|GGR's 50th Anniversary is coming in 2010!|
Believe it or not, 2010 will mark the 50th anniversary of the founding of GGR. As one of the oldest and largest Porsche clubs, it is a special milestone. The involvement, interest, and support of the members has always been what makes GGR such a special club with, among other things, one of the largest autocross and track programs in the country. This year, the list got even longer with the addition of Porsche Club Racing to the program.
photo from last summer's Vasona picnic by Dave Dunwoodie
The 50th provides a special opportunity to thank the members for their continued support of the club. To that end, plans are under way to create a special event for members to get
together and celebrate the camaraderie of each other, the love of all things Porsche, and the special delights of owning and driving these wonderful cars.
As part of this event, PCA National will be giving GGR a 50th anniversary region banner and certificate. Plus enough PCA decals with commemorative gold trim for everyone in the club.
We'd like to invite any interested member to join the committee planning the 50th anniversary celebration. A few folks have already started work, but there's room for more. Come have fun with us planning what will be (for most of us, anyway!) a one-in-a-lifetime event. Don't wait for the 100th in 2060! If you're interested in joining the committee, just click
here to email me.
Being part of the committee gives you a chance to be an extra-special part of what promises to be a very special event. The field is wide open in terms of what and where to have something. A one-day event? A multi-day event? It's all up for grabs.
Luckily, living as we do in one of the most beautiful parts of the country, there are many wonderful potential venues to choose from. Here's just some of the ones we've been looking at (along with links to take a look yourself):
The Golden Gate Club in the Presidio:
The Palace of the Legion of Honor:
The Palace of Fine Arts:
The Fort Mason Officers' Club:
The Flood Mansion:
The Corinthian Yacht Club:
The Olympic Club:
The San Francisco Art Institute:
The San Francisco Ferry Building:
The City Club of San Francisco:
We're also looking for ideas as to what types of events the members might be interested in. A family-friendly gathering in a suitable place? A barbecue or sit-down dinner? A more
formal evening event? Maybe more than one of these? Or how about something in conjunction with a tour, parade, or autocross? Maybe a celebrity speaker or two as part of a program?
Let us know what kind of event you'd be excited to attend. Chances are, you're not the only one!
Because we're now less than a year out, good venues are booking up, so don't wait to get involved or send us your ideas. Send an email now to get your ideas in the mix or join the committee making plans. We hope to get the outlines of something fleshed out over the next month or so.
It's your club: here's your chance to help make something happen that YOU want to be a part of!
|--by Bill Dally, GGR President|
A Tale of Two Ignitions
It was the best of timing, it was the worst of timing. The ignition of your Porsche determines when the spark plug ignites the air-fuel mixture in the cylinder. When this works well (the best of timing) the spark ignites sufficiently in advance of the piston reaching the top of its stroke so that the flame front propagates across the combustion chamber, giving maximum pressure just as the piston starts its downward stroke. When the timing is off (the worst of timing) a premature spark causes detonation - in which
the fuel mixture explodes rather than burning smoothly. This can punch a hole in the top of the piston and destroy an engine in a matter of seconds.
In this Nugget column I will explore how two very different ignitions perform this critical function of delivering the spark exactly on time. I will start by examining the Bosch mechanical advance distributor used by my 1964 356 and then look at the custom crank-fire electronic ignition that I built for my 914/6 autocross car - while not strictly a Porsche ignition, this system is very similar to most modern electronic ignitions.
Both ignitions are variations of the Kettering ignition - developed by Charles Kettering in 1910 and used in most automobiles since then. Magneto ignitions were used before that time, because batteries were not considered reliable enough to rely on for this critical function. Magneto ignitions are still used in most light aircraft
for this reason.
The basic components of the Kettering ignition are a battery, a coil, and a set of "points" (basically a switch) connected in series. The coil has two windings, a primary which is connected to the battery and the points, and a secondary which is connected, via the distributor, to a spark plug. When the points close, the battery voltage causes current to flow through the primary of the coil, storing energy as magnetic flux. When the points open, this stored energy is rapidly released in the secondary of the coil generating a very high voltage (typically 10,000 to 40,000V). This voltage is sufficient to ionize the air between the electrodes of the spark plug causing the spark which ignites the fuel-air mixture. The key is to have this spark occur at exactly the right time.
Timing in the 356 ignition system is determined by a cam on the distributor shaft that controls when the points open
and close. The distributor shaft is driven by a gear on the crankshaft and rotates at half of the crankshaft speed - completing one revolution for each two made by the crankshaft - so that each cylinder fires once every two revolutions. A set of mechanical flyweights (more on these below) that swing out as engine speed increases twists the top part of the distributor shaft, advancing the spark as engine speed increases. The cam has four lobes, one for each cylinder, so the points open and close four times each time the distributor shaft goes around (twice each time the crankshaft goes around). A rotor on top of the distributor shaft distributes the high voltage pulse from the coil secondary to the appropriate spark plug wire. On the 356, the firing order is 1-4-3-2, and this is the order of the spark plug wires going clockwise around the distributor.
