For as long as I can remember, I have loved Porsches. Not in the way I loved cotton candy as a kid, but in the way I loved my beachscape Cindy Crawford poster as a teen. I fully admit I may have been hard-wired to feel this way; in spite of living in the heart of the Midwest, my father (at one point or another), drove a 914, 911 S, 911SC and Targa. He taught me all about the Porsche “difference” and respect for the car. Early on I could recognize the Porsche sound to the point where I always knew one was just around the corner.
I distinctly remember the day my father asked me to come along for my first test-drive. Our mission was to assess the Porsche-ness of a 928 (what was that water-cooled V8 doing in front?). Fast forward to today, and I have had the lucky pleasure of test-driving a colossal number of cars from many marques. I have driven a version of every Porsche including 924/44, 914, 911 (including Cup cars), and even the “Prom Queen” Carrera GT. The last one left for me to try was the Cayenne; it was time to assess its Porsche-ness.
While I am definitely not a part of the group of Porschephiles who despise the Cayenne and consider it an abomination among the marque, I can honestly say I did not ever really think I would have much interest in Porsche’s über-successful SUV. If I wanted a daily driver here in Michigan (and money was no object), I would probably get a Carrera 4S or Turbo. For a track tool the choice would be a GT3 or Cayman S, and to drive to the Tennis Club on balmy summer days a Boxster. What would I use a Cayenne for – a tow vehicle? Just what are Cayennes for?
Enter the Porsche Cayenne
Last November I attended the ‘09 997 debut party hosted by Howard Cooper Porsche* and reviewed the new Carrera here. While the masses longingly eyed the 997s on display, I wandered over to a lone Cayenne GTS in the showroom. I suddenly remembered watching Patrick Long drive one at Laguna Seca on SpeedTV and recalled thinking it must be quite formidable.
The Cayenne I was looking at was loaded with options, including BiXenon headlights (and headlight washers), Tiptronic S transmission and heated front and rear seats. It had a $1,190 moonroof but if your head and wallet so desire you can get a stunning $3,880 Panoramic roof system. All together, the Cayenne GTS had a price tag of just under $90K.
What exactly do you get for nearly six figures? Well, 51 lbs shy of 5000, the Cayenne still sprints to 60 in 6 seconds thanks to 369 lb. ft. of torque at 3500 rpm. If you prefer to stir your coffee manually, you can get the 405 ponies to 60 in even less time — about 5.7 seconds. Thankfully the fuel tank has a respectable capacity of 26.4 gallons, and we averaged about 13 mpg during our test drive (and, Porsche says, up to 18 mpg during highway use). Porsche, always known for their brakes, left me in awe with the gigantic 6-piston calipers in the front and 4-piston calipers in the rear. As if that weren’t enough, the Cayenne’s air suspension is adjustable, giving you a clearance range of over 3.5 inches (up to almost 10”). The Cayenne is Porsche’s best seller world-wide; Eric tells us 1,500-3,000 people worldwide purchase one each month, with most vehicles going to the U.S.
In the showroom, the tone was set as soon as I looked inside—it looked incredible! The interior is very stylish and luxe, combining black alcantara and leather with sporty aluminum. I did what I usually do when exploring a four-door car: I head straight for the back seat. When I am forced to ride in the back seat, I hate not seeing what is going on in front of me, but the Cayenne offers great visibility for passengers from its deluxe, bucket-like seats. There is also plenty of head room back there for a six-foot guy like me, and serious comfort. In fact, the Cayenne’s rear seats are better than most cars’ front seats!
I explored the vehicle’s interior a little further and found myself trying to justify a Cayenne purchase. I hadn’t even driven it, but … did I need a Cayenne to tow something? Run errands?
When the test-drive day came, Michigan and Mother Nature were all-to-happy to provide us with the perfect day: partly cloudy, 18-degrees and a couple of icy patches. Outside the showroom, the Cayenne GTS was idling with a gentle growl from the 4.8L V8. After having been behind the wheel of many flat-sixes, I was very excited to test a Porsche V8.
I slipped into the driver’s seat and got comfortable. As I drove on to State St. my hands began to feel warm and I realized the steering wheel was unexpectedly heated. Apparently Porsche includes a heated steering wheel for the same price of heated seats, and everyone knows you do not turn down a free option from Porsche! Conveniently, the steering wheel warmer switches off once the wheel is at a comfy temperature.
