Porsche's Pictures from the Nürburgring 24 hour race

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In front of 210,000 spectators, Germany’s greatest automobile race got underway on Sunday at 17.00 hours under dry conditions. Right from the outset, the Porsche customer teams were up with the play, matching the pace of the front-runners. In the late evening when the rain set in, the 911 GT3 RSR of Bernhard/Dumas/Lieb/Luhr and the 911 GT3 R of Bergmeister/Holzer/Lietz/Tandy were already running one behind the other in positions two and three. At 22.44 hours the race was halted for around nine and a half hours due to heavy rain and at times minimal visibility caused by fog. “The race director made totally the right decision, because the grip and visibility were more than borderline at this stage,” says Marc Lieb.

Porsche's 1st Video from the 2013 Nürburgring 24 hour race

At 8:20 hours with the rain easing, the race was restarted. “Unfortunately at this stage we had not a lot of luck with the tyre choice. The track dried up quicker than we had expected,” explains Timo Bernhard after his first stint. Ultimately, the successful quartet in the 911 GT3 RSR of Manthey Racing brought home seventh place and was also the best-placed car in the SP7 class. “With a little more luck we could have finished further up the field, but victory for us in such weather conditions was not possible this year,” says Romain Dumas.

Porsche's 2nd Video from the 2013 Nürburgring 24 hour race

Luck was also not on the side of the works driver quartet Bergmeister/Holzer/Lietz/Tandy. Three hours after the restart, the 911 GT3 R had to make an unscheduled pit stop for minor transmission repairs. “The mechanics did a sensationally quick job,” comments Nick Tandy. “But it put us more than two laps down. It’s a real shame because prior to the race being red-flagged we were fighting for a podium spot.”

“The 911 GT3 R of our customer teams have shown a very good performance overall. The vehicle of Manthey Racing unfortunately had a small problem with the gearbox and lost almost three laps because of this,” analyses Porsche Head of Motorsport Hartmut Kristen. “With the 911 GT3 RSR in the SP7 class, the set-up did not work particularly well in the changeable weather conditions.”

Other Porsche Blog Posts You Will Enjoy
27 New Pictures and Updated Technical Specs on the Porsche 918 Spyder
Celebrating the Recent Chapters of Brumos Racing History
Porsche’s Results and Video from the GRAND-AM at Road Atlanta

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Now, hot on the heals of that video and reviews by other automotive journalists, Porsche published the following updated specs and the pictures above. There's lots of information to absorb, so enjoy the pictures before digging into the details. Remember, simply click on any image to see a larger version and then click on it again to return to the gallery slide show.

The 918 Spyder embodies the essence of the Porsche idea

It combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.

The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fiber reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.

Hybrid drive brings advantages in terms of driving dynamics

A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost" strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.

The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with low fuel consumption. To sum it up: maximum driving fun with minimal fuel consumption.

Carbon monocoque guarantees lightweight design with a low center of gravity

The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fiber reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 3,715 lbs. (3,616 lbs. with “Weissach" package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept.

The drivetrain components and all components weighing over 110 lbs. are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 percent on the rear axle and 43 percent on the front axle, combined with an extremely low center of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the center of gravity; it also provides the best temperature conditions for optimum battery power capacity.

Chassis with race car genes and rear-axle steering

The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes

Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race" mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect" at the front axle.

In “Sport" mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E" mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race" and “Sport" mode, they are opened for maximum cooling air intake. In “E-Power" and “Hybrid" modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 81 mph or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors

The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch" on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

• Quiet and elegant: “E-Power"

  When the vehicle is started up, the “E-Power" mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover approximately 18 miles on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 62 mph in seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

• Efficient and comfortable: “Hybrid"

  In “Hybrid" mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

• Sporty and dynamic: “Sport Hybrid"

  In more dynamic situations, the 918 Spyder selects the “Sport Hybrid" mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimized for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

• For fast laps: “Race Hybrid"

  “Race Hybrid" is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

• For pole position: “Hot Lap"

  The “Hot Lap" button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid" mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Main propulsion: the race car’s eight cylinder engine

The main source of propulsion is the 4.6-liter, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fiber reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimizations achieve a power output per liter of approx. 133 hp/l – the highest power output per liter of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes

It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channeling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 68 and 104 degrees Fahrenheit. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module

The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low center of gravity: Doppelkupplung

A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimized for high performance. To ensure a low mounting position for a low center of gravity of the entire vehicle, the gear unit was turned “upside down" by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting" with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor

On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

Lithium-ion battery with plug-in charging system

The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfill the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-pillar on the front passenger side lets users connect the storage battery to an electrical supply at home to charge it. The charge port is standardized for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the household electric supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged with a conventional wall plug in seven hours from a ten ampere rated, fused power socket a US 110 Volt household electrical supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organization of the cockpit

The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted center console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package

For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach" package. These modified super sports cars can be recognized at first glance by special colors and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminum. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 77 lbs. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade

The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

Technical Specifications – Porsche 918 Spyder

Body: Two-seat Spyder; carbon fiber reinforced plastics (CFRP) monocoque interlocked with CFRP unitcarrier; two-piece Targa roof; fixed roll-over protection system.

