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Porsche Club of America
Golden Gate Region

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June 2009. Volume 49, Issue 6
In This Issue
President's Message
Letter from the Editor
Competition Corner
Board of Directors
Membership Report
Rolling Thunder II
The Power Chef
Sergio Says Hello
The Dummkopf Award
917 Video Link
Monterey Historics Events
Porsche Win in NJ
Wine and Wrenches
LPR Rallye
Porsche Swap & Concours
SVR Concours
Palo Alto Concours
Yosemite 50th
Quick Links
Dear Porsche Enthusiast,

Welcome to The Nugget, the email newsletter of the Golden Gate Region, Porsche Club of America.
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Pawlina Paraskova CG
Executive Editor of The Nugget
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President's Message
Bill Dally--by Bill Dally, GGR President

Suspension Tuning - Part 1

Second only to tires, the tuning of a car's suspension: its springs (or torsion bars), sway bars, and shock absorbers- along with its alignment and corner balance - determine how well it handles.

The importance of performance tuning was driven home to me when I brought Shadowfax, my 914/6 autocross car to the last event of the 2007 GGR autocross season for its debut autocross.  I had spent a lot of time tuning the engine, but had left the suspension the way it was when I acquired the car.  After all, it had been a track car and already had beefy 180-lb/in rear springs and a Weltmeister anti-sway bar in front.

The inadequacy of this moderately aggressive suspension setup was immediately apparent on my first run.  When I hit the gas the nose rose way up - practially pulling a wheelie and when I applied threshold braking, the nose pitched way down.  Also on braking, the right front tire was locking up well before I reached threshold resulting in a flat-spotted tire.  On corners, the car was rolling side to side and lifting the inside front tire nearly a foot in the air.   The car was also understeering like a pig - plowing through slow corners.

Larry Sharp was the announcer for my first run group and he was making jokes about my having a "soft rear".  At first I thought he was referring to my physique and was somewhat offended, but then I realized that he was talking about the car - soft rear springs were in fact part of my problem - but only one part.  (Larry was also making some pretty funny jokes based on the fact that my fuel-injection system is based on a "Mega-Squirt" unit.)

Much of the 2008 autocross season was spent dialing in the suspension on Shadowfax.  Its now just about where I want it to be.  Of course good Porsche performance shops (like some of our sponsors) could have gotten the suspension pretty close in a single visit.  They have formulas for what works on each model car.  For me, however, developing a car is a journey, not a destination, and half the fun is the learning and the process of trial and error.

The suspension tuning procedure I recommend is as follows.
  1. Decide what your objectives are.
  2. Adjust the spring rates of the springs and/or torsion bars to set the appropriate stiffness and to get an approximate front-rear balance.
  3. Adjust the shock absorbers to provide appropriate dampening for the spring rate chosen.
  4. Set the ride height to get the center of gravity (CG) as low as possible without causing damage and without causing excessive bump-steer.
  5. Set the anti-sway bar(s) to fine-tune the front-rear balance.
  6. Corner balance the car.
  7. Set the alignment to the optimal camber and toe.
This is not the procedure I used but rather the procedure I wish I had used.  I would have saved a lot of time had I done things in this order.  I would have also saved time had I gotten some of the lower-numbered items right the first time (in particular the ride height) because all of the downstream elements need to be revisited if you change a lower-numbered item.  I got a lot of practice aligning my car with a laser level and a camber gauge as I iterated on the setup.

Before adjusting your suspension you should realize that Porsche did an excellent job setting it up in the first place - given their constraints and objectives.  Unless you change the objectives you are unlikely to get a better setup.  When building a competition car the main change in objective is that you are willing to compromise ride comfort for better handling - i.e., you are willing to install stiff springs - giving you a ride that will loosen you fillings - to get better handling.

Some recent Porsches - like my 2002 Boxster S - have considerable understeer in their stock configurations.  I suspect that Porsche was trying to make the cars more forgiving to novice drivers - so they wouldn't spin them into trees when they lift while cornering at the limit.  For these cars you may be adjusting the suspension to achieve better front-rear balance.  In effect trading the forgiving understeer for a snappier turn-in - but just remember not to lift when you find that decreasing radius corner on King's Mountain Road a little tighter than you expected.   

Understeer in the stock configuration is not a problem with older Porsches - like my 73 914 or 69 911.  Their suspensions are just too soft.  It's also not a problem with the most recent Porsches - like a 2006 Cayman I drove recently.  Since Porsche made PSM standard, they seem to have decided that PSM makes their cars forgiving enough, so they no longer need to make them understeer like pigs.

The first step in suspension tuning to to set your objectives.  To start the process you should think clearly about what you want the car to do and write it down.  This will drive most of the decisions you will make later.  What are you developing your car for?   Is it primarily for the track?  for autocross?  or for spirited drives in the Santa Cruz Mountains?  Do you plan on using it as a daily driver?  If so, don't make it too stiff or you will be making lots of visits to the dentist to have those fillings replaced after the harsh ride separates them from your teeth.