I began the drive by exploring the Cayenne’s suspension. Selecting the comfort setting, we set off in search of bumpy roads (an easy task here in Michigan). In automatic mode, I noticed the linear pull of the V8 engine, which makes 295 lb.ft. at 1500 rpm, and the transmission downshifting as I approached stop lights. The Cayenne’s Tiptronic is far smoother than previous automatic transmissions. The ride was smooth, with minimal body roll and excellent steering feel/feedback. I could see myself filling the Cayenne with 2 couples for a nice dinner and show and enjoying the spirited ride. Two kids and a dog would work just as well, although perhaps not with the Alcantara interior…
To better assess just how well the Cayenne GTS handles, I turned to my “secret handling section” of road near the dealership and put her to the test. Minivans and Toyotas were soon squirming out of the way as I pushed the Cayenne to perform.
I spent the next hour exploring the different suspension settings, ride heights and transmission configurations, testing the handling on different roads. One final pass through the “secret handling section” in sport mode (transmission on manual) was pure enjoyment: eyes up, zen mode and gentle squeezing of the throttle through the corner, then gently off the throttle to balance the car. As the Cayenne’s engine growled and the tires did more and more talking (singing, really) I got through the course even more confidently than before and over 10 mph faster. At no point did the ride remind me I was in a sport utility vehicle, and I mean that as a huge compliment.
I only have one complaint. When traveling and cornering at faster speeds—at those times when looking far, far ahead is crucial—the Cayenne’s A-pillar is in the way. But that’s it! Even with the ‘wrong’ tires for winter and seemingly wrong (21”) wheels for our pothole state, nothing got between the Cayenne GTS and me. I was completely caught off-guard by just how much I enjoyed this test drive. I kept looking for reasons not to like the Cayenne. While the $80,000+ price tag is certainly a deterrent, the looks certainly are not (would you rather have an X5 or Range Rover?).
Not many SUVs manage to be comfortable yet inspiring to drive at the same time. I know I would enjoy the Cayenne GTS every time I drove it, whether for work or pleasure. The Porsche core, plus the comfort of four awesome, heated seats and other luxurious features is magical. I admit it, I loved it. I am going to need a really big garage!
*Special thanks to Eric Gedeon of Howard Cooper Porsche
Today’s post is written by Christian M. Maloof. Christian is Track Chairman and Chief Instructor for Porsche Club of America’s Rally Sport Region. He holds instructor certificates and race licenses from the MidOhio School and Skip Barber. He races a Porsche 993 3.8 RS in the German Touring Car Series (GTS) division with NASA. He may be reached at christian at christianmaloof dot com or by visiting christianmaloof.com
I’m always looking for people to guest post. Not only does it take a bit of the writing burden off of me, it gives you the opportunity to hear an alternative opinion or read a different post. Today’s post is the first in a two part letter written by new contributor John Killion. I hope you enjoy it as much as I did.
Dear Hanzy Mein Hanzy;
Now that the winter permafrost has melted and the memory of your cousin Helmut’s impromptu invasion of my digs has vanished into the primordial stew of my short term memory, I feel safe in writing to you once again, and once again delineating another poignant manifestation of my ongoing social angst, as personal and depraved as it certainly is.
The other day I walked into a local Porsche dealership and innocently headed straight into the parts department, determined to purchase a genuine set of OEM timing belts for my old and beloved 944. As I approached the counter to announce my intention I was intercepted by a rather well-dressed man with a very nice haircut who smiled at me and said, “Have you seen the new Cayman S yet? It’s to die for.”
Now Hanzy, I’ve always thought that God, family and nation were the only things worth dying for, but to recognize that there existed another valid reason for my sudden temporal demise set my philosophical tentacles all a quiver with potential possibilities, and I found I could not resist the man in the well-tailored suit when I stammered, “You mean you have one on the lot…now?”
“I have several, though I assure you not ‘on the lot‘,” he purred. “And in some of the very best color combinations available.”
I fingered the wad of cash I had in my pocket and thought about my old 944. I’d planned on spending this money on her, for something that she needs, or wants, or could use. But this will be something like the hundredth time that I’ve serviced this Old Girl, and the thought of climbing under her once again to perform my magic was, well… frankly… boring. So, with no small amount of trepidation and self-loathing I followed the dapper salesman into of his den of infidelity.
I was instantly immersed in an ocean of glass and brilliantly reflective surfaces and I suddenly felt strangely underdressed, and chocking upon my revulsion at my outward appearance my eyes fell upon the sultry shape of the new Porsche Cayman S, and I felt my breathing stop as her presence invaded some primitive level of my psyche, and as I imprudently and foolishly awaited a formal introduction to this pretty frauline I think I may have actually blushed.