Drivetrain: Parallel full hybrid; 4.6-liter V8 mid-engine with dry-sump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; auto start/stop function; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management.

Engine power:

• 608 hp at 8,600/min (V8 engine)

• 154 hp (hybrid module on rear axle)

• 127 hp (electric motor on front axle)

• 887 hp (combined)

Max. torque:

• 390 lb.-ft. at 6,600/min (V8 engine)

• 940 lb.-ft. (equivalent torque calculated on the crankshaft, complete system in 7th gear)

• 787 lb.-ft. (complete system, 3rd gear)

• > 590 lb.-ft. (800/min – 5,000/min)

Maximum Revs: 9,150 rpm

Power output per l: 133 hp/l (V8 engine)

Power transmission: Combustion engine with hybrid module and transmission bolted together to form a single drive unit; seven-speed Doppelkupplungsgetriebe (PDK); rear-wheel drive; front electric motor with gearbox for driving the front wheels (decoupled from 146 mph); five pre-selectable operating modes for optimum coordination of all drive units.

• Gear ratios PDK

• 1st gear 3.91

• 2nd gear 2.29

• 3rd gear 1.58

• 4th gear 1.19

• 5th gear 0.97

• 6th gear 0.83

• 7th gear 0.67

• R gear 3.55

• Final drive ratio 3.09

• Clutch diameter 8.7 in. / 6.5 in.

Chassis and Suspension: Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanicalpower steering; multilink rear axle with adaptive electro-mechanical system for individual rear wheelsteering; electronically controlled twin-tube gas-pressure dampers in the front and rear with Porsche Active Suspension Management (PASM).

Brake system: High-performance hybrid brake system with adaptive recuperation; internally ventilated and perforatedfront ceramic brake discs (PCCB), 16 in. in diameter and 1.4 in. thick; rear discs 15.4 in diameter and 1.3 in. thick.

Wheels and tires:

• 918 Spyder wheels

• (Weissach package: 918 Spyder magnesium wheels)

• front 9.5 J x 20 with 265/35 ZR 20

• rear 12.5 J x 21 with 325/30 ZR 21

Weights:

• Curb weight 3,715 lbs.

• 3,616 lbs. (Weissach package)

Dimensions:

• Length 182.8 in.

• Width 76.4 in.

• Height 45.9 in.

• Wheelbase 107.5 in.

• Track width
• front 65.5 in.
• rear 63.5 in.

• Luggage compartment capacity, VDA ~ 110 l

• Fuel tank capacity 18.5 gal

Energy supply: Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 220 kW maximum power and mains-compatible plug-in charger.

Performance:

• Top speed > 211 mph

• purely electric 93 mph

Acceleration:

• 0-62 mph 2.8 s

• 0-60 mph less than 2.8 s

• 0-62 mph (in electric mode) 7.0 s

• 0-124 mph (0-200 km/h) 7.9 s

• 0-186 mph (0-300 km/h) 23.0 s

Range: Purely electric approx. 18 mi.

Warranty: Vehicle (Battery) 4 years (7 years)

Charging times:

AC charging on a household socket (110 V, 10 A): less than 7 hours

AC charging on an industrial socket (240 V, 30 A): less than 2 hours
DC charging on an industrial socket (400 V, 32 A): less than 0.5 hours.

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Pricing for the Porsche 918 Spyder Remains Unchanged
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Behind the Scenes with the Porsche 918 Spyder at the Nürburgring
Porsche 918 Gets Historic Martini Racing Livery as Option

The police are saying that Gates entered the "S" curves too fast, lost control of his Porsche, scraped a telephone pole on his way off-road and then hit a tree head-on. The reports we read say he sustained serious head injuries (the Porsche was equipped with a lap-belt only, which he was wearing) and is in serious but stable condition. Unfortunately, his Porsche didn't fair so well. As you can see in the picture above, rescue crews needed to cut Gates out and removed the 911's entire top in the process. Hopefully, he recovers quickly and fully.

Be Careful Out There!

We know a number of you have classic Porsches and have similar lap belt set-ups. As much as we don't like to play with originality, if you're only driving with a lap belt, please consider updating to include a shoulder harness.

Update: 5-20-2013 There's a thread over at PelicanParts discussing the accident. Apparently, George was hurt worse than the article we read mentions. Please keep him and his family in your thoughts.

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[Picture via NH State Police, Story Source via CBS Boston]

The milestone vehicle is a new Panamera S E-Hybrid in “rhodium-silver metallic”. This vehicle, the world’s first plug-in hybrid of the luxury class, made its debut before a world audience at the Shanghai Auto Show at the end of April 2013.