The first choice to make in tuning your suspension is to select the spring rates for the front and rear springs (or torsion bars).   Making your spring rates stiffer than stock improves performance for two reasons.  First, it makes the car more stable.  Under acceleration and braking it will pitch less, and while turning it will roll less.  This keeps the wheels in contact with the ground better and gives you better dynamic camber.  Since the car rolls less, the angle between the vertical axis of the wheel and a normal to the ground remains negative (or goes less positive).  Second, a higher spring rate reduces the time constant of the suspension, making the car respond faster to steering inputs.  When you turn the wheel you have to first load the suspension, then the car starts turning.  WJuneB1ith a stiffer suspension this happens faster.

The right spring rate depends on a number of factors: the weight of the car, the power of the engine, how bumpy the venues are you plan to drive, and how much comfort you are willing to give up for performance.  For my 914/6 I went with 21mm torsion bars in front and 275 lb/in springs in the rear.  The stock configuration is 18mm torsion bars and 100 pound springs, so this is 1.85x the spring rate in front (spring rate is proportional to d4 for torsion bars) and 2.75x the spring rate in the rear.  (For torsion bar 911s, a popular combination is 21mm front torsion bars and 27mm rear torsion bars).

Here is a picture of the 21mm torsion bars I installed on Shadowfax.  Installing torsion bars is easy.  You just remove the torsion bar covers, pull the old ones out, smear some grease on the new ones, slide them in, and put the covers back on.  The left and right bars are different, so check the markings and make sure to put them in on the correct sides.  After you change a set of torsion bars you will need to reset your ride height.  If the ride height doesn't change, the alignment should be unaffected.
 
Here is a picture of the rear spring already installed on the shock (left) and the entire assembly bolted into the car (right).  Installing these is also very simple.  Remove the shock by unbolting at the top and bottom.  Using a spring compressor (be careful) compress the old spring and remove the top perch.  (My performance springs are short enough that they can be inserted and removed without a spring compressor, but you will need one to remove the stock springs - or even 180 lb springs.)  Then remove the old spring and install the new spring.  This  photo actually shows a 10-inch spring (PN 1000.250.275).  To get my ride height low enough I had to switch to an 8-inch spring (PN 800.250.275).  I bought my springs and the threaded perch kit from Ground Control and they were great about swapping springs until I got the pair that met my needs.

JuneB2
JuneB3





I

In addition to stiffening the suspension, the selection of spring rates should roughly balance the car - so that when cornering at the limit with neutral throttle the front and rear of the car slip by equal amounts.  Stiffening one end will cause that end to slip more.  Stiffer front springs lead to understeer and stiffer rear springs lead to oversteer.

Some people set up their cars with very unbalanced springs - e.g., 300 lb/in rear springs and stock 18mm front torsion bars - and then restore balance with a very stiff anti-sway bar.  I don't recommend this approach for two reasons.   First, while adding an anti-sway bar can balance the roll spring rates and give neutral steering, it doesn't help the pitch spring rate.  A car with a soft front springs and a stiff sway bar will dive more on heavy braking than a car that balanced its steering with springs and uses the anti-sway bar for fine tuning.

Second, using a very stiff anti-sway bar makes it difficult to make fine adjustments to balance.  With a thick, stiff bar moving the drop links just a little bit makes a big change in balance.  If you get the balance pretty close with springs and then use a thin anti-sway bar to fine tune balance, its much easier to get it right.

Setting the ride height makes a huge difference in handling.  It took me a long time to get my ride height right (read low enough).  I started out high and lowered it in small increments.  My ride height is now four inches front and back - measured from the garage floor to the jack-point "doughnuts".   Lower would make it handle better, but I would break my front valance and scrape the center of the floor pan getting the car on and off the trailer.

Lowering the ride height lowers the CG which reduces pitch and roll moments.  When my ride height was 5.5 inches (which is still well below stock ride height), my car would lift the inside front wheel way off the ground.  In fact at one autocross I picked up both inside wheels (see the photo below).  Since lowering the car to four inches, it handles much better and doesn't lift wheels.

JuneB4

Ride height is adjusted in front by turning the adjustment screws on the torsion bar covers (left photo below).  This makes it easy to make fine adjustments.   Ride height for rear coil springs is adjusted by moving the spring perch.  This is easiest if the spring perch is threaded (right photo below).  Alternatively some shocks allow the bottom perch to be set to one of a few positions by sliding a C-ring into one of several slots.  The rear torsion bars on pre-89 911s are adjusted by rotating the inner and outer splines.  The 911 rear torsion bar has 44 outer splines and 40 inner splines, so moving the bar one position to the right and then the spring plate one position to the left  effectively rotates the bar by 1/40 - 1/44 = 1/440 of a rotation.  Adjustable spring plates make the process of adjusting rear ride height (and corner balancing) much easier.  Ride height and corner balancing use the same adjustments.  We get these adjustments close when setting ride height and then fine tune them when we corner balance.