Figure 1: Bosch 031 distributor in the 356 with the cap off.
Figure 1 shows the Bosch 031 distributor (the stock unit was an 022) in my 356 with the cap off. You can see the rotor and part of the points under the rotor. Timing is adjusted by loosening the clamp nut at the base of the distributor. The timing is first set statically - to 5 degrees BTDC (before top dead center). This is done by connecting a light to the wire from the points to the primary of the coil, rotating the engine with a 30mm wrench until it is at 5 degrees BTDC, and then rotating the distributor until the points open (the light goes off). The dynamic timing is then checked with a timing light - to verify that the advance is 35 degrees BTDC at 3000 rpm. Because my 356 has a 6V electrical system and my
timing light needs 12V, I use a spare 12V car battery to run the timing light.
The gap between the points when they are open needs to be set to an appropriate value (0.016 inches) so that current flows through the coil long enough to build up adequate flux before the points open. The point gap changes the timing and so it must be set before setting the static and dynamic timing as shown above. Because its awkward to bend over the engine compartment with a feeler gauge and screwdriver, I pull the distributor out of the engine to gap the points and then put it back in and set the advance.
Many people replace their mechanical points with an electronic equivalent (Pertronix makes a popular model). I personally prefer the mechanical points. As long as the points (and the condenser) are replaced regularly - put a dab of Bosch distributor grease on the cam when doing this - they work very reliably. In contrast, some
Pertronix units will burn out if the ignition is left on, and the 6V Pertronix units "drop out" when the battery voltage gets low. The only advantage of the Pertronix (or equivalent) is that it eliminates the need to replace the points on a regular basis.
Proper operation of the mechanical advance system is very important to driveability. If the distributor is not giving the appropriate spark advance at each engine speed, the engine will produce less power at certain speeds - giving what is sometimes called a "flat spot" in its response. Also, if the advance doesn't return to its idle position, the engine will tend to idle too fast.
I experienced both of these issues in my 356. I had a flat spot at about 1700 and at times the car would inexplicably idle at 1500 rpm rather than 800. After fiddling with the Solex carburetors for longer than I would like to admit, I finally realized that this was an
To diagnose the problem, I plotted the advance curve - the spark advance as a function of engine speed. When I was a kid in the 1970s, auto parts stores all had distributor testers. You plugged your distributor into these machines and turned a crank to test them. The tester would then give you the advance and the rpm and you could plot out the advance curve. Unfortunately, neither the local Kragan nor NAPA seems to have one of these any more, so I was forced to plot the advance curve in situ - by having an assistant hold the engine speed at 1,000rpm, 1,500rpm, 2,000rpm, etc... while I measured the advance with a timing light and recorded the measurements. These measurements showed that (a) my advance curve was outside of specifications and (b) the advance returned slowly and erratically to zero when at idle.
Figure 2: The mechanical advance mechanism.
The source of these problems, the mechanical advance mechanism of the 356, is shown in Figure 2 (assembled) and Figure 3 (disassembled). The disassembled components are from left to right: the bottom part of the shaft, the flyweights, and the top part of the shaft (upside down). The top of the distributor shaft with the cam rotates on the bottom of the shaft. The amount of rotation, and hence the advance, is determined by a set of flyweights that pivot on pegs in a bottom plate attached to the bottom of the distributor shaft. As the engine accelerates, the flyweights swing out against a set of springs. As the flyweights swing out, the slots in the flyweights engage pegs in a top plate attached to the bottom of the top part of
the shaft, twisting the top part of the shaft to give advance. One of the pegs is long enough to engage a hole in the bottom plate to stop the advance when a limit is reached.
Figure 3: Components of the mechanical advance mechanism.
The 356 advance curve (Figure 4) has two distinct slopes. It rises very steeply at first from the static setting of 5 degrees to 20 degrees at 1300rpm and then it rises more slowly to 35 degrees at 3,000rpm. This two-slope advance curve is achieved by having a plate attached to the top of the distributor shaft bump into the springs when 20 degrees of advance is reached. This effectively stiffens the springs at this point - giving a more gentle slope.
Figure 4: Advance curve limits for the 356.
Figure 5: Distributor adjustment.
To adjust the advance curve requires requires getting the spring tension correct - this sets both slopes, and ensuring that the top plate bumps into the springs at the appropriate advance. Adjusting the bump point is accomplished by rotating the bracket (Figure 5) that holds the ends of the springs.
The 356 ignition is a very clever mechanical mechanism that gives a relatively simple advance curve (two linear segments). As the mechanical parts age and wear it falls out of specification and hangs up - giving ignition
problems. Adjusting the mechanical mechanism is difficult - requiring disassembly and setting spring rates and then reassembly before the adjustment can be assessed.