1500 Ways to Personalize Your Panamera

The Panamera S E-Hybrid combines efficiency, sportiness and comfort with a very personal note: the number of possible combinations of factory installed exterior and interior color combinations and decors is over 1,500.

With 416 hp (306 kW) of system power, the car’s NEDC fuel consumption is just 3.1 litres of fuel per 100 km, which equates to 71 g/km CO2 emissions. The car is also a Porsche Gran Turismo through and through: it accelerates from 0 to 100 km/h in just 5.5 seconds, and its top speed is 270 km/h.

“In over 120 countries, Panamera customers drive a Porsche that is ‘Made in Leipzig’ and sport this quality seal around the globe. The team and I are very proud of this,” says Siegfried Bülow, Chairman of the Board of Porsche Leipzig GmbH.

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This piece of art, not nailed to the wall of a gallery, can truly be experienced.  The wind in your hair during an afternoon drive, the sound of the air-cooled engine, the feeling of sweeping up a mountainside, and the connectivity you feel with everything is what you receive from a car like this.  The magic of a car like this is not in where it takes you physically, but where it takes you mentally.  We thin a form of four-wheeled escapism, like this curvy, open-topped beauty is worth every cent of its $37,995 price tag.

It began life as your standard 550 replica, a fiberglass shell over tubular frame from Carrera Coachwerks in El Cajon, California.  Upon delivery of the empty shell, Seduction set about creating their version of the perfect Spyder.  Thinking outside of the standard Beetle-sourced suspension box, Seduction worked with Mendeola of San Diego, California to create a new design adjustable tubular A-arm coil-over suspension setup.  When combined with sporty Falken tires on a staggered 5X15 front and 5.5X15 rear set of polished Porsche 4X130 steel wheels, the car is said to perform quite well, perhaps even living up to the expectations set forward by the original Spyder of the 1950s.

As you can sure imagine, an authentic Porsche 4-cam engine, like that which would have come in a 550 Spyder when new, is quite an expensive piece to be powering a replica.  As such, Seduction chose to use a more traditional Volkswagen typ-1 engine, hotted up a bit to keep performance balanced with reliability.  Originally desiring a 1915cc engine, they settled on a 1776cc power-plant instead, due to its thicker cylinder walls and their propensity to dissipate heat more efficiently.  In the Arizona desert heat, these considerations are doubly important.  The 4-speed Volkswagen manual gearbox has been upgraded to operate with a Phoenix cable style shifter, and utilizes hydraulic clutch actuation.  The drive-train was assembled from all new components in conjunction with V.W. Performance, and Don’s Bus Box.  Both the trans-axle and the engine are sure to last well into the foreseeable future, and will keep this 550 churning out consistent lap times or providing commuting fun for a good long time.

Stopping Power

Working with the brand new Wilwood braking components three pedal adjustable cluster, Seduction created a four wheel disc brake system, using twin brake master cylinders providing pressure to rebuilt ATE early 911 calipers, clamping 914-sourced solid front rotors and cross-drilled rear rotors.  Keeping fluids in check, all flexible lines are custom crafted of -3AN stainless steel braided hose and coated in a black protective coating for equal parts safety and style.  This braking setup allows the driver to keep the lightweight beast under control and in check.

While all of the specifications of the car are certainly impressive, it is the exterior appearance of the vehicle which makes it art.  Daniel Verwers, the project’s designer, selected a grey from Porsche’s contemporary palette.  This grey was most recently used as an option for the 997.2 GT3 RS 3.8, and in that application, paired quite well with red.  In this case, however, the same grey is working with black accents to create a modern spin on a vintage hot rod look.  With all chrome or polished accents, save for the wheels, having been anodized or powder coated in black, the car now cuts a dark figure against the landscape.

The modern/vintage theme is carried over to the interior, where a wood rim Nardi steering wheel sits front and center over a trio of useful gauges.  Minimal switchgear dots the left side of the body color dashboard, keeping the interior feeling minimalistic and useable, while still aesthetically pleasing.  The sport bucket seating is colored a deep Merlot, and color matches the door pull straps and door panel covers.  Two-point racing lap belts keep the vehicle’s occupants secured in the deep bolsters of the seats.  A lightweight charcoal carpeting was chosen for its Spartan appearance, along with its weatherproof capabilities.  Capping everything off, however, are the gorgeous custom billet aluminum foot boards.

Every detail of this machine was crafted to perfection.  From the use of minimum grade-8 hardware and out-of-sight wiring, to the HID headlamps, and Seduction Motorsports logo in the fuel filler cap, the car is 100% unique.  For the discerning enthusiast, this “kit” car is so much better than your average cobbled-together Cobra, and provides all of the fun of an authentic Spyder without the multi-million dollar price tag.  Seemingly, this is the perfect car for a dry climate resident Porsche nut.  Seduction is offering the car seen here for $37,995, and stands behind the engine and trans-axle quality with a surprising 1 year / 12,000 mile warranty.  For even more information and pictures, visit seductionmotorsports.com. FLATSIXES.com has no affiliation with Seduction Motorsports. We just really liked their work!