JuneB5






When lowering ride height, one needs to worry about "bump steer".  The A-arms are now higher relative to the body (and the steering rack) so they are past their neutral point.  When the car hits a bump the A-arms swing up further causing the  tie rods to angle up further resulting in an undesired steering input or undesired change in toe. JuneB6

One can partly compensate for this by installing rack spacers - which move the steering rack up by a small amount.  However, to really fix the problem requires raised spindles or one of the bump steer kits that changes the attach point of the tie rod ends to the spindle.

That's all I have space for this month.  In next month's column I'll continue this exploration  of suspension tuning by discussing anti-sway bars, shocks, corner balancing, and alignment.

Until then, I hope you have a great month of June.  Get out and drive your car at one of our competitive events.

Bill
CommCovRennwerks
Letter from the Editor
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--by John Celona, Nugget Editor


Apologies to Moms!

Last month, I experienced a memory pointer error when plugging a picture into The Nugget's header: I pulled a father's day pic rather than one for mother's day. Sorry!

Mom's: hope you were duly remembered and appreciated.
www.highperformancehouse.com
High Performance House
Competition Corner
van Norsdall
--by Wayne Van Norsdall, Competition Director

Help! Calling all members! We had two more great events in the weeks gone by. The Alameda AX and the TT/ Club Race at Buttonwillow. Our only issue was low attendance at both events. We are hoping that the low numbers were due to weather or the holiday weekend. Not being completely sure, we are asking you to get up, strap in, and drive you Porsche the way it was meant to be driven! This of course, would not be your next trip to Nordstrom's or Safeway, but at one of our safe, incident free, high performance driving events.

We need your support or the club may be forced to cancel future events. So, please take a look at GGR's calendar of events, plan ahead, and join us. This helps support the club you all know and enjoy and the best part of course, is driving the cars we are so passionate about.

Wayne
European Autotech
Board of Directors
Celona
--by John Celona, GGR Secretary

GGR Board of Directors
Meeting Minutes for May 6, 2009

Call to Order. The meeting was held at the residence of the president, Bill Dally. Present were: Bill Dally, Claude Leglise, Larry Adams, Sharon Neidel, John Celona, Bill Benz, Mark Powell, Paul Larson, and Rob Murillo. The meeting was called to order at 7 p.m.

Call for agenda changes: none

Call for calendar changes: none

Approval of April minutes: already approved via email

Postmortem of events
  • 4/25/09 Alameda Auto X: there were 73 drivers.
  • 5/2/09 Ground School: there were 6 attendees. At least one has signed up for the next track weekend.
Directors' Reports

President: nothing to report.

Vice-President

Upcoming event status report:
  • 5/15-17 Grand Am tour
  • 5/16 Beginners Auto X school
  • 5/23-24 DE TT CR # 2 Buttonwillow
  • 5/30-31 Stockton Auto X
  • 6/6 Porsche (Boxster) Brunch
Certificates are ordered for the following events:
  • 5/23-24 DE TT CR #2 Buttonwillow
Certificates are in place for the following events:
  • 5/16 Beginners Auto X school: this event is now sold out.
  • 5/31 Stockton Auto X
Treasurer

The club finances look good and this year's tax returns for the club have been filed.

Secretary

A visit has been made to the storage and the effort to clean it out and get to a smaller permanent storage solution is under way.

Social

Upcoming Event Status Report:.
  • Team Tours at Laguna Seca Grand Am Races, May 15 - 17, 2009. Details finalized for Brumos Racing and TRG tours at Laguna Seca Grand Am races. TRG tour Saturday 5/16/09 at 1:00 PM.  Brumos tour Saturday 5/16/09 at 2:30 PM will be headed by Hurley Haywood.  We will be able to have up to 25 guests per tour.  The announcement was made on 5/05/09.   
  • TRG "Wine and Wrenches" Tech Session: Saturday, 6/20/09. GGR will be having a Tech Session/Wine Tasting/Catered Lunch at TRG on June 20, 2009.  The cost will be $20 per adult, with children under 12 will free. We will be able to have up to 100 guests!!  Already on calendar. Announcements to be made one month prior to event.    
  • Canepa Design Tour: Saturday, 6/27/09. GGR will be having a tour to Canepa Design in Scott's Valley on Saturday, June 27, 2009.  The event will be free. We will be able to have up to 30 guests. Already on calendar.  Announcements to be made one month prior to event.  
  • GGR Family Picnic / People's Choice Concours: Saturday, 7/25/09. Gateway Pavilion and parking lot reserved for "Special Event". Already on calendar.  Announcements to be made one month prior to event.
  • Military Vehicle Foundation Tour: Saturday, 9/26/09. GGR member Kevin Laird has arranged for a private tour of the Military Vehicle Foundation in Portola Valley. The tour will take place at 10:00 AM on Saturday, September 26, 2009. The event is already on the GGR calendar.  An announcement to be made one month prior to event.  To sign-up, e-mail Kevin at kpl@kevinlaird.com.  A donation of $20 is requested.. 
Future Events for Discussion: 
  • Year-End Banquet at Blackhawk Museum in Danville: Sunday 1/10/10. Per the Boards recommendation the date for our Year-End Banquet was changed to Sunday 1/10/10. Need Board approval for $3000 check to Scott's Catering to cover deposit.  (Scott's is now handling both catering and Blackhawk rental.)  Motion to approve this expenditure was passed unanimously.
Membership

In view of declining club membership, the suggestion was made to run a promotion in which new members who join receive a GGR car badge. Motion to proceed with this initiative passed unanimously.