Without looking in her direction I could see my old 944 where I’d left her, parked on the other side of the wall of glass and awaiting my return, patient in her trusting ways. I looked at her familiar face — usually quite pretty to me — but now that the Cayman S was winking at me with the promise of pleasures to come I suddenly thought that I’ve been looking at that face for way, way too long, and perhaps a change would be best for the both of us.
The dapper salesman whirled around from behind his desk and laid the Cayman’s build sheet across his forearm as if he were offering a warm towel, and serving it up thick he said, “I see that she has caught your eye, and a fine eye you have, sir. Would you like to view her pedigree?” My eyes momentarily flitted across the build sheet he offered but my attention was completely riveted upon the flirting siren whose tune I fear I could not resist, whose face had already burned itself into the primordial folds of my masculine resume, and I somehow knew that my wallet and any sense of reason and logic would not be the prevailing factors in the events which would immediately follow, and I shuddered to think of the implications as my thoughts returned my otherwise beloved 944. We’ve been together for over a decade now, and other than a few minor squabbles our relationship has been quite satisfactory, and if the truth really needs to be known here, I’d have to admit that she’s still a better car than I am a driver.
About the author: John lives deep in the woods of Plymouth, Massachusetts. In his garage lurks a track-ready 944, a lightened and lowered momentum machine of serious purpose, who shares her stable with a fat and frisky 928 S4. While the 944 has seen many, many track days, in all her nimbleness, the S4 spends her time street-side, ferrying John in unparalleled Porsche luxury from one gin mill to the other. It is the best of all possible worlds.
Porsche is at it again. Today they released official photos of the Panamera interior and what they are calling the ‘Cockpit for Four’ concept. Perhaps more importantly they released pricing for the first three models to be released in October of this year.
Porsche Panamera US Pricing
The US will initially be introduced to three V8 models of the Panamera. These will include the Panamera S, 4S and Turbo versions. The Panamera S will feature a 400hp V8, reach 60mph in 5.2 seconds, have a top end of 175 mph and a sticker price of $89,800. The Panamera 4S receives the same 4.8 liter V8 as the S but for an extra $4,000 (bringing the MSRP to $93,800) will reach 60 mph in 4 tenths of a second faster (4.8 seconds) than its two wheel drive sibling. Interestingly enough the top speed on the 4S remains the same at 175 mph.
Last, but definitely not least is the Panamera Turbo. With an MSRP jumping to $132,600 the twin turbo version squeezes 100 more horse power (for a total of 500 hp) above and beyond the naturally aspirated versions. This increase power translates to a top end of 188 mph and 0 to 60 times in 4 seconds flat. Fairly impressive performance stats for a 4 door sedan!!
Read through the press release and the photos below and make your own judgment. I decided a long time ago that I kind of like the Panamera but was going to reserve final judgment until I see it and drive it in person.
ATLANTA – February 12, 2009 —- Today, Porsche AG for the first time presents its Panamera four- door gran turismo interior concept. The much-anticipated addition to Porsche’s performance lineup will make its U.S. market debut on Oct. 17, 2009.
With a continuous center console that extends from the dashboard to the rear seating area, the Panamera offers a new spatial concept for the driver and passengers featuring optimal ergonomic seating with individual cockpit-like spaces for all. Its deep seating position and a sport steering wheel help give the driver and passengers direct contact with the road. At the same time it provides a generous, roomy environment with exceptional leg and head room, unique qualities in a sporting machine yet essential for grand touring. This individual seating allows for optimum passive safety.
Porsche will provide countless opportunities for individual interior customization with 13 color and material combinations including four two-tone leather interiors and seven interior trim options including carbon fiber to Natural Olive wood.
An available four-zone climate control system gives each seating area individual control of functions such as temperature, air distribution and venting direction. In the unfortunate event of an accident, front, side and curtain airbags help protect the front occupants, while standard rear side airbags help protect those in back. The Panamera S and Panamera 4S feature eight-way power seats in front with a driver memory package. In the rear are two individual seats with a folding rear console and plenty of room. The Panamera Turbo has power seats with a memory package for not only the seat functions but also the electronically adjustable steering wheel. Further seating customization is available through optional alternatives such as 18-way Adaptive Sport Seats or fully adjustable eight- way power seats in the rear.
Porsche for the first time will offer from Burmester® — the renown Berlin audio manufacturer — a new ultra high-end surround sound system. With 16 loudspeakers plus a subwoofer (a total of over 2.5 square feet of speaker surface area) and a total output of more than 1000 watts, this new system gives listeners a grand acoustical experience. And like the 2009 Porsche sports cars and SUVs, Panameras will be available with the latest personal electronic connectivity features, including Bluetooth for cellular telephones, Universal Audio Interface for connecting personal audio devices, and satellite radio.