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A Few Things To Point Out

Chris makes some good points, interesting comments - none really undeserved (GT3 RS 4.0 with Mr. Röhrl, 918 units, amount of laps, etc.)

However, while we're afraid the "take the electronics out of it" argument is only getting started, we find the hypocrisy of comparing it to the other upcoming "super-hybrid" cars on one hand, while saying how good it could be if it wasn't a hybrid on the other, um, interesting. Especially since the others haven't been available for rides or drives as far as we know.

In a way you can say the Ferrari has already been done by Porsche - the 918 RSR.

We don't think it's unfair to ask what would it be without the batteries/electronics, but we also think it's missing the point of the car. It's the same "why don't they put a 4.0 RS engine in a Cayman and it'll be faster than a 911" argument.

The 959 nor the Carrera GT were the absolute fastest of their time, but they have stood the test of time because of their overall package. We're not defending the 918 as it sits now (no one has asked us to drive it, yet), but we think some of Chris' and others commentary is a bit short sighted.

We wonder if this video could help or hurt sales? Ultimately, it's to be determined. This is one video from one journalist on a developmental drive. Buyers at this level are most likely taking a wait and see attitude to the finished car.

Other Porsche Blog Posts You Will Enjoy!
Despite Rumors to the Contrary, Pricing for the Porsche 918 Spyder Remains Unchanged
Porsche 918 Gets Historic Martini Racing Livery as Option
Behind the Scenes with the Porsche 918 Spyder at the Nürburgring
Walter Röhrl Compares the Porsche 918 Spyder to the Carrera GT [Video]

The famous 59.

Breaking away from the train of competition.

Insightful play-by-play post-race interview by Leh and Andrew.

As Brumos hangs up their collective helmets for the 2013 season, following the Road Atlanta round of the Grand American Road Racing Rolex Sports Car Series, I would like to take some time to look back fondly on the most recent chapter in their long and storied past, their Grand Touring efforts from January, 2011 to March, 2013.  A few years spent in Grand Am's premier Daytona Prototype category had been fruitful, but it was the return to production based sports cars that really caught my attention.  The hard-hitting trio of Andrew Davis, Lehman Keen, and a Porsche GT3 Cup is a combination that should never have been underestimated.

The team celebrates a championship victory, Mid Ohio 2011.

Launching from their starting stalls like racehorses, the Brumos team attacked 2011 with fervor and vigor.  A  promising top-5 finish at the Daytona 24 led to a short early season slump.  A podium at Lime Rock, and a pair of victories at the 6 hours of the Glen and Laguna Seca respectively led to Brumos holding on to the championship victory by just a pair of points at the season ending Mid-Ohio event.

Exiting the infield kink.

Heading into NASCAR 1, running through the gears.

Another 5 podiums were earned by the team in the next 16 events, and the little Porsche just kept humming.  With recent developments leading to changes for the 2014 season, Brumos has decided that they will not continue to compete in the 2013 season.  Here's hoping that the best of times for Brumos lie ahead in a comeback for the United Sportscar Racing series!

Hitting the high-banks in 2012.

The team prepares the car for battle.

A rough and tumble new look for the GT3, post-Daytona 24 in 2011

Other Porsche Blog Posts You Will Enjoy
Racing’s Future: The Porsche Young Driver Academy
Porsche’s Results and Video from the GRAND-AM at Road Atlanta
FLATSIXES.com’s Great Driver Series: Andrew Davis and Leh Keen
Take a Lap at The Circuit of the Americas from the Perspective of Leh Keen

Motor Trend Classic

Octane

Mercedes Enthusiast

Total 911

Last week Rich launched a new project on the crowd funding website Kickstarter, a photo book that covers 50 Porsche 911s, from the very first 1964 Type 901 to the latest 2013 911 GT3. The working title is "Porsche's 911: A 50th Anniversary Album". To fund the anticipated costs of renting a fully-equipped automotive photo studio over three weekends in June and July, Rich has established a page on Kickstarter. Here Porsche and 911 enthusiasts can back the project by pledging anywhere from $5 to $1000. In exchange, small backers will have their names listed in the front-of-book acknowledgements, while those who donate $25 and up can choose from receiving one of the first copies of the book, all the way to participating in a professional photo shoot that will result in your Porsche featured as part of the subject matter.

FLATSIXES.com Spoke With Rich About the Project

"The opportunities to place features in magazines is increasingly difficult over the past several years so I've turned to self-publishing niche books using Amazon's CreateSpace self-publishing platform. Thus far I've published four books. Three cover the Amelia Island and La Jolla Concours d'Elegances as well as a book on the Fabulous Fords Forever! show last month. The fourth book is on the one-off 1967 Jaguar Bertone Pirana Coupe. All are available on amazon.com and the Jaguar book has sold over 300 copies worldwide," said Truesdell.