Competition: signups for Buttonwillow is going slowly, but it is hoped that many more will sign up just prior to the price increase on May 15.

Webmaster: 856 hits per day last night.

Topics for discussion

Succession: president, treasurer and secretary are up for election. A nominating committee was appointed of Bill Dally, Rob Murillo, and Bill Benz. The will work on nominees for the open positions for the next meeting.

Diablo Region Fundraising Event: the fundraising chair for Diablo Region made a proposal for a joint fundraising event between Diablo, Golden Gate, and Loma Prieta regions. The proposal was taken under submission. The consensus was that, given the scope of the event, this should be done through Zone 7 and all the regions, rather than individual regions. Sharon Neidel will coordinate that.

Zone Corral Subsidy: Because the Zone cannot ask for PCA subsidy money directly, motion was made to allow an application by GGR for a corral subsidy to support the Zone corral at Laguna Seca. Motion was passed unanimously.

Redwood Goody Store: request was made for Redwood Region to bring its "Goody Store" to Buttonwillow. Allowed.

Insurance on the Trailer: following the break-in on the trailer, a quote was obtained for insuring the contents of the trailer. The quote was $700/year. Considering the cost, it seemed better to self-insure.

GGR 50th Anniversary Party: the first organizing meeting for the GGR 50th anniversary party was held. Ideas for the event were exchanged and efforts are ongoing to determine feasibility of the idea. Anyone wishing to help out with organizing the event is encouraged to email Sharon Neidel.

The meeting was adjourned at 8:50 p.m.

BPS Repro
March Membership Report

Jeff Kost--by Jeff Kost, Membership Director

The primary membership level declined slightly month over month and we saw a continued erosion of affiliate members. As always, I encourage each of you to do what you can to recruit new members and engage and retain our ever more important existing members!

 One more item to note, it was pointed out that I missed a rather important 40th anniversary earlier this year. The process of pulling the names is a manual one and mistakes do happen, so I apologize...

 Congratulations to Douglas Wong who celebrated his 40th anniversary in February of this year!!!

 Total Members: 2360

Primary: 1373

Affiliate: 986

HQ Life: 1

GGR Life: 3

 

New Members: 13

Transfers In: 4

Transfers Out: 5

Congratulations and welcome to our NEW MEMBERS!!!

Jim & Barbara Abernathy

San Mateo

2007 911 S

Anne Alvarez

San Francisco

 

Craig Backer

Mill Valley

1974 911

Sebastian Blum

San Francisco

1995 911

John Brook

San Mateo

2003 Boxster

Charles & Lynn Bruce

Millbrae

1998 Boxster

Brian Conn

Chicago

2006 911 C4S

Jon Cooper

San Francisco

2001 996

Mike Hickey

Pacifica

2006 C4S

Daniel Hom

San Bruno

2006 Carrera 4S

Catherine Houdek

San Jose

 

Sharon Lackey

San Mateo

 

Vanessa Mills

San Francisco

 

Joseph Seidler

San Francisco

2007 C4S

Anniversaries

45 Years (Congratulations!!!)

Margrit Nieslony

San Carlos


40 Years

Paul Lang

San Jose

1957 356

Charles Reid

Fremont

1969 912

25 Years

Leslie Hauser

Saratoga


20 Years

Terry Robertson

Livermore


Richard Walton

San Jose

72 911

 15 Years

Neal Crispin

St Thomas

1993 911RS

Charles Fintel

Oakland

1972 914

Jill Matuszak

Fremont

 

Margarita Slevin

Los Altos Hills

 

Gary Jones

South Lake Tahoe

73 911T

 10 Years

Mercedes Bobias

Santa Clara


Fernando Campos

Fremont

1981 911

Manuela Chan

San Jose

 

Marjorie Fooshee

San Jose

 

Andrew Forrest

Mountain View

1988 911

Michael Steinberg

Saratoga

1967 912

Howard Yao

Millbrae

1974 914

James Virgin

San Martin

1999 Boxster

5 Years

Rick Berberich

San Jose

1968 911

Nancy Fick

Hillsborough

 

Dean Floyd

Campbell

1988 911

Bubba Gong

San Carlos

Lexus 430SC

Jim Lane

Los Gatos

1989 944 S2

Brian McNeal

San Carlos

1988 911

Charles Meier

Burlingame

2004 911

Christopher Nushawg

Atherton

1969 912/911

Stanley & Yuka Okawachi

Saratoga

1997 Carrera

PJ Tradelius

San Francisco

2001 996 T

Roger Walther

San Francisco

1958 356


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Vineyard Specialties3


Rolling Thunder II
May 23-24 at Buttonwillow Raceway

--by Warren Walker & Mike Cullinan, Drivers' Ed / Time Trial / Club Race Co-Chairs

Race grid is always a tense time for all concerned and the start is a time for maximum concentration.