The rear luggage area provides up to 15.7 cubic feet of space, enough room for four large suitcases. The tall space enables luggage to be loaded in an upright position, and with the rear seat folded down the luggage space generously increases up to 44.6 cubic feet.
Initially, all Panameras will be available with two V8 engine options, standard seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch transmissions and rear- or all-wheel drive. All engines feature Porsche Direct Fuel Injection (DFI) for highest efficiency. For additional fuel savings, all Panameras include an engine stop-start function that can turn off and restart the engine at certain times, like when stopped at an intersection or in traffic.
The rear-wheel drive Panamera S has a 400-horsepower, 4.8-liter V8 engine that can propel it from 0 to 60 mph in 5.2 seconds on its way to a top test track speed of 175 mph. The manufacturer suggested retail price (MSRP) is $89,800. The all-wheel drive Panamera 4S receives the same 4.8-liter powerplant. It sprints from 0 to 60 mph in 4.8 seconds, achieves a top test track speed of 175 mph, and has an MSRP of $93,800.
At the top of the Panamera lineup is the Panamera Turbo with its 500-horsepower, twin-turbocharged 4.8-liter V8. Also featuring the new PDK transmission, the all-wheel drive Panamera Turbo sets a breathtaking 0-to-60 time of 4 seconds flat and a top test-track speed of 188 mph. The Panamera Turbo has an MSRP of $132,600, and all three Panamera models will go on sale in the United States this October.
Porsche Panamera European Pricing and Specification
The Panamera is initially entering the market with V8 power units only, featuring either rear or all-wheel drive. Right from the start, the entry-level Panamera S is powered by a 4.8-litre V8 developing maximum output of 400 bhp (294 kW). Power is transmitted to the rear wheels as an option by Porsche’s seven-speed Doppelkupplungsgetriebe (PDK) or double-clutch gearbox.
Acceleration to 100 km/h comes in 5.4 seconds, top speed is 283 km/h or 176 mph. Combined fuel consumption to the EU5 standard, in turn, is 10.8 ltr/100 km, equal to 26.2 mpg imp, and the CO2 emission rating is 253 g/km.
In conjunction with PDK transmission and including both 19 per cent VAT and specific national equipment, the Panamera S retails in Germany at a price of Euro 98,085.50.
Fitted with its six-speed manual gearbox as standard, the Panamera S retails at a price of Euro 94,575, again including 19 per cent VAT and all national homologation features.
The dynamic Panamera 4S features a 4.8-litre V8 developing 400 bhp (294 kW) maximum output, with engine power conveyed to all four wheels via Porsche’s seven-speed PDK Doppelkupplungsgetriebe. In this case acceleration to 100 km/h comes in 5.0 seconds, top speed is 282 km/h or 175 mph. Fuel consumption to the EU5 standard is 11.1 ltr/100 km, equal to 25.4 mpg imp, CO2 emissions are 260 g/km. The retail price including 19 per cent VAT and national specifications is Euro 102,251.
Ranking right at the top, the Panamera Turbo features a 4.8-litre V8 biturbo developing maximum output of 500 bhp (368 kW), with power transmitted again by Porsche’s seven-gear Doppelkupplungsgetriebe (PDK). In this case this all-wheel-drive model accelerates to 100 km/h in 4.2 seconds and reaches a top speed of 303 km/h or 188 mph. Fuel consumption in the EU combined cycle is 12.2 ltr/100 km, equal to 23.2 mpg imp, CO2 emissions are 286 g/km. The retail price of the Panamera Turbo, finally, including 19 per cent VAT and national specifications, is Euro 135,154.
[Source: PCNA]
Written on February 11th, 2009 at 12:10am by 993C4S
Similar in presentation and style to other books in the Ludvigsen Library Series, Porsche Spyders 1956 – 1964 provides a brief yet compelling overview of the cars that came to be known as “Giant Killers”.
Ludvigsen’s clear and concise writing style provides the reader with an introduction documenting the storied racing history of theses sports-racers built on the foundation of the Porsche Type 550.
“a completely new frame underneath the 550A of 1956, which externally looked little different from its well loved 550 predecessor. All it had in common with the previous ladder-type frame were transverse tubes containing its torsion-bar springs.”