"With this being the 50th anniversary of the launch of the Type 901 at the 1963 Frankfurt Motor Show and with there being so many 911s here in Southern California, I wanted to see if I could pull together a project to photograph a representative example of each year of 911 production, from 1964 to 2013. With the guidance of several well-known members of the Southern California 911 community I launched the project last week on Kickstarter.com in the hope of raising $7,500 to cover the anticipated costs of renting an automotive photo studio."

"Personally, I prefer shooting in a studio environment where each car can be cleanly photographed in exactly the same way (profile, front- and rear-three-quarter views, a shot of the engine compartment as well as the interior) showing the evolution, page-to-page, of the iconic 911 over the past 50 years. But some Porsche enthusiasts, like Freeman Thomas (who started his career at Porsche AG in 1983 and is currently Director, Strategic Design at Ford) have suggested a different approach, shooting the cars in a hanger instead. Through Freeman, I've shot Don Murray's 901, chassis #18 for an upcoming feature in Total 911, in Don's facility, taking advantage of the natural light and he believes that this would be a better way to go. I'm considering this option but either way, the logistics will be challenging."

The goal of this project, using the self-publishing, print-on-demand business model, will be to complete the photography by August 1, 2013 and publish the book the first week in September so it will be available on all the Amazon websites worldwide on September 12, 2013, to mark the 50th anniversary of its introduction in Frankfurt 50 years ago.

If you live in Southern California and would like to see your 911 in the book, please E-mail Rich with the year and model of your 911 along with a half-dozen exterior, engine, and interior photos. At this point Truesdell still has a number of decisions to make including if he will shoot in a studio or follow Freeman's suggestion, use only stock-appearing 911s or a mix of stock, modified, and racing 911s. A lot will do with the number of cars he has to choose from as well as the feedback he gets from the Kickstarter and 911 community. As this is very much a grass roots project and Rich welcomes suggestions from everyone.

Kickstarter is turning out to be an interesting place to watch as this isn't the only Porsche related project we've seen. You may remember the "Blackprint" project we showcased in our Porsche Gift Ideas for Mother's Day and a few others have popped up here and there. We'll keep our eyes out and let you know if we see anything else worth mentioning.

Besides being an accomplished photograhper and journalist, Rich is the co-founder and editorial director of AutomotiveTraveler.com where he writes about a wide range of automotive and travel topics.

Other Porsche Blog Posts You Will Enjoy
How to Win A Professional Photo Shoot of Your Porsche
The Essential Buyer’s Guide: Porsche 930 Turbo & 911 (930) Turbo
The Lost Spyder Book Review
Porsche Books We’ve Reviewed
A Night at the Museum With Karl Ludvigsen: Interview and Pictures

[All Images Courtesy of Rich Truesdell]

1. Martini Beach Towel

Last year we received a MARTINI RACING beach towel and pretty much haven't stopped using it since. This year, Driver's Selection update the collection with the towel you see above. It's similar in size (this towel is huge at 6' 5" x 3' 2") and material (super soft, 100% cotton that's lasted through over 50 washes at this point). At $85 bucks it's pricey for a towel, but based on how long our first one has lasted, the cost per use is next to nothing. Not to mention it makes one of the best looking picnic blankets at the track!

2. Martini Belt

It's embossed with the Porsche logo and woven in the Martini colors. John wears his almost daily in the summer and it works with everything from jeans to khakis. Yours for $70.00 bucks.

3. Martini Board Shorts

I like this year's addition much better than last year. The branding is much more subtle (last year's had the PORSCHE name in white running down the full width of the leg). Last year if John wore his board shorts with anything else Porsche based it was a bit too much. This year, the red shorts are accented with the Martini blue around the pocket and the branding runs vertical down the left leg seam. They can be had for $125 bucks, but remember to check sizing as they are a "European Fit". In other words, you need a bigger size than you think.

4. Martini Flip Flops

Perhaps the ultimate "fan boy" accessory, these Martini flip flops have the Porsche logo embossed on the sole and the Martini colors where you slide your feet in. These are the original style directly from flip*flop® and fit accordingly. You can purchase them for $65 on the Driver's Selection site. Like the Board Shorts, be sure use the sizing chart to make sure your order correctly.

5. Go-Kart Porsche Pedal Car

My nephew turns 4 this fall and I keep telling myself he's too young for this Go-Kart. However, I can feel the pull, I mean he's really big for his size and he's already zipping around the neighborhood on his balance bikes and scooters. He "needs" this, right? At $900 it's not cheap, but I remember my brother's Big Green Machine and this looks like it might be faster. More importantly, it's designed for kids ages 5 to 8 and can hold up to 110 lbs. I think I can justify it if I know he's going to play with it for 2 or 3 years. There only available at your local dealer so I'm waiting for mine to let me know when it's in (it should be any day now). If it's as good as I think it is, I'm going to have a lot of explaining to do when I show up with this at my sister's house.