The electronic ignition in my 914/6 in contrast does all of its work with a computer and electronics making it easy to adjust and extremely reliable.
Figure 6: Two Ford EDIS-6 ignition modules mounted to the firewall of the 914/6.
The twin-plug electronic ignition on my 914/6 is built from two Ford EDIS-6 ignition systems - salvaged from two early 90s 6-cylinder Ford cars. The system uses a toothed wheel attached to the crankshaft pulley to sense crank position. A magnetic sensor senses the crank position and relays it to the ignition module (Figure 6). The
ignition module, in turn, plays the part of the points. At the appropriate time - as determined by the crank sensor - it stops the flow of current to a coil primary resulting in a spark. (It actually uses capacitive discharge to operate the coil more efficiently.)
Figure 7: Two Ford EDIS coil packs.
Instead of using a distributor and rotor to distribute the spark from a single coil to the appropriate cylinder, this system uses a separate coil for each "pair" of cylinders. Each coil fires once per cycle - separated by 120 degrees of phase. Each time a coil fires, it fires two cylinders - 1&4, 2&5, or 3&6. One of the two cylinders is just before the top of its compression stroke and ignites, the other cylinder is just before
the top of its exhaust stroke - and nothing happens because the breakdown field for exaust is higher than for the fuel-air mixture.
Most modern Porsches use a system similar to this, but with a separate coil mounted right on top of each spark plug - eliminating the troublesome high-voltage spark plug wires.
The advance is set by a serial advance word (SAW) that is transmitted from the engine control computer (a Megasquirt in my case) to the ignition modules. In the engine control computer I can compute an arbitrary advance function of all variables available to the computer. Spark advance can be a function of not just engine speed, but also manifold pressure (vacuum advance), temperature, etc.... The curves need not be linear or even piece-wise linear. For now I have the system programmed with a simple 2-D table that advances from 5 degrees of advance to 25 degrees of advance at 3,000 RPM. However, the
possibilities are endless.
Adjustments are also simple. I can sit next to the car with a computer and type in a new advance for a particular speed and pressure and watch the timing light shift when I hit return. One of these days I plan to take the car to a chassis dynamometer and fine tune the advance to give maximum horsepower. This is easy when you can just type in advance numbers. Its much harder when you have to reassemble the distributor each time you want to make an adjustment.
While I find great enjoyment in keeping the vintage mechanical system in my 356 in top working condition, there is no question that modern electronic ignitions provide better efficiency, better reliability, more precise control, and far greater ease of adjustment. Isn't technology wonderful?
|Letter from the Editor|
--by John Celona, Nugget Editor
Nugget Late due to Technical Issues
As you've probably noticed, this month's Nugget is a few days late of our usual beginning-of-the-month distribution date. Chalk that up to technical issues with the service we use to send it out.
The problem, specifically, is that we ran out of space to upload
photos to include in The Nugget. The service has a limit of 25 mb on space to upload images and, with all the photos we've been including in The Nugget, we've now run out of space. This despite reducing image sizes to an average of around 50 kb each. That's right: since going electronic we've run something like 500 photos in The Nugget--far more than ever used to be possible with the print edition.
Apparently, we are the first user ever to do this. I guess people don't generally include as many photos for as long a period as we've been doing with The Nugget.
Repeated contacts with technical support have yielded an answer that the 25 mb limit is carved in system-stone somewhere, although we have been assured that our issue has gone into the future developments bin.
In the meanwhile, to get this issue out, we had to open a new user account to start the filling process all over again. This delay resultrf from getting the template we
use to construct The Nugget copied from the old account to the new one.
As part of this process, I've also had to transfer over mailing lists. I'm hoping this will fairly faithfully get this issue sent out to everyone at their correct email address, but my apologies if this is reaching you at the wrong email address. Likewise to the folks who have opted not to receive The Nugget via email.
If you have any problems, please use the "Subscribe or Enter New Email Address" button near the top to update your email address.
On the bright side, we've gotten enough new subscribers to The Nugget to bump us up to the next level in service charges. We started at around 2,000 subscribers, which cost $35/month, but now are over 2,500 so the cost is up to $50/month. A good use of member dues, I think.
Thanks for your patience as we sort this out.
--by Wayne Van Norsdall, Competition Director
The season has come to a close and it was another great year of friendly competition. All the events went well and I think it's safe to say that we had a great time.
Moving forward, we are working away on the events for our 2010 season. It looks like we will be able to retain the same number of events for the '10 season even though economic pressure's had posed a threat to some in '09. We will be working harder than ever to bring more club member and new recruits to our events as well as retain and perhaps add more sponsors to help preserve what we have all come to expect and enjoy from GGR.
I will not be able to post
the rule changes as planned as there have been quite a large number of suggestions to sort through. Our rules committee is working away and once they are ready, I will send out an email to the membership with the proposed changes and a new date for an open meeting. We are still planning to publish new rules in the December Nugget and revise the rule book for next year.