Predating the “White Racers” from Zuffenhausen, Porsche’s silver Spyders (of the mid 50′s to early 60′s) delivered what many considered to be the marques “greatest victory” since the company began manufacturing cars; the overall win at the 1956 Targa Florio by Umberto Maglioli at the wheel of a Spyder 550A. Not known to rest on their laurels, Porsche placed 2nd in ’58 and took overall wins again in ’59, ’60 and ’63. In those few years where a Spyder wasn’t to be found in the lead, Porsche Spyders would never be found trailing further behind then third place. An impressive record in one of the sports most demanding races ever and only a small part of the “remarkable overall finishes and wins that gained them the “Giantkiller” nickname.
Each page of this wonderful history is filled with deliciously detailed black and white photographs that, at times, complete the story more so than the accompanying narrative.
About the Author Karl Ludvigsen
In 2003, Karl Ludvigsen was awarded the Friend of Automotive History Award, the highest honor bestowed by the Society of Automotive Historians. He is also a three-time winner of their Cugnot award for best book of the year. Ludvigsen has served as technical editor of Auto Age and Sports Cars Illustrated magazines, as east coast editor of Motor Trend and as editor of Car and Driver. He has also worked on the inside of the motor industry at senior levels with General Motors, Fiat and Ford.
His Porsche history, Porsche: Excellence Was Expected, is considered by many to be a model of the researching and writing of the history of an auto company.
Porsche AG’s first fully purpose-built racing car came in 1953 in the form of the 550 Spyder. The first major win for the 550 came at the 1956 Targa Florio, driven by Umberto Maglioli. The 550 was further developed into the 718 RSK, another successful winning racer.
These wins by the light, small-displacement Porsche race cars against large-displacement 12-cylinder racers, such as Ferrari, gave them the reputation as “Giant-killers”.
For 1960, Porsche introduced the RS60, a further development of the RSK. Like the RSK, it sported sleek, light-weight aluminum bodywork, a low center of gravity and a mid-engine layout. The 4-cylinder, 4-cam engines used were either 1.5 litres (150bhp) or 1.6 litres (160bhp). With a weight of less than 1,300 lbs, the RS60 was very nimble indeed!
For the 1960 season, the FIA stipulated that sports racing cars match more closely the specifications of production sports cars. The racers had to sport a full-width windshield with a minimum height of 25 cm, a luggage compartment and a streamline fairing behind the driver’s head.
The RS60 was very successful out of the box, winning the 12 Hours of Sebring in the hands of Olivier Gendebien and Hans Hermann, followed by Porsche’s third Targa Florio win in the hands of Jo Bonnier, Hans Hermann and Graham Hill. It also won the European Hill Climb Championship.
These wins helped solidify Porsche’s position in North America, with Porsche going from class winners to overall winners.
In 2007, Porsche introduced the special edition Boxster RS60 in homage to the great racer.
Today’s post was written by Paul Chenard, MGDC. Here’s a little more info on Paul in his own words.
My professional background is that of a graphic designer with more than 25 years experience, but my passion is for the history of racing. I started collecting vintage toy racecars at the end of the 1980’s and this led to picking items, books and reference material on racing history. After a few years of studying all this, I decided to transfer my accumulated knowledge to paper in the form of illustrations and stories. In 2007, I set up a company Automobiliart.com to market my creations. I live in Halifax, Nova Scotia with my wife, our two sons and a cat.
When the checker flag flew at the Rolex 24 at Daytona last month, Porsche came in 1st and 3rd in Daytona Prototype (DP) and 1-2-3 in GT. Brumos took 1st and 3rd in the DP category, while The Racer’s Group (TRG) came in 1st-2nd and Wright Motorsports 3rd on the GT circuit. From the young (Patrick Long, 27) to the seasoned (RJ Vallentine, 64) to father and son victories separated by 40 years, this year was an overall victory for Porsche. For me, it was a fantastic opportunity to experience the many parts that make motorsport exciting. Below, I share a diary of sorts of my experience at the race.
Friday on the way to Daytona
11:30 am, sun shining, rental car shuddering (I think wheel imbalance) and there she is: the slumbering giant known simply as Daytona. One part sport stadium, two part NASCAR heaven and truly an auto racing Mecca.
For 47 years Daytona has hosted a grueling, demanding, humbling and incredibly prestigious driving battle known as the 24 Hours of Daytona. This “test” of both mechanical and super-human driving prowess happens rain or shine each year and attracts drivers from all motorsport disciplines (Gurney, Hill, Elford, Siffert, Donohue, Haywood, Andretti, Ickx, Foyt, Unser, Holbert, and Bell, to name a few).