A Word of Caution

I love the entire MARTINI RACING collection and would buy each piece if I could afford it. However, be mindful of how much you have on at any one time. I had to stop John the other day when he tried to leave the house wearing jeans with a Martini branded belt, flip flops, sunglasses, polo shirt and hat. I don't think he saw anything wrong with the outfit, but I'm fairly certain someone would have beaten my absent minded fan boy if I hadn't intervened.

Other Porsche Blog Posts You Will Enjoy
Reviewing the Retro Style of Porsche’s Colors of 1968 Collection
Take a Ride in This Six Passenger Porsche to the Top of a Snow Covered Mountain
A Porsche Designed to Compete with Hummer
History of the Porsche Design Group

*While Driver's Selection is a sponsor of this site, we do own and use all of the items we mentioned above (plus many more) except for the Go-Kart (which we plan on purchasing soon) and believe it is good quality product worthy of our endorsement.

Larry's Story

Waiting over four months for the details to be finalized for the second part of the TV show “King of the Curve” was almost unbearable. However, on April 6th, I started to receive a flurry of e-mails asking for a bio. Then, a member of the PCNA marketing team called and arranged for me to fly down to Los Angeles on Sunday, April 14 to be ready for the shooting of the show the next day. I was told beforehand how the event was going to run. The Speed TV production crew (Robert Dalrymple Productions) had organized three teams to compete in three exercises. Each team would be comprised of a pro driver as the lead, a celebrity driver, and one Porsche Club of America (PCA) finalist from the preliminary competition held last December in Las Vegas.

The first team was led by Porsche factory driver Patrick Long and included actor Brian Austin Green, and Mike Pederson, the PCA finalist. The second team was Indycar driver Graham Rahal, Olympic gold medalist Dara Torres, and PCA finalist, Carl Vanderschuit. My team was led by NASCAR‘s Brian Vickers and included actor Bill Fichtner, followed up humbly by myself.

Larry Sharp and William Fichtner check out their ride for the competition.

To arrive at the Autoclub Speedway in Fontana on Monday, and walk into this group of drivers was very intimidating at first. First off, I was surrounded by not only these drivers, but a very large production staff for the TV show. The pro drivers were all people I had watched on television for many years and the celebrity drivers had all won outright the Long Beach Grand Prix Toyota celebrity race. Mike, Carl, and I were all dumbfounded at first trying to fit in.

Larry Sharp and Brian Vickers talk strategy in the pit lane.

I first met up with Brian Vickers as we were both checking out the 2014 Cayman S team car with our names on the door. At first Brian had his pro driver “shield” up and seemed a little bit distant. But then we talked about the car a few minutes and he seemed to relax. He had never driven a Porsche of any kind before, and was really looking forward to seeing what all the fuss was about. Soon, Bill Fichtner joined us and the three of us seemed to have good chemistry.

We were all gathered into the track media center and greeted by Bobby Akin of SpeedTV, the producer and son of Bob Akin (the famous Porsche racer from the 962 era). We were all shown a short lead-in of video from the December 2012 Las Vegas PCNA/PCA event that earned Mike, Carl, and myself a spot in the show. It was very unreal seeing myself on the video. The director gave all the drivers the schedule for the exercises we were going to do. At the end of the briefing, we all went out and did some shots for the introduction of the show. With the Hollywood stuff out of the way, we could go out and practice.

Larry's Team Was First to Practice the Pit Stop Challenge

In this test, one driver would start at the pit entrance of the speedway, accelerate down the pit lane as fast as the Cayman could go, and then brake into a “pit box” marked by cones. The first driver would then put the Porsche in park, and exit the vehicle. The next driver then gets in and accelerates to the end of the pit lane. Timing was kept from when the car entered pit lane until it exited pit lane. The second driver would then proceed, un-timed, around to the pit entrance, and the second and third driver would repeat the same routine as the first and second drivers. While our team practiced this exercise, the other two teams practiced the two other exercises [Slalom and Autocross].

Quick change artist Brian Vickers performs under the watchful eye of the TV camera.

As a constant reminder we were going to be on a TV show, the cameras were all around us as we were talking strategy and practicing. The only strategy we could think of for this exercise was to have Brian, our pro-driver, drive in the longer middle leg. We practiced this exercise a few times (it was especially fun because all three of us were allowed go counter-course down the front straight of the speedway at full-speed to return to the start).

Next Up, the Slalom Challenge Practice

After about a half hour, all three teams shifted to another exercise to continue practice in another area. We moved into the Slalom Challenge area. The slalom course was made up of ten tall pylons spaced over 90 feet apart. At the end was a turn around “barrel.” The object of this exercise is, from a standing start, accelerate and drive to the right of the first cone, then alternate which side you drive past each cone, just like Giant Slalom snow skiing. At the end of the cones, you went around the “barrel” clockwise to turn around, then weave through the same cones back to the start. Of course, you want to do this as fast as possible, without hitting any of the cones. For me, this was something I was used to doing, since this is standard fare on an autocross course. But Brian and Bill had never really done it before. Brian went out first and took Bill with him as a passenger, then Bill drove with Brian instructing. By this time, Brian had really opened up and relaxed around the two of us, and the team was beginning to gel. I went out with Brian and he was a great help in teaching me a few things. All three of us seemed to be able to do the slalom very quick and smoothly. Bill took his second run, and knocked over the fifth cone in the slalom… but on his way back at full speed, he picked it back up! No wiggle, no drama, and he didn’t even know he did it. I think the cameras got it on tape… pretty cool.