May RT1

The race started smoothly as drivers revved up on impulse power and awaited the flag to go to warp drive. Sensors indicated no Klingon vessels in the quadrant.

May RT2

Mike Cullinan # 59 followed by Ken Park #96 then Jim Lane #00 , Bill Pickering #628, Jerry Whitridge #552 (the white 944 with the red stripe) and bringing the tail of this race within a race is Nicolas Perdikaris #842 from El Segundo, CA.

May RT3
 
Close racing occurred both Saturday and Sunday as the racers adapted their driving skills to the demanding Buttonwillow Raceway track.

Race and DE grid was skillfully handled by Jay Dugan and daughter Julie, who is now teaching high school in Ventura, Ca, along with George Neidel who continues to volunteer even though he is not driving, much to the relief of all the 914 racers. Historically, George was a force in his Levi colored # 3 914.

May RT4
 
Thirty one racers  and forty three DE participants enjoyed picture perfect weather for the Buttonwillow raceway with the highs in the low 90's and the lows just below 60 early in the morning.
 
 A small group of us enjoyed Friday night BBQ in front of one of the two buildings of garages located in the Buttonwillow paddock area.  Getting ready to drive on Saturday exhausted Gary Dorighi, CDI for the last three years, the person in the picture who suddenly closed his eyes right before the shutter snapped open, yeah right.

May RT5
 
Time trails were held Sunday afternoon following the Sunday Sprint Race.  Twenty-three drivers entered into their own race against the clock and the technically difficult Buttonwillow race track.  All were victorious to one degree or another.  Six of our drivers excelled to the point of setting new TT records for the technically difficult Butttonwillow race track in their respective classes.  They have now assumed the mantle of leader in class with the large red target on their backs. Our congratulations.

Listed below are the six new class leading drivers:
Brian Hyun              TT11
Laura Manz            TT12L
Clemson Chan       TT13
Carl Switzer           Our TTOD male driver
Doris Pickering      Our TTOD female driver and new class leader in TT7L
Craig Lisowski       TT8
Orlando Garcias    TT9

Congratulations to all of our drivers for displaying good judgment, a high level of driving skills and continued improvement.
 
Mike and Warren

The Power Chef
NE Bike
Concours for People?

--by John Celona, The Power Chef®

After writing the Porsche article for the Palo Alto Concours d'Elegance program (June 28th--see you there?) and knowing next to nothing about concours, I was curious enough to look at the categories and judging.

I had imagined that winning was simply a matter of which car was the most pristine and perfect and that winning cars pretty much had to be disassembled, reassembled and refinished to a level far above brand-new and precluding any real use. Not so!

As it turns out, (depending on the rules) there are a number of categories. The ones I gleaned from the Zone 7 concours rules are:
  • Full Concours
  • Street
  • Preservation/Unrestored
  • Competition/Special Interest
  • Wash & Shine
The way judging works is one starts with a perfect score (how nice!) and then the judges deduct for
  1. Missing or unattached items
  2. Less than perfect condition
  3. Inoperative or broken assemblies
Depending on the class, there may also be deductions for non-original items. It's still not clear to me after reading the rules whether, for example, a car in the preservation/unrestored category is dinged for a paint chip, and whether it only merits a semi-ding if you've done your best to dab it with touch up paint before waxing.

That got me to thinking: why no similar categories for people concours? For the fairer sex, there are only beauty contests (which are a world unto themselves). For menfolk, there are body building contests, which no one can actually win without heavy weight training, steroids, dieting, and severe dehydration immediately prior to the contest. Noe these are good for your health. For both types of contests, hang it up if the first digit of your age isn't less than or equal to 2.

After consulting my resident expert on beauty pageants (my spouse, who has been executive director of many), I also learned that, furthermore, there are no deductions in beauty pageants for non-original items. Breast implants, Botox, plastic surgery--it's all allowed. Apparently, one Miss California even had her implants paid for by the Miss California organization before she ran for Miss USA.

Something seemed to me seriously out of kilter: why are we more concerned with originality in cars than people? Shouldn't there be a preservation/unrestored category in beauty pageants for women created without surgical assistance? And how about a competition category for men who are actual athletes with the wear-and-tear competition brings, rather than an ephemeral confluence iron and hormones?

Maybe this is akin to asking why the cultural obsession with youth and a mostly unattainable ideal of physical perfection, or why Barbie and Ken dolls are so popular (notwithstanding absurd proportions).

I was recently reading an article in The Economist exploring how scientists have linked beauty and success, and that there are apparently good reasons for the general preference for more beautiful people. The research in question began with scorpion flies of all things, and the observation that those with the most symmetrical (beautiful?) wings were most successful in mating.

How depressing. Those who are most blessed shall be further so. Great if you're Brad or Angelina, and less so if you're the average we.

Rather than railing against the injustice of the universe (why is gravity getting so HEAVY?), I refocused on concours preparation for people. Time will take its ravages, but limiting its advances can perhaps put more years in your life and life in your years.

Of course, a healthy diet and exercise are key ingredients for this and a frequent topic in this column. But, there's MORE.