Approaching the raceway, gate 40 leads you to the largest of the 3 tunnels that go under the raceway and into the heart (180 acre infield) of the giant. But even giant seems like an understatement. This tunnel is wide enough for two semis to travel side-by-side to the pit and paddock. When I arrive, fans are walking with coolers, spit-polished Porsches are rolling toward the PCA parking pit and a truck tows three Gondola-like trailers shuttling visitors through the tunnel. When I emerge, I am upon the infield, which hosts over 200,000 fans, their toter homes, campers and RVs.
As I exit the car the smell of racing engulfs me (brake pads, race fuel and even campfires). The glorious symphony of race motors can be heard amidst the cacophony of sound echoing from the high banked speedway for the last of the practice sessions. Most cars are Daytona Prototypes (DP cars; mostly V8s — even a Porsche V8), but there are a few 4L flat-sixes. They all make their way three-fourths up the steep 31-degree banking with ease. If I ever were to forget my current location, the banking is a daunting and visual reminder that screams Daytona.
The Koni Challenge
Friday was the perfect appetizer to the Rolex 24 spectacle. GrandAm hosts the Koni Challenge, which is less like JV Football and much more like a playoff game right before the Finals. Many of the drivers I had come to see (Randy Pobst, Craig Stanton and Andy Lally, to name a few) drove in the Koni Challenge Race. A few even raced in both races for a grueling back to back racing weekend! Three very hard hours of racing found BMW expert and last year’s Ruby Tuesday Championship Team Porsche Crawford pilot Bill Auberlen at the front. A great race was followed by a great dinner with a few fellow racers and friends, and I ventured back to my hotel for my last chance for sleep until Monday.
Saturday
Saturday morning, much needed venti Starbucks in hand, I make my way back to the Speedway. This time the infield is standing room only–seriously. It’s 10 am—still 5 ½ hours before the start–and all infield parking is completely full. Thankfully, Michael Stahlschmidt, motorsport promoter and photographer, had 150 feet reserved for his toter, trailer, car, 4wheeler, scooter, golf cart and even my rental Chevy. The atmosphere in the infield had the feel of a family barbeque: friendly, high spirits, people helping each other with tents, wood for fires and plenty of adult beverages.
Christian, Michael and Otto planning out the day
The center of the infield consists of “Fan Zone” – a variety of garages and the Pits, all next to each other. The layout is great for fans because it provides great access to the cars and drivers. There was also a spectacular display of previous 24-hr winning cars. I spotted Joerg Bergrmeister and Patrick Long by the Porsche Motorsport trailer, while Wolf Henzler was doing some last minute checks on his TRG Porsche. I even saw Grey’s Anatomy star Patrick Dempsey making his way toward the pits followed by two golf carts filled with his crew.
Patrick Dempsey and Crew Cruise Past in the Fan Zone
After a tour of the “Fan Zone” and a double cheeseburger, I made my way to the pits for the start of the race (scheduled for 3:30 PM). The pits were abuzz with anticipation. The Racers’ Group (TRG) pits were as big as a city block. I walked up toward the front to see the cars take the green flag, choosing a spot in a rather open pit belonging to a car with a prancing horse…the other prancing horse. No one seemed to mind I was wearing a white Porsche polo (perhaps because they knew Ferrari took its cavallino rampante from the Stuttgart coat of arms?). After the start and once the field had run by, an official-looking fellow in a red fire suit ushered everyone out of his pit. “Come on, come on, must go” he said with an Italian accent. He walked up to where I was standing, each foot inside the coil of an air hose, looked me in the eye, then at my shirt, then up again. I was waiting for him to say “you must go for sure,” but instead he said, “you… you can stay.” He revealed a Porsche hat hidden in his backpack and winked. I stood there for the next hour, enjoying the energy.
It was an absolute thrill to walk right up to the pit wall and peer out to the main straight. Twenty Daytona Prototype (DP) cars (led by the 58 Brumos Porsche) and 31 GT cars (led by the 67 TRG Porsche) screamed into the break zone for turn 1, blipping the throttle while shifting down 4 gears in the sequential dog cut box. I stood there, enjoying the energy.
The neighboring pit housed the Wright Motorsports Team fielding the #33 GT3 Cup Car. One of the pilots, Porsche factory driver Patrick Pilet, stood next to me watching the race in anticipation of his turn. One thing was very clear at the pits: Daytona was all business and the teams, drivers, crew members, family and friends were all in for the long haul.
It was now 6:30 PM and I was ready to sit down and eat. When I mentioned this to Mike, he said “just think of those guys,” pointing out of his Freightliner window, “they only have 20 more hours of this s**t!.” I’ve always considered myself a bit of an endurance freak, but only four hours in and the demands of a 24 hour race had started to sink in.
