|2017 911 GTS|
Motor Trend article about the new 911 GTS….
The 911 has come a long way.
The LTR Christmas party in December was held at the Richland Community College Culinary Arts School. We had the place to ourselves and the food was great. Here are a few pictures.
Written by Michael Bene’t – LTR Technical Chairperson.
About a race season ago two other PCA member/customers & I were talking about getting dedicated racecars for PCA and/or NASA racing. Dedicated as in “no longer street legal” and strictly built to adhere to the rules of the racing class we had decided on. I personally knew of a trio of 996 Carrera based racecars in Ohio that would fit the bill. These cars were sponsored by our local race parts warehouse HRP and had a pretty good history on the track. We all three agreed that they had potential so we loaded up three trailers & headed over to inspect them for purchase.
Nine hours tow later (and after my thorough inspection) we turned the cars down and made the return trip home chattering all the way about what the ideal Porsche club racer candidate should be like.
Would it be water cooled? Would it be air cooled? 3.6 liter or 3.4 liter? Turbo… Vintage… Boxster?! What we knew for sure was that PCA club racing felt very good and we wanted to have fun with the good Porsche folk we had gotten to know. All that was left was a basic platform to work with.
After considerable discussion the decision was made to go with the 993 Carrera chassis. It could be argued that this 993 version of the venerable 911 is one of the best candidates for racecar conversion as they are plentiful – and there are loads of factory upgrades as well as aftermarket bits available made just for the 993. That list of parts will allow the 993 to perform like the true racecar within.
The search began and within no time street cars were purchased from other PCA members & the internet –
Then the process began.
We found a 1995 and a 1996 coupe. Both have their positives with the 1995 being a bit lighter and the 1996 having the Vario-Ram intake for added power. The cars were gutted and upgraded to race safety spec within a few weeks time.
Then we built a list of race parts that only a full factory LeMans effort could better. We conceived a time line and started gathering all that was needed to make this dream into reality.
Calls were made, UPS boxes were shipped, paint schemes invented. Wrenches were turned, issues were remedied and dollars were spent. Hours turned into days that turned into weeks but the plan came together and worked like a well oiled machine. It was glorious to watch the progress and the excitement around the two efforts.
Details like the full custom race gage, race Moton suspension (that we sourced through HRP) multi adjustable coil over system and the gorgeous Forgeline race spec wheels that my shop recommended & provided truly made a strong impact on the cars track credibility. Porsche manufactured special front suspension uprights were added to cure bump steer, also ERP produces a full mono-ball bushing kit for this chassis that we implemented. This chassis is so popular that many Daytona 24 hour Porsche teams produce parts for this chassis that we took advantage of. Several exhaust manufacturers love this 3.6 engine too. We chose a Fabspeed kit as they had put forth a system that is wonderful to listen to and that makes good power. Nearly everything that was available to make these cars into dedicated track machines was added to these cars. I could write a years worth of newsletter space on the parts list alone, not to mention the shop fabrications so that each part could be used! It would be a long and distinguished list.
But the proof is in the pudding. And I am happy to say the pudding is perfect.
At a PCA event in St Louis early in April the cars hit the track surface. They were met with rave reviews and they were real crowd pleasers to boot. The cars drove like they were on rails and they were fast & stunning to see. After three straight track days both cars passed the initial shake down and are scheduled for a full 2008 season of Porsche fun.
It had been a long road (with a false starting 18 hour Ohio road trip) but the destination turned out to be better than we could have thought. Be sure to watch for the two reverse matching paint scheme Kauth & Mayeur Porsche 993’s at your next track event. And stop in to talk with the PCA owners Dr. Bill Frame & Dann Nelson (F/N Racing) if you can. They are easy to recognize as they are the two Porsche guys with the two biggest smiles.
Technical Chairperson Michael Benet is the owner of Kauth & Mayeur Bosch Authorized Import Automobile Service Center in Peoria Illinois.
From the Driver’s Seat by Chuck Tucker ©2005 – Whoa
I’m just back from instructing at Mid-Ohio, where I was surprised by the results of a braking exercise we did with the first-time students. These students were hard-driving, autocrossing, gas-pedal-loving Car People – and none of them had any idea how hard they could really apply the brakes. Braking is a very useful skill. Being able to slow the car quickly, under control, gives you options that other driver’s don’t have. The goal is to make the wheels rotate about 15% slower than the car is going, but not to lock the wheels and slide. There are three elements: managing weight transfer, knowing when to let up, and braking straight.
If you jump on the brakes suddenly, putting full pressure on the brake pedal immediately, you will lock up the front wheels. Instead, build pedal pressure on the pedal gradually. As you apply the brakes firmly the car will begin to slow, weight will transfer to the front wheels, and the nose of the car will drop. Once this has happened, squeeze the pedal harder. With more weight on the front, you can use more pedal pressure without locking the wheels. This whole process, from first touching the brakes to full pressure, will take at least a second. It often feels like braking twice: press once to put the nose down, then press more to really slow the car.
If you press the brake pedal hard enough to activate the ABS, and you really need to stop the car, don’t let up. The ABS is doing at least as well as the best you can do, and you should let it finish the job. If you’ve never felt your ABS activate before, find a smooth, straight empty road or a big parking lot, get the car up to about 45mph, and stomp the brake pedal as hard as you can. Most ABS systems make a harsh buzzing sound and vibrate the brake pedal. Learn what that feels like, so that you don’t let up on the pedal, thinking something’s wrong, when you should be pressing it to the floor.
If your car doesn’t have ABS you may occasionally lock up a wheel. A locked wheel give a peculiar feel to the car that you’ll learn to recognize, and a characteristic sound. Suppose that 100% represents the perfect braking pressure, but you applied 110% and locked up a wheel. You need to reduce the pressure to about 75 or 80% to get the locked wheel rolling again, then squeeze down closer to 100% to slow the car. If you want to practice this, a wet parking lot is easier on your tires than dry pavement and will let you do the whole thing at lower speeds.
Finally, you can brake hardest when the car is going straight, and you cannot turn the car when braking at maximum pressure. I’ll explain why next month. Until then, keep your eyes up, drive safely, and enjoy.