Have a great Thanksgiving!
|Board of Directors|
--by John Celona, GGR Secretary
GGR Board of Directors
Meeting Minutes for October 14, 2009
Call to Order. The meeting was held at the residence of the president, Bill Dally. Present were: Bill Dally, John Celona, Larry Adams, Wayne van Norsdall, Matt Switzer, Paul Larson, Bill Benz, Claude Leglise, Sharon Neidel, Mark Powell, and Rob Murillo.
The meeting was called to order at 7 p.m.
Call for agenda changes: none
calendar changes: The November board meeting has been rescheduled from November 18 to Wednesday, November 11.
Approval of September minutes: already approved via email
Postmortem of events
- 9/12 Ground School
- 9/18 Friday Night Social
- 9/26 Military Vehicle Tech Foundation Tour
- 10/3 Boxster Brunch
- 10/9-11 Porsche Corral ALMS: 50 people took the tour and there were about 100 cars in the corral.
- 10/10-11 DE/TT # 5
President: nothing to report.
Upcoming event status report:
Certificates are ordered for the following events:
- 10/16 Friday Night Social
- 10/17 Wine and Wrenches Tour TRG
- 10/24 Auto X 8
- 11/14 Dent Pro Day
Certificates are in place for the following events:
- 10/24 Auto X 8 Marina
- 11/21 Auto X 9 Marina
Treasurer: the financial state of the club is about the same, minus $1200 in refunds for the canceled autocross and $1500 in miscellaneous expenses from the time trials. The total balance is down a bit from last year.
Secretary: ballots have been arriving so we have an election.
Calendar of Past Events:
Upcoming Event Status Report:
- Friday Night Social at Harry's Hofbrau: Friday 9/18/09: The Friday Night Social is no longer an "official" GGR event, but many members continue meet at Harry's in Redwood City the 3rd Friday of each month to enjoy the food and share each other's company. The last event was held on Friday, 9/18/09.
- Military Vehicle Foundation Tour: Saturday, 9/26/09: GGR member Kevin Laird arranged for a private tour of the Military Vehicle Foundation in Portola Valley. The tour took place on Saturday, September 26, 2009. The event was fully booked.
- Boxster Brunch: Saturday, 10/03/09: The Boxster Brunch was held Saturday October 3, 2009 Boxster at Alice's Restaurant, Hwy 35 & 84, Woodside. George Grialou organized.
- Porsche Corral at Laguna Seca ALMS Races 10/9/09 - 10/11/09: Sharon Neidel, our Zone 7 Rep.,
organized the Porsche Corral at the Laguna Seca ALMS races. Approximately 100 Porsches were on hand. Activities included a display of Porsche's 2010 GT3 Cup car, talks by PMNA, Michelin and Flying Lizards, and a paddock tour by SMG. GGR members on hand to help out included Karen Neidel, Larry and Linda Adams and Mark Powell.
Future Events for Discussion:
- Friday Night Social at Harry's Hofbrau: Friday 10/16/09 : The next Friday Night Social will be at Harry's in Redwood City on 10/16/09. Contact Shirley Neidel's at email@example.com for
- TRG "Wine and Wrenches" Tech Session: Saturday, 10/17/09: The GGR Tech Session/Wine Tasting/Catered Lunch at TRG was rescheduled to 10/17/09 to give more people the opportunity to participate. The cost will be $20 per adult, with children under 12 will free. We will be sharing the date with the Diablo Region. Twenty-four GGR members and twenty DR members have pre-registered.
- Year-End Banquet at Blackhawk Museum in Danville: Sunday 1/10/10: Nothing new to report. Per the Boards recommendation the date for our Year-End Banquet was changed to Sunday 1/10/10. The deposit check for $3000 and signed contract was mailed to Scott's Catering. (Scott's is now handling both catering and Blackhawk rental.) Cost will be $45 per person.
- GGR Family Picnic / People's Choice Concours: Saturday, July 24, 2010
Nothing new to report. Vasona's Gateway Pavilion and parking lot has been reserved for our 2010 picnic.
The primary membership levels dipped slightly in September but remain fairly flat over the last six months. New memberships remained strong and transfers in was a large positive number. Renewals and non-renewals were much closer than historical numbers, being the primary contributor to this months decline. Though a broken record (remember those?) as always, I encourage each of you to do what you can to recruit new members and engage and retain our very important existing members!
Motion to accept the new members was passed unanimously.
Autocross 7 was cancelled because there were only 20 registrants a week before versus the normal 60 or 70. Even with a reminder email, there were still only half the number needed.
The October 24 and November 21 autocross events will be held at the Marina Airport venue.
Next year we should be able to reserve all the dates at Alameda in advance, rather than the month-by-month that was required this year. Great America may also a possibility for events next year.
Time Trial / Drivers' Ed / Club Racing
Final turnout at Infineon was about 70, which means the club will take a loss of about $18,000 on the event. There will be a planning meeting on November 7 to look at what to do with the series next year.