The cars ran hard through the night, brakes and exhaust tips glowing a colorful mixture of amber and red. The white headlights of DP cars bounced along the banking, sometimes passing the yellow headlights of GT cars two at a time. As they raced relentlessly, I watched from the International Horseshoe, various parts of the banking and even from Lake Lloyd (for the action in the bus stop chicane). The chicane is interesting because it has proven challenging to even the pros. Imagine driving 195 mph, breaking to 60 mph to turn left-right, right-left and accelerating back up to 195. It’s even harder than it sounds!
By about 2am I could make it no further. I had seen plenty of good racing, including cars crashed, fixed, and even retired. I saw gear clusters, brake pads, rotors and calipers changed. Even though I was only a spectator, I felt guilty for not staying awake…but not guilty enough to stay. While heading back to my hotel, I spotted crew members catching 5 minutes of sleep on tires or in the back of a golf cart.
Sunday
The next morning, four cars were still on the lead lap and mere seconds apart so it was possible to catch them all in the same photo. The GT battle had seen car #86 drop out early in the morning, leaving Kevin Buckler and TRG with a potential one/two finish. The #67 car with Andy Lally, Joerg Bergmeister, Patrick Long, Justin Marks and RJ Valentine and the #66 with Sascha Maassen, Emmanuel Collard, Spencer Pumpelly, Ted Ballou and Tim George Jr. were equally fast and a few laps ahead of their competitors. In the DP field, the Brumos camp was sitting pretty with both the #58 and #59 cars in the top 3 spots. The infield had thinned a bit, and the pits were eerily open in places where teams had already closed up shop. I popped into the Brumos pits and noticed they were relatively quiet; drivers were not really talking to each other. Mechanics were checking fuel rigs, calibrating the next stop and watching the telemetry from the cars very carefully. The possibility of another win for Hurley Haywood and the gang was very real– almost inevitable. But as the previous year had proven for car #58, nothing is certain at Daytona until the 24 hours are over.
22 hours into the race had seen 48 lead changes, 16 cars gone home, 23 cautions and 2,400 miles traveled. Cars #58 and #67 were leading the DP and GT categories, respectively. This point in the race is even more exciting than I anticipated. In both fields, Porsche is in spectacular form, running strong and racing all the way to the end. For the teams on top, the last two hours must feel like two days. For me, they fly by.
The end of the race is here; 2 laps to go. I am at the Brumos pits, standing next to Darren Law, Antonio Garcia and Buddy Rice. The tension is high and they don’t even look at the monitors–they are looking down at their shoes. Photographers have started to congregate at the Brumos pits and have started to capture the moment. Juan Pablo Montoya in his Lexus Riley is pushing the #58 car hard but David Donohue has him–he is going to win. Everyone in the pit can taste the victory and the crew chief looks like he may cry. The white flag flies and the cheers start as #58 flies by for the second-to-last time. But those who race don’t cheer yet, because things can always change: there could be traffic, a back marker, or even fuel. However, those in the pits know #58 won’t run out of gas as it did in Canada the year before.
David gets around a GT car, putting it between his car and Juan Pablo Montoya’s into the bus stop. The move all but guarantees he will have an unbeatable lead onto the banking for the last time. Now we’re all sure: he has won. I turn to his teammates and give a smile and nod. In a moment they are rushing to pit wall–everyone is there. As if to make the moment sweeter, David Donohue’s victory comes exactly 40 years after his father’s.
PorschePurist.com’s Christian Maloof at Daytona
Today’s post is written by Christian M. Maloof. Christian is Track Chairman and Chief Instructor for Porsche Club of America’s Rally Sport Region. He holds instructor certificates and race licenses from the MidOhio School and Skip Barber. He races a Porsche 993 3.8 RS in the German Touring Car Series (GTS) division with NASA. He may be reached at christian@christianmaloof.com or by visiting christianmaloof.com
The Art of Racing in the Rain, the story of DE instructor and aspiring race car driver Denny Swift as told by his dog, Enzo, is an enjoyable read full of driving, racing and life wisdom. The book’s title first caught my attention last Summer, soon after I survived a rain-soaked driver’s education (DE) weekend at Grattan Raceway. I’d returned a true believer in there being an “art” to driving in rain (even if my own driving had been anything but artistic) and the idea of reading more about driving technique seemed very appealing.
Denny Swift, the book’s hero, drives a Porsche 993 Cup car
I have to admit that, at first, I was hesitant to read a book written from a dog’s perspective, even if the dog was a car lover (disclaimer: I have a dog, Lucy, and generally consider myself a dog person. But there are different kinds of dog people. ). I quickly warmed up to the book when the inner book jacket promised wisdom I could appreciate: “Enzo [the dog]….sees that life, like racing, isn’t simply about going fast. Using the techniques needed on the race track, one can successfully navigate all of life’s ordeals.” Once I read that Denny Swift, the book’s hero, drives a Porsche (993 Cup car, to be precise), I was sold.