Turns out a regular facial can help mimimize the ravages evident on that most exposed aspect of everyone: your face. You don't need to go to a salon. And you can do it at home without a pressure washer or random orbital polisher. It does involve clay, as does detailing your car. However, I would not recommend using the same clay on your face and your car

The only expensive must-have item is a product from Lancôme, such a their "Intensive Anti-Wrinkle Eye Treatment." These products have been vouched for by that oracle of beauty advice, The Wall Street Journal. The article is too old for me to find it, but, in a comparison, the Journal concluded that only the Lancôme product made any discernable difference in wrinkles. There you have it.

To be clear, all we're talking about here is slightly lessening the appearance of wrinkles. We'll take what we can get.

So, after once again consulting my spouse who is expert in all things I am not, I present The Hollywood Facial, which I try to do once a week or so. Great while you're working late at home sitting in front of the computer anyway. Put me next to my one-year-older brother who also eats healthy and exercises and you may conclude something is making a difference.

I'll chalk it up to the facial.

Bon Appetit,
The Power Chef

The Hollywood Facial

The Gist


Apply a sequence of products to your face once a week or so.  

Ingredients
facial mud
facial peel
facial scrub (anti-acne or not, depending on what you need)
a Lancôme anti-wrinkle product

Method
Wash your face thoroughly in hot water. Men should shave if they haven't already shaved that day. Gently squeeze on any whiteheads or blackheads (yucky, I know).

Apply the anti-wrinkle cream around your eyes. Be careful not to get it in your eye because it may sting.

Apply a layer of mud on your face. Be extra generous on the oily T-bar (forehead and nose). Let it sit until thoroughly dry and cracked and you see it drawing the oil out of your skin. This will take at least 30 minutes and you can leave it for an hour or more. If you like, while it's drying go out to check the mail so you'll amuse your neighbors.

Rinse the mud off with warm water and gently scrub your face with a wet face towel. If necessary, apply a little more wrinkle cream around the eyes.

Dry your face and apply the facial peel. Be careful to stay away from hair and eyebrows because they'll pull out. Let it dry (10-20 minutes), but not so long that it comes off by itself. You can expedite the process with a hair dryer set on LOW. Gently pull off the peel. This will take dead skin cells off with it.

Rinse any residual peel off with more warm water and dry your face. Apply a layer of facial scrub. If you're using anti-acne scrub, let it set for a bit. Gently scrub your face with the warm, wet face towel, then rinse thoroughly. Finish with a cold water rinse.

Apply a final light layer of anti-wrinkle cream and admire how fresh your face looks.

Notes
For the other facial products, I buy inexpensive products at the drugstore, such as products by Queen Helena. Save your money for the Lancôme.

Variations
If you're in a hurry, you can just do the mud and skip the rest.


Notes
I had thought of including a photo of myself in a clay mask, but decided I could probably charge money for that. Sorry!

Kahlers2
suspension performance
Sergio Says Hello

Longtime GGR member, time trialer, time trial instructor, and autocross instructor Sergio Meza proudly displays his 911 with the license plate: "PCA 7 GGR". Kudos to Sergio for coming up with a meaningful plate not already taken! In addition to the distinctive lettering, the whale tale design of the plate increases front down force. Sergio was photographed at Alameda Point where he was one of the instructors for the recent beginners' autocross school.

Sergio Meza

Click on Sergio's photo to email him an offer for the plate. All bids should end with four zeros.
The Dummkopf Award

Terry Zaccone--by Terry Zaccone, GGR Past President

It's been a while since we have seen one of the most prestigious GGR awards, The Dummkopf. We have it now and it is ready to be passed on.

For those of you who are new, or have forgotten, I'll give you a short history (from memory).

The award is given to the person (or persons) who does something that members agree qualifies. It can be passed on any time. I have seen it passed on twice at the same event.

As I understand it, the first GGR President and the Vice President were on a rally in San Francisco. The President was driving. While they were concentrating on the rally instructions, he T-boned a cop at an intersection. The Vice President thought to himself: "You know? There ought to be some kind of an award for something like this."

Another member was backing his 911 out of the garage when his wife, returning home, triggered the garage door opener from a block away, as some of us do. The resulting crease in the top of the 911 was deemed sufficient reason to give the award.

Dummkopf Award
Ready for a shelf near you!

Remember Larry Spear? Great guy and good GGR member. Larry's job was to store the GGR loaner helmets and bring them to the Autocrosses. There were a dozen of them in a big cardboard box with dividers, like a big box of christmas ornaments. The helmets were in head first. Larry kept the box in a corner of his garage. Larry had a beautiful Great Dane whose name was Tiny. Tiny was about the size of a small horse. Tiny did not know, of course, that this was not some new, fancy pissoir meant for his use, so he filled all the helmets. This was not noticed until after they had dried and Larry brought them to the next Autocross and someone tried one on. That was probably the most unanimous award of the Dummkopf ever seen.

 When you get the Dummkopf, your job is to get your name engraved on the plaque and then find someone else to give it to. So, if you look at the plaques, you can see the names of everyone who has received it. Some have received it multiple times. Yours truly has received it more than anyone, but I can't remember why. Well, maybe some of them.