Webmaster: 1200 unique visits a day. Web site crashes should be reduced now that the password system has been changed to keep malicious hackers out.
GGR 50th anniversary: potential plans were discussed. The celebration will be in 2010.
Zone Rep Report: the new PCA web site is up. Check it out. The February PCA National board meeting will be in San Jose. PCA will also be reviewing all the regions' bylaws.
The meeting was adjourned at 8:45 p.m.
|September Membership Report|
--by Jeff Kost, Membership Director
The primary membership levels dipped slightly in September but remain fairly flat over the last six months. New memberships remained strong and transfers in was a large positive number. Renewals and non-renewals were much closer than historical numbers, being the primary contributor to this months decline. Though a broken record (remember those?) as always, I
encourage each of you to do what you can to recruit new members and engage and retain our very important existing members!
Total Members: 2354
HQ Life: 1
GGR Life: 3
New Members: 18
Transfers Out: 0
Anthony & Julie Brittis
2002 Boxter S
Karric & Joseph Kwong
2006 Cayman S
Paul & Midori Miller
2007 Cayman S
2008 Cayman S
2005 Carrera 2S
Chris & Rena Schaut
2008 Cayman S
1999 911 C4
1991 Boxter S
None this month
Mary Panyan Pape
Half Moon Bay
2004 911 GT3
Fredric & Susan Miller
2004 Boxster S
Carey & Nancey Nakamura
1998 911 C2S
2004 Cayenne S
John & Amy Fossett
|The Power Chef|
The Importance of a Good Soak
--by John Celona, The Power Chef®
The importance of a good soak cannot be underestimated. After a hard workout, there's nothing like relaxing for a bit in the largest possible tub at the highest possible temperature. My spouse prefers a tub laced with a variety of bath salts and
bubble generating compounds. I prefer the jacuzzi at my health club with its industrial-strength jets. They don't have quite the effect of a full-on, deep tissue massage, but come out way ahead in terms of availability and cost. Standing in a hot shower--although quite good also--doesn't have quite the same effect because, well, because you're standing.
The heat is very relaxing and feels great. Just the thing to celebrate those occasions when you don't have an injury you're rehabilitating because, of course, injuries always take ice. The full formula, in case you're curious, is RICE: Rest, Ice, Compression & Elevation. The "I" and a little "R" will normally do you unless you really pulled something in a monumental exertion which hopefully also resulted in a victory of some sort.
As I've learned through a long history rehabbing more injuries than I like to remember, we can forget about applying heat to injuries. It only increases the inflammation. Remember the old school method of alternating heat and ice? The new prescription is to ice for at least twenty minutes (I usually stop there), then, if you like, take a break for 20 minutes or so and then reapply the ice.
The good news is that, even though it is very uncomfortable when you first apply ice to a new area, the discomfort goes away with subsequent applications. And the ice has a remarkable way of reducing the painfulness of an injury. When my shoulders get really sore from hard swimming, I ice them for 20 minutes at night and they feel much better the next day.
So I really enjoy the hot soaks as a relaxing change when I don't need to ice. Lots of other things benefit from a good soak, too.
Car parts frequently need
soaking, whether you're removing grease, dirt, or paint. (Note: not generally a good idea for you to soak in the same substances your car parts do). Gold artifacts you've hauled up from the ocean floor need a good soak in a weak vinegar (acetic acid) solution to remove to calcium-based critters residing on them (this also works great for cleaning abalone shells). People need a good soak with a suitable ethanol solution before responding to irritating emails. And let's not forget what this time of year is in direst need of all of a good soak: the Thanksgiving turkey.
That's right: the gobbler can benefit hugely from a good bath. Not in bath oil beads or Simple Green but, rather, in a suitably flavored brine. The salt content helps more liquid absorb into the bird to
keep it moist (along with, of course, not overcooking it!). And, if you're inclined to add some other flavors, the salt helps transport the flavorings into the meat through some
sort of process I probably learned about in chemistry but cannot presently recall the name of.
So, in the spirit of getting a great bird to your table in a few weeks, I present my two favorite brine recipes. The simple one works great for a traditionally flavored, bread-stuffing type turkey, while the second one creates a remarkably flavored bird that stands on its own---especially, if you smoke it on the barbecue.
Have a safe, happy, and delicous Thanksgiving.
The Power Chef
Mix it up and soak the turkey in it, flipping 2-3 times per day. Then roast her!
- 1 gallon water
- 3/4 cup salt
- 1/4 cup fresh
ground black pepper
- optional: chopped fresh herbs, such as sage or rosemary
Mix all the ingredients together in a pot or bowl big enough to hold them and your turkey. I use a 16-quart stock pot.
Rinse the turkey thoroughly in cool water, then plop him or her in the brine. Flip a few
times to coat thoroughly. It can sit for 24 hours in a cool location (like the garage) or up to a week in the fridge. Flip 2-3 times per day and bring to room temperature before stuffing and roasting.