The Art of Racing in the Rain quickly draws the reader in to Enzo’s world. The book’s narrative style is simple and elegant, flowing as nicely as a well-driven lap. Enzo, the canine narrator, is observant and full of comedy. He adores his owner as only a dog can, often waxing poetic about him: “He is so brilliant. He shines. He’s beautiful with his hands that grab things and tongue that says things and the way he stands and chews his food…”. Poetic, but always entertaining is truly the spirit of this enjoyable book.
The beauty of a character like Denny is that there are quite a few of him out there: men (and women) who love cars, love what cars can do, and understand the subtleties involved in driving. The ones who spend nearly every Summer weekend at the track teaching DE students (like me) free of charge, for the sheer love of it and so they can get their own cars out on track to practice their craft. The ones who are full of talent, but for one reason or another – wrong place, wrong time, family obligations, lack of funds – have not moved on to the racing circuit. The Art of Racing in the Rain is a tribute to all of them, as are the DE stories within it.
Take, for example, the time Denny is hired as a driver in a commercial. He takes Enzo with him to Thunderhill Raceway in California. Since the track is new to him, he takes “the street exhaust” out to learn it. Enzo (who, until then, has spent his life listening to driving stories and watching in-car video with his master but has never actually been in the car with him at the race track) hops in. As Enzo’s anticipation builds, so does the reader’s. When Denny asks, “do you want to try a hot lap?” Enzo barks twice – the sign for “faster!”
It turns out Enzo loves speed, and it’s a good thing for those of us who do, too. Reading about the experience of lapping a new race track, the instructor’s feedback and the passenger’s emotions as the corners flew by awakened many exciting memories for this reader. It reminded me of why I look forward to summer weekends spent at the track learning from local talent, enjoying the cars and chatting with friends. By the end of Enzo’s ride ‘round Thunderhill, I echoed his excitement: “yes, one more lap. One more lap. Forever one more lap. I live my life for one more lap…”
Wherever your eyes go, the car goes
The Art of Racing in the Rain indeed delivers on its promise to shed light on life’s challenges using racing wisdom. “That which you manifest is before you” is, perhaps Enzo’s most oft-quoted maxim. Uttered by a Frenchman at Denny’s first DE, it permeates the book in various forms, most notably as “wherever your eyes go, the car goes.” All of you who have participated in DEs have heard this statement many times, particularly in discussions concerning spinning or heading toward walls/trees/other obstacles while at speed. A few of us have found this to be true, for better or worse. Enzo elaborates on this statement quite a bit, relating it to Denny’s wife’s disease, Denny’s decisions under pressure and life itself. A simple idea, but a very true one in both the realms of automobiles and life: if you believe you’ll go somewhere, you probably will.
As the book progresses, Denny is presented with various opportunities (an endurance race, the European circuit, etc.) he is forced to pass on because of one challenge or another. As the reader, it’s easy to sympathize with Denny when opportunities are lost. But Enzo is wise – he reinforces that while at the time it may seem as if one is missing the perfect chance, all things happen for a reason. What is meant to happen will. Thus, The Art of Racing in the Rain delivers just the right dose of spirituality, balanced beautifully with plenty of racing and dog humor in between.
The Art of Racing in the Rain has a sweet and satisfying ending
However, it would be unfair to call it predictable because Enzo’s tale is definitely more about the process—the race—than the finish line. The ending made me smile big: I was happy for Denny and for his “victories” on the track and off. In the end, getting to do what we love in life is indeed a victory, as is getting there gracefully and with our principles intact.
Today’s review is written by our very own PorscheGirl (aka Valerie). Valerie is the proud owner of both a Porsche 996 Cabriolet and a brand new Cayman S (her new track toy.) Valerie is a frequent contributor to PorschePurist, webmistress for her region of the PCA and budding Motorsport promoter.
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In 2003, Karl Ludvigsen was awarded the Friend of Automotive History Award, the highest honor bestowed by the Society of Automotive Historians. He is also a three-time winner of their Cugnot award for best book of the year. Ludvigsen has served as technical editor of Auto Age and Sports Cars Illustrated magazines, as east coast editor of Motor Trend and as editor of Car and Driver. He has also worked on the inside of the motor industry at senior levels with General Motors, Fiat and Ford.
, is considered by many to be a model of the researching and writing of the history of an auto company.