As you can imagine, this could be a very long article because there are so many good stories. In fact, I can envision a monthly column dedicated to past Dummkopf stories that people send in as they remember them. (Click on Larry's photo or here to send him an email. --Ed.)

Let me just say that this is a very prestigious award that many regions have copied. The Zone 7 Dummkopf has a miniature plastic German helmet on it. Ours is a full-sized leather one. There are, of course, a whole series of Zone 7 Dummkopf stories

Right now, John Seidel has it. No, he did not earn it, he's just safekeeping it.

We need to move it on to the next recipient, so if anyone has any current stories that might deserve the award, let anyone on the Board, or John, or me, know.

Terry

EMC collision
Great YouTube 917 Link

GGR member Neil Librock sent in this link to a video of the 1970 1000km race at Spa. Click here to see how the Porsche 917 did. --Ed.



Monterey Historic Races Events

The Porsche Club of America - Monterey Bay Region (MBR) is organizing the Porsche Corral parking and other club activities surrounding the Monterey Historic Automobile Races at Mazda Raceway Laguna Seca, August 14-16, 2009.  Porsche is the featured marque at the Historic races.  MBR is organizing the following events to occur during the week leading up to the Historic Races:
  • Monday, 8/10 - MBR "Heritage Avenue Exhibit," at the Carmel-by-the-Sea Concours on the Avenue, where Porsche & Ferrari will be featured
  • Thursday, 8/13 - Driving tour showcasing Monterey County and post-tour reception at the Poppy Hills Golf Course in Pebble Beach
  • Friday, 8/14 - Welcome Party at the historic Carmel Mission
  • Saturday & Sunday, 8/15 & 8/16  -  Corral parking, hospitality area, catered lunches and a Parade Lap at the Monterey Historic Automobile Races - Mazda Raceway Laguna Seca
  • Monday, 8/17 - Driver's Education Day at Mazda Raceway Laguna Seca
MBR's event registration will be through www.motorsportsreg.com and will open in the near future.   Registrants will need a free user name/password on that site and elect to "join" the PCA - Monterey Bay club.  Future email announcements of MBR event details will be sent through motorsportsreg.com and made available on the MBR website.  Some events have space limitations.  Participation in the Heritage Avenue Exhibit and acceptance in the Driver's Education Day will be by MBR organizing committees.  New this year, MBR's registration fees will be discounted through May 31, 2009.

Registration for the Heritage Avenue Exhibit will occur separately.  Concours on the Avenue information is available from Motor Club Events, LLC, through their website.

Monterey Historic Automobile Races tickets must be purchased separately from Mazda Raceway Laguna Seca through their ticket ordering website or by calling 1-800-327-SECA.
Lodging information and assistance services can be found on the Mazda Raceway Laguna Seca website.
# # #
Links:
http://mby.pca.org  (MBR official website)
http://www.motorsportreg.com  (MBR event registration)
http://www.motorclubevents.com  (Concours on the Avenue website)
http://www.mazdaraceway.com/pages/tix-historic09   (Historic races ticket order page)
http://www.mazdaraceway.com/pages/hotels_restaurants (Lodging information & services)
 
Porsche Club of America - Monterey Bay Region Contacts:
Ginger Mutoza, Historic Races Event Coordinator                         George Von Gehr, President
831-596-4041                                                                                 650-888-1848


Historics
Gorman ad
Porsche Win at NJ Grand-Am

PORSCHE SWEEPS GT PODIUM, EXTENDS DP DRIVERS LEAD AT NJ GRAND-AM

PORSCHE SWEEPS ROLEX GRAND-AM GT PODIUM IN NEW JERSEY; PORSCHE VS PORSCHE FOR FINAL PODIUM SPOT IN DAYTONA PROTOTYPE LEAVES EVERYBODY SMILING

MILLVILLE, NJ - May 3 -- Whether they were tears of joy or extra large rain drops dripping down their cheeks, nearly every Porsche driver was smiling after the Verizon Wireless 200 Rolex Grand-Am SportsCar series presented by Crown Royal Cask No. 16 race on a dismal and dreary day in New Jersey Sunday.

Porsches swept the podium in GT - indeed, Porsches 911 GT3 Cup cars finished one through four - with victory going to the #87 Farnbacher Loles Racing Porsche of Dirk Werner (Germany) and Leh Keen (Charleston, SC).  They led 38 of the GT race's 86 laps, including the final 22 with Werner at the wheel.  They finished eighth overall in the 31-car field.

Rain fell throughout the race and Grand-Am officials even ran 12 laps under caution because track conditions were so treacherous - unusual for normally all-weather sports car racing.

"The conditions were really difficult," Werner said.  "When I was behind Spencer (Pumpelly), it took me 15 minutes to see where I could pass him.  Once I got around him, I could pull away and get a pretty comfortable margin.  In these conditions, it is the driver's responsibility to keep the car on the track.  Leh did a great job and I look forward to racing with him again."