When using fresh herbs, I usually pick one and do about one cup, chopped.
Cinnamon-Orange-Ginger Turkey Brine
The ingredients are the different, but the rest of the method is the same.
- 3/4 cup salt
- 3/4 cup brown sugar
- 1/4 cup cinnamon
- 1 cup fresh ginger, very thinly sliced
- 1 cup fresh orange rind, cut off with a vegetable
Usually, I'll smoke this turkey on the barbecue with hickory or mesquite smoking chips. My relatives go crazy over this and request it every year.
Here's a Smoked Cinnamon-Orange-Ginger Turkey right off the barbecue. Yum!
|Why the Web Site Had Some Downer Days|
--by Paul Larson, GGR webmaster
is the story of our website going down. In October of 2009, you would go to the Golden Gate Region website and all you would get is a line of code saying that there was a syntax error. The file was a (index.php) file and it had a copyright logo at the bottom of the ten-line file. The copyright logo has a letter c with a circle around it (much like the at sign). I would quickly replace the small ten-line file and the site was back up and working fine.
At first I thought that this was happening on the server side because I read about an update to the PHP code that was happening. I talked with the server administrators and they said everything is working as normal on their side.
I then started shutting things down. I
built a forum site so I closed the doors so no one could log in. I built a game site with some real small games and I deleted all of the games. I ended up deleting almost all the content from this site also.
The software the website uses is Drupal and is a free content management program. Because this is free, there are a few things that can case problems. I went thru the work of upgrading the site to the newest release before I left for a trip. I also copied the files I needed onto a flash drive. I then crossed my fingers.
I then made a five-day trip down to Los Angles to help get my Daughter started in College. I do not own a laptop and have no real need for one but I could of really used one on this trip.
I noticed the site was down one morning in the Lobby of the hotel on my Daughter's laptop. I tried repairing it but my Daughter's laptop runs on Vista and this did not work.
I then used my Daughter's college computer center but this did not work either do to the limited free time I had. I then used the Hotel's Lobby computer but this computer was only good for renting cars, dining out, and checking airplane reservations. I finally got some time and I went to the Carson City Library. I found out that library computers do not let you move files very easily. I finally went back to my Daughter's College computer center with the flash card and I got the site running.
When I got home I asked the GGR board to authorize me $400 to buy a new netbook computer. I then started checking the website when I woke up, and then every three hours until I went to sleep. I felt that the site was stable near the end of September but four days latter, it went down.
I did some reading on the Drupal website and I found that I was not alone. It looks like there are Russian hackers who work
their magic. You can go to their site and learn how to hack. What they do is run a script program until they can break into the site. They first put some code in to shut it down. Then they eventually enter code so it goes to a porn site.
The article talks about upgrading the site. Our site is upgraded to 5.12 and upgrading to 5.14 would not really help. They also recommend changing passwords. I did that on September 31, 2009 and the site has not gone down since then.
It is real funny when I tell my computer friends this because they tell me that I should have done this first. I recommend you make real long passwords. Thanks for reading and I hope to put this problem out to sea. I hope to do a few more things with the website but for now, I will just enjoy watching it pop up.
|Photos from GGR at Infineon Raceway |
Former competition director David Leong took a whole slew of photos from GGR's entirely dry (yes, the rain came later!) outing at Infineon Raceway. You can view them by clicking here.
|All About DentPro Day |
--by Joe Ramos, DentPro Day Organizer
DentPro Day, Saturday, November 14
It's that time of year for the opportunity to get that sheet metal back to its pristine condition, and at a discount, too. The DentPro Day that I coordinate annually will happen on Saturday, November 14.
For those of you unfamiliar with them, DentPro provides an excellent alternative to body repair shops for those minor (and some not so minor) dings and dents. Taken to a regular body shop, a door ding can be an expensive proposition requiring not only the body repair, but also a likely repaint of the damaged panel. We're talking hundreds of dollars here. With DentPro, through the artistry of getting behind the dent/ding, they massage it out.
DentPro's normal pricing is $89 for the first small dent in a panel, and $45 for any others. Their pricing goes up to $189 per 4" dent, so they can handle that
softball dent. At this year's event, we will receive a 20% discount. In most cases, no repaint is needed. In each
case, DentPro will examine your car, point out any blemishes that you may have missed (and I guarantee there will be some), and provide you an estimate before beginning work. You may opt out at that point.
To start the day, DentPro will provide bagels and smears, and coffee. They will also have drinks for us to soothe our throats as we bench-race and tell lies about our cars. At noon, a tasty lunch of burgers and dogs will be provided.
This year's DentPro Day will be on Saturday, November 14, beginning at 9 AM at the DentPro facility at 2205 Winchester Blvd, Campbell, CA 95008. For a map, click here.
We will schedule in 3-4 cars per hour. However, you are welcome to come early and leave late, just hang out to see all the cars passing through.