Things were going well for us, but since we were unable to watch the other teams, everything was a mystery to us how the other teams were doing. Our time was up for practicing the slalom and we moved over to the autocross course.

Practicing The Autocross Course

This course was more of a mini road course, set up in the infield of the oval track. Once again, Bill and I let Brian drive with us as passengers for him to give us pointers. Then we went out with Brian as a passenger with us driving. It was sure fun riding along with a NASCAR driver who not only loves to run right into those curbs, but encourages me to do it too. “It helps rotate the car,” he tells me.

As a side note, we were driving these new 2014 Caymans S cars very, very hard with no breaks or cool-down period. They had smoking brake pads and hot tires, but kept going without complaint.

Practice time ended much faster than you could imagine, and we headed off to get some food. By this time the team members and production crews (each team had its own camera crew) were all one big family. As we sat in the lunchroom, all the people were talking and sharing stories about this event and other things they all had done. It was a cool experience to sit with three pro drivers and three celebrities, all talking just like every day, normal people.

Now We're Ready for the Real Deal

All the camera crews and race teams were going to be at each exercise together. Each team would do the exercise and be timed, then be followed by the second team, and the third team would finish the exercise. First exercise for all of us was the Pit Stop Challenge. In the background I could overhear each team’s producer betting with each other on who was going to win. With three times as many cameras around compared to practice, it seemed no matter what, the bug eye of a camera was always right in my face. The biggest difference was now, each team was being timed, and there was a big, bright display of the time for all to see. No hiding any more how well each team thinks it is doing. First up was the Long team. They seemed to have only a few issues with not getting the car into gear as they tried to leave the pit stop box, but their combined time was 57.xx seconds. Next up was team Rahal. They seemed very smooth, had no drama, and had a time of 52.xx seconds, which seemed very good.

Larry and Brian Vickers make a driver change

It was our turn. I was to drive first into the pit box with Brian taking over, and Bill doing the finish leg. Doing a “poor man’s launch control,” the PDK-equipped Cayman S accelerates like a scalded reptile down the pit lane. I do an almost full-on ABS stop into the middle of the pit box, undoing my seat belt with one hand as I come to a stop. I slam the gear lever into park, open the door, hop out, and step around Brian in a great dance move. Brian slides into the driver’s seat as I reach around him to grab the seat belt and pull it out for him to grab it from me. He takes the seat belt and… it locks in place… arghhhhhh! Quickly, Brian lets it go back a little bit and then he can buckle up… he closes the door, puts it in gear, and races to the end of the pit lane. Our split time comes up onto the large display and it reads 26.8xx seconds. Hmmmm, even with our seat belt issue, we were still in the hunt. So Brian lines up at the entrance to pit lane and starts his half with Bill. Brian is a real pro, does everything just right, and hops out doing the same dance he and I had just done. Bill grabs onto the seat belt as Brian hands it to him and… arghhhhhh! Same thing - it locks in place. Bill does the little movement it takes to release it, and off he goes to the end of pit lane with a total time of 52.6xxx seconds. Whew, that was close, but at least we were in close proximity to the first place team.

The whole big circus crew now packs up all the timing and camera gear, and moves to the far side of the track for the Slalom Challenge.

The team who gets to lead the way this time is team Rahal. Graham wanted to put some pressure on the rest of us, and decided to be the first driver in his team to run, followed by Dara Torres, then Carl Vanderschuit. Graham went out and seemed to never lift on the gas or get out of shape, and was smooth and controlled. He raced back towards us past the finish and had a time of 25.6xx seconds. Since Rahal was the first driver timed, we didn’t know how good or bad his time was… but it looked fast. Dara hopped into the driver’s seat and had this very serious look that all Olympic athletes seem to have. You could tell she didn’t have quite the same speed that Graham had shown to us, but her run was smooth and drama free, with a time of 27.xx seconds. Next up was Carl, the PCA driver. Graham explained to us that Carl was quite the expert at slaloms and his team felt he was the fastest of the three on slalom. When Carl left the start he did show that he was more aggressive than even the pro driver Rahal. He carried just a touch more speed thru the cones and even touched the brakes at one point. At the turn around point, he was tidy and close to the pylon and was perfect until just about the second from the last cone, when he got a touch (ok, maybe more than a touch) sideways as he hit some loose gravel. The Cayman S helped him control this slide by reducing power just a touch as he was crossing the finish line. His time flashed up onto the display as 25.4xx seconds, beating Graham by just a little bit.