GrandAm1
Leh Keen starts in the #87 Farnbacher Loles Racing Porsche 911 GT3 Cup

The #86 TRG Porsche 911 GT3 Cup of Pumpelly (Mason Neck, VA) and Ted Ballou (Corona del Mar, CA) finished second in GT, one lap down.  With their second place at Daytona and sixth last week in Virginia, the TRG duo now lead the GT points after three events.  Third in GT went to the #86 Farnbacher Loles  Racing Porsche 911 GT3 Cup  of Eric Lux (Jacksonville, FL) and Bryan Sellers (Dayton, OH).

Fourth, and just missing the GT podium, was the #67 TRG Porsche GT3 of Justin Marks (Chico, CA) and Andy Lally (Newport, NY).

"When it rains, it goes really well for the Farnbacher Loles Racing team," Keen said.  "From the first green lap, we knew we had a good car and could win the race."

Overall victory in the two hour, 45-minute race went to the Krohn Racing Ford Lola of Nic Jonsson (Sweden) and Ricardo Zonta (Brazil), who led 52 of the 87 laps.


A spirited battle for third place overall  in the final minutes grabbed all the attention from a good-sized, but very soaking wet, crowd.  Passing his Porsche counterpart just four minutes from the finish, Timo Bernhard (Germany) gave Penske Racing its first Grand-Am DP podium finish after a sixth at Daytona and seventh at Virginia International Raceway.

Saturday, Romain Dumas have given Penske Racing its first Grand-Am pole in the #12 Verizon Wireless Penske Porsche Riley he shares with Dumas. Dumas pitted from second place in the #12 Penske Porsche Riley on lap 33.  The crew added 12 seconds of fuel and driver change to Bernhard.  They did not change their Pirelli full wet tires.

"So now Timo goes for it as we are one pit stop ahead of everybody," Dumas said.  "My stop early was to meet the rules and it gave us an edge. It is really wet out there, it was difficult to pass the GT cars. They were battling each other and do not see me coming. For sure it was a mixed feeling.  The weather was awful and the race was wonderful."

GrandAm2
Romain Dumas started the NJ race from the pole in the Penske Racing Porsche Riley

"After Romain gave me the car we were in the perfect position  - in first behind the safety car," Bernhard said.  "Then I got into the lead and was running as hard as I could (he set consecutive fastest race laps on last 46 & 47 before having to pit).  We were losing pressure in the left rear tire, so we had to pit and lost position and time.

"It was very hard to see.  At time there was so much water on the track I thought it best to stop the race. Then I spun out in turn 4 and gave back all the time I had gained.  I had a good battle with David Donohue that last few laps and I was able to overtake him four minutes from the finish," said Bernhard.

But while Donohue (Malvern, PA) and Darren Law (Phoeniz, AZ) missed the podium, they extended their DP Championship Driver's points lead because their top competitors finished behind them.

"Considering where we started this week, this is a very satisfying finish," Law said. "We were so lost on the setup that Saturday night we had a yard sale and changed everything.  To come out and run this well is wonderful and a tribute to the Brumos crew.

"The best thing is that we finished ahead of the 01 and 99 cars, so that helps us in the points." The #59 Brumos Porsche Riley was pushed back into garage under yellow due to a clutch problem.  Additionally, since the beginning of the race the windshield washer had not been working properly all the time.

"The conditions were terrible," said Joao Barbosa (Portugal).  "I could not see very well, and then theclutch went all the way to the floor. The crew is working, but I don't know if we'll get back out there."  The car was retired with clutch problems.

Photos courtesy of Porsche Cars North America, Inc.


Wine and Wrenches
"Wine and Wrenches" Tech Session at TRG, Saturday, 6/20/09, 11:00 AM to 2:00 PM

Fellow Porsche Enthusiasts,
WW1
GGR will be conducting a Tech Session at The Racers Group in Petaluma on June 20, 2009. The event will include a tour of the TRG facility, an Adobe Road wine tasting and a catered lunch.  The cost will be $20 per adult.  Children will be admitted free with an adult.  We will be able to have up to 100 guests, so are expecting a big turnout!!  Pre-registration is required.  

When:
Saturday, 6/20/09, 11:00 AM to 2:00 PM

Where:
The Racers Group  
1995 S. McDowell Blvd.
Petaluma, CA 94954 USA

To Register: WW2
Send your check payable to PCA-GGR to
 
Mark Powell, PCA-GGR Social Director
P.O. Box 23038
San Jose, CA 95153-3038
 
Please include your name, region affiliation, the number of adults and the number of children in your party. Registrations must be received no later than Saturday, June 13, 2009.  For more information contact Mark Powell at ggrsocial@gmail.com

Thanks,
Mark

Mark Powell
PCA-GGR Social Director

 Links:
www.theracersgroup.com
www.adoberoadwines.com


LPR Rallye
LPR Rally
Porsche Swap & Concours
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SVR Concours
SVR Concours
Palo Alto Concours
Palo Alto Concours
Yosemite Region 50th
Yosemite 50th

Get your clay! There's no a minute to lose...

As always, thanks for reading.
John Celona
Porsche Club of America-Golden Gate Region
John Celona
Porsche Club of America-Golden Gate Region
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