Please RSVP via email to Joe Ramos, giving an idea of how much work needs to be done on your car (number/size of dents and location), and a requested time. If the time requested is filled, I'll provide alternative times. BTW, any and all cars (Porsche and non-Porsche alike) are welcome, but priority will be given to PCA-GGR Club members.
Hope to see you
|Lizards Win at Laguna |
PORSCHE'S PERFECT DAY ENDS WITH 100TH AMERICAN LE MANS SERIES WIN AND NINTH GT2 CHAMPIONSHIP; LONG/BERGMEISTER LEAD LIZARDS TO HISTORIC LAGUNA VICTORY
MONTEREY, Calif. - October 10 --Joerg Bergmeister (Germany) and Patrick Long (USA)
capped a successful 2009 American Le Mans Series season by winning their sixth race of
the season, capturing the ALMS GT2 drivers, manufacturers, and team championships, as
well as helping Porsche to earn its 100th class win in the American Le Mans Series today in
the four-hour endurance event for the Monterey Sports Car Championships at Mazda Laguna
Bergmeister, who took over the driving chores from Long for the final
stint in his #45 Flying
Lizard Porsche 911 GT3 RSR, ran nose-to-tail with the #3 Corvette's Jan Magnussen for the
lead during the last 20 minutes of the race, holding off the more powerful Corvette despite a
vibration from a flat-spotted tire. Then, with three laps to go, the Corvette passed the
Porsche, but used the pit lane entrance to do it, and the IMSA officials made him tuck back in
behind Bergmeister. Then, with two laps to go, Magnussen got by Joerg again, and
Bergmeister picks up the story.
"He got by me, but he went too far into the corner and put himself out of position, and I was
able to retake the lead. This happened one more time during the lap, and I was in front going
into the last turn, when he pushed me twice.
We bumped a third time coming out of the
corner, and he went into the wall and crashed. While I feel badly that Jan crashed, and I was
glad to hear that he was okay, I felt we raced hard and fair, and that the entire Flying Lizard
team and my co-driver Patrick earned this win," said Bergmeister after the race.
It was the team's sixth GT2 class win of the season, including five wins in a row at
St. Petersburg, Long Beach, Salt Lake City, Lime Rock, and Mid-Ohio; and, for Bergmeister,
his fourth ALMS GT2 title (2005, 2006, 2008, and 2009). He won the 2005 championship in
a Porsche with Patrick, the 2006 title with Patrick (although they did not share the final points
as Long drove Sebring in the Penske Porsche RS Spyder), the 2008 title with Wolf Henzler
(Germany), and this year again with Patrick. For Long, this was a special year because of the
competition the team faced.
addition of Corvette and BMW to the GT2 mix, it was easy to put in what you
thought was a perfect lap, only to find out you were only fourth or fifth fastest. But Porsche
gave us a car which only came into the pits for fuel and tires - no mechanical problems all
year - and the Flying Lizard Motorsports team continually won races for us with their flawless
service, innovative strategy, and hard work preparing the car. As for Joerg and I, we
complement each other's strengths and weaknesses, and are able to put all our efforts
toward one goal - team victories," said Long.
"And to score Porsche's 100th ALMS win on top of that, it's a real honor," added
Bergemeister. "We join the long list of Porsche factory drivers - Bob Wollek, Lucas Luhr,
Sascha Maassen, Timo Bernhard, Romain Dumas, Dirk Mueller, Randy Pobst, Marc Lieb, Wolf
Henzler, Mike Rockenfeller, Ryan Briscoe, Emmanuel Collard - along with
independents, such as Cort Wagner, David Murry, Johannes van Overbeek, Bryce Miller,
Richard Westbrook, Helio Castroneves, Kevin Buckler, Johnny Mowlem, B.J. Zacharias, Brian
Cunningham, John O'Steen, Martin Snow, Melanie Snow, Patrick Huisman, Craig Stanton,
Kelly Collins, and Darryl Havens.
A complete list of Porsche's 100 victories in the American Le Mans Series can be obtained
from sending an e-mail request to firstname.lastname@example.org.
Wolf Henzler and Pierre Ehret (both Germany) finished third in the GT2 class in their #87
Farnbacher Loles Porsche 911 GT3 RSR, moving Wolf up to third place in the final point
standings, despite having five different co-drivers this season while his regular teammate,
Dirk Werner, was running a successful
Farnbacher Loles Porsche effort in the Rolex Grand-
Am series which results in a championship.
"The fight with the Panoz was a great battle, fun and fair. A prototype overtook me, but then
he had a bad exit and I hit him. I don't know if he was on cold tires, but I wasn't expecting
him to be so slow. I had to brake really hard, and Dominik in the Panoz had a great run, so he
was able to pass me. After that, I was trying really hard to pass him back. I tried two times
and we even went side by side through turns 1 through 4. We gave each other room and kept
it fair. Finally with two laps until the end, I was able to pass him in the same way he passed
me. He ran into traffic and he had a little bit of a bad exit, so I dove in. I had watched him
from behind for 15 minutes, so I knew where I could out-brake him. So when we went into
turn eleven, I knew I could make the pass so I said, 'Okay, now or never.' I made the
and it worked perfectly," said Henzler, who won the title last year with Bergmeister.
