories of the people and cars that make up our wonderful club.



Stan, Pat, Joe, Gainor, Mike and Kristy; thank you for opening your beautiful homes to our club. It was a delight spending time with you and everyone had a fantastic afternoon with the wunderbar camaraderie. Congratulations to Nancy, Eric and Scot as they put together another outstanding event. It made for an evening to be remembered.



“Please welcome our newest members”

WillkommenNancy ClanceyMembership Chair

PCA Yellowstone RegionCalendar of Events 2011

May __________________________ 9 Mon Miller Motorsports Park-East Track (Lapping Days)�1 Sat Miller Motorsports Park-West Track (Intermountain Region)�7-�0 Fri-Mon Bogus Basin Hill Climb

June __________________________11 Sat Annual Rendezvous Dinner @ Teton Pines. 6:00 PM1� Mon Miller Motorsports Park-West Track (Lapping Days) July __________________________9 Sat Miller Motorsports Park-East Track (Intermountain Region)16 Sat Top Gear Challange & Road Rally, 12:00 Jackson High School Parking Lot 18 Mon Miller Motorsports Park-West Track (Lapping Days)�1-August 6 Porsche Parade - Savannah GA

August _______________________6 Sat Porsche Club Progressive Dinner & Social, 4:00 PM�� Mon Miller Motorsports Park-East Track (Lapping Days)27 Sat Jackson-Farson-LeBarge Day Tour, Jackson High School Parking Lot

September ____________________15-18 Thu-Sun PCA Escape �011 - Flagstaff, AZ��-�5 Fri-Sun Miller Motorsports Park-Full Track (Intermountain Region)

October _____________________1�-16 Fri-Sun “Rennsport Reunion IV”, Laguna Seca Raceway, Monterey, CA26 Wed Club Get-Together @ 43 North, 6:30 PM

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

* Yellowstone Region Club Event.

Bill & Lannis Hoglund .............................. Wilson, WYAlan & Ann Maki ........................................ Alpine, WYDoug & Carrie Lindley ............................. Pocatello, IDRobert Volz .................................................. Jackson, WY

Nancy ClancyMembership Chair

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Documents

Yellowstone PCA October 2011 Newsletter