"Everyone worked very hard this weekend to provide me and Pierre with a good car for the
race. We earned our podium position today and our third in the Championship.
I've known Pierre for a few years now, but this is the first time I've driven with him. He's used
to driving Ferraris, but after a few laps in the Porsche, he got much more consistent and
confident. He kept the car safe and developed a good rhythm as his stint went on. He was a
big help to me today and we earned this podium together," Henzler added.
Other Porsches got involved in this celebration day, with the #44 Flying Lizard Porsche 911
GT3 RSR driven by Seth Neiman and Johannes van Overbeek (both USA) not only finishing
fifth, but winning the Michelin Green X Challenge for the second straight event, scoring
enough efficiency points to win the season title
for GT cars. The Michelin Green X Challenge
measures the best Green Achievement score from a formula which calculates performance
efficiency, greenhouse gas emissions, and petroleum displacement. For the second event in
a row, the #44 Porsche ran the ALMS event with E85 fuel (85 percent ethanol).
The #45 Lizard team Porsche was second, and the #87 Farnbacher Loles Porsche third in
the Michelin Green X Challenge final GT standings.
The #18 T-Mobile Porsche entered by VICI Racing, despite now entering the race until mid-
week and missing the entire first day of scheduled practices, finished seventh with richard
Westbrook (England) and Johannes Stuck (Austria) at the helm, while Team Falken Tire
Porsche, with Bryan Sellers and Dominic Cicero (both USA) sharing the driving, finished
eighth in only their third race.
In the LMP2 class, Klaus Graf (Germany) and car owner Greg Pickett made it four podiums
four events in their Team Cytosport Muscle Milk Porsche RS Spyder, finishing second in class
despite a couple of spins and a clutch problem.
"The Muscle Milk Porsche RS Spyder was fantastic today. Unfortunately we had a clutch issue
that caused me to go off track when I was warming up the tires during a caution period. After
that I had trouble getting it back into gear but let me tell you that nothing other than a
Porsche would have continued to make it in this race. It was magnificent. It's a great
testament to their engineering excellence and without that we would not have finished the
race. The crew talked me through the re-set procedure for the transmission, which was stuck
between gears, and I was on my way," said Pickett, a former multi-time Trans-Am champion.
Graf, also a former Trans-Am champion, had his adventures on the track as well.
"What a race! Fortunately we finished enough of laps to finish second and give us our fourth
podium in a row, that's a big achievement for the team coming into the ALMS LMP2 class at
the end of the season, so hats off to the whole team. Obviously it was a pretty eventful race. I
had a good start but I was stuck behind an LMP1 car for a couple of laps. I didn't really get
frustrated but I just wanted to get going. The Muscle Milk Porsche RS Spyder was good and I
wanted to go faster. So I dove underneath him going into Turn 9, which is a really fast turn.
And he just didn't see me I guess, because he hit me flat out when I was basically through
and passed him already. Luckily the Porsche RS Spyder is a really strong car and it only did
body work damage and some damage to the wheel so we were able to recover from
put in some strong laps afterwards. We have a really strong team and I'm really looking
forward to next year," Graf added.
In the American Le Mans Series Challenge class, for the Porsche 911 GT3 Cup cars running
in the Patron GT3 Cup Challenge by Yokohama series, Melanie and Martin Snow (USA), both
still in contention to win individual awards in the Patron series, captured the season
championship in their Snow Racing Porsche 911 GT3 Cup car despite not scoring any points
at Laguna Seca due to a contaminated fuel issue.
They clinched the championship when the Wesley Hoagland/Bob Faieta Gruppe Orange
Porsche did not finish first - a position they needed to overtake the Snows. Faieta took the
checkered flag in third position, but later, the car was disqualified for having excess fuel
capacity. The Shane Lewis/Mitch Pagery Velox Motorsport Porsche crossed the line in first
place, but they too
were disqualified (for not meeting the minimum weight) in post-race tech
inspection. So, the winners of the ALMS Challenge class were Guy Cosmo and John Baker,
in their Orbit Racing Porsche, having been on the pole in all three events they have entered,
but scoring their first win.
"Today's fuel problems were unfortunate, but we had a great season, and we're glad it ended
with a championship," said Ms. Snow, mother of four and a driving instructor at Utah's miller
Motorsports Park. Along with Dutch champion Patrick Huisman, Martin and Melanie won the
GTS class in a Porsche in 1999 to score a win in the first ALMS race at Sebring.
"As the season went on, I got more and more comfortable in our Porsche for these long
races, and I had lots of fun," she added.
|SVR Autocross November 21|
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