NASCAR Drivers are Just as Competitive as any Other Type of Driver Out There

Next up was my team, and I learned that NASCAR drivers are just as competitive as any other type of driver out there. Brian really wants to drive first to either take the pressure off the two of us, or to make a statement to the other pro drivers. So he settled into our Agate Grey Cayman S, and approached the starting line. When Brian took off it seemed fast, but somehow smoother than anyone else. He stayed tight to the cones but didn’t hit any, and the car on the way out, never put a wheel sideways or got into the gravel. He then did the turn around the pylon at the end, and headed back towards where we stood watching. You could tell he was moving faster than the other drivers, and held it wide open past the finish line. No drama at all and seemed smooth as butter. The display flashed his time of 24.9xx seconds, for the top time of the day. The whole group of us - camera crew and drivers - cheered him. Bill was up next and seemed to gain some confidence in seeing how well Brian had done. He went onto the slalom course and drove very smooth and clean up to the turn around. He went slightly wide at that turn, but was clean all the way past the finish line. His time turned out to be 26.8xx seconds, which put him slightly ahead of Dara.

As I headed towards the Cayman S for my turn, I was only slightly aware of the encouragements I was getting from the crowd, and tried to visualize what I wanted to do before I drove it. I got to the starting line and the director told me how he was going to signal me to start. I looked through the windshield far down the track as I waiting for my signal to start. I saw the director give me the thumbs up and the go ahead, and I put my left foot on the brake and right foot on the gas at the same time. Releasing the brake and putting the gas pedal to the stop, I did a nice smooth launch toward the first cone. The car seemed to be very stable and gave me the confidence not to lift as I weaved past the next two cones. Then for some reason I grew a few chicken feathers, and slightly eased out of the gas for the next two cones but at least I didn’t hit the brakes. Flooring it to my braking point for the turnaround, I stayed in close at the middle and exit. As I exited the turn, the car felt stable enough to floor it past the next three cones. Again, I slightly eased off the gas through the middle cones and floored it towards the finish line. I hit some slippery gravel areas before the last cone and could feel the Cayman S helping me do what I was asking it to do. For me, it seemed to not back off the gas, and the Cayman S let me carry speed past the finish line. Since I was in the car, I had no idea what time I had turned. I drove the car back to the parking area and could see Bill was approaching me clapping, letting me know that I didn’t do a bad job. I didn’t find out until later that my time was 25.3xx seconds.

Darra Torres, Graham Rahal, Larry Sharp, and Brian Vickers watch the action

The last group for the slalom was Patrick Long’s team. Patrick had been watching his fellow pro drivers very closely and I think he really wanted to be the top pro driver at this event. It seemed like he left the start area faster than anyone else. All the competitors were closely watching his every move through the cones. He had a little bit more dust stirring up off the ground than we had seen up to this point, and he was very smooth as he went around the turn around pylon. The nice sound of a Porsche flat six at full throttle could be heard echoing off the wall of the track, but then we all saw a slight wiggle near the end. We all watched Patrick do some great save moves with the steering wheel as he crossed over the finish line. All eyes in one human wave moved to see what his time was on the display. It flashed 25.6xx seconds, which meant that both Carl and I had times faster than two of the pros. We just happened to be next to each other and we were both smiling like raccoons eating their favorite food. Some of us did a quick tally of the scores in our heads and we all knew that the teams of Vickers and Graham were neck and neck with each other. The final track exercise would determine who would be the King of the Curve.

The Final Autocross Challenge Exercise Would be one Timed Lap for Each Driver

The first driver would leave from a standing start, complete one lap and come to a stop in a pit box. The second driver would then trade places and drive one lap, and the team’s third driver would take over and do a complete lap with a flying finish. The clock would start when the first driver went through the start lights and the time would stop when the third driver went through the finish lights. Just to make things really interesting, rain clouds were forming overhead and it was looking like it might not be dry for every team.

Our team was very happy to be first out in this last exercise. The driving order for our team was Bill Fichtner to drive first, with Brian Vickers second, and me being the anchor. Bill left in great shape on his run but unfortunately for those of us in the pits, we could not see past the first set of turns on the infield track. He soon appeared on our right, exiting the last hairpin turn and smoothly came to a stop in the pit box. Bill quickly exited the car and walked toward me. He realized almost at once he had forgotten to help Brian with the seat belt. He turned back and… argggggh! Again, the seat belt jammed on Brian. Eventually Brian got it buckled up, and off he went. With all the adrenalin pumping through me it was hard to estimate how long that error cost us, it seemed like five or six seconds elapsed but we wouldn’t know for sure. Brian was soon backing into the pit box for me to take over. Thankfully I was able to do a good pit stop and exited out onto the track. It was dark from all the rain clouds obscuring the sun and the Cayman S was still purring like a kitten with no ill effects from Brian’s fast lap. I knew the course pretty well by this time and charged into the first right/left combo of turns. As I exited the left-hander, I noticed I had more revs on the tachometer than ever before, and the car was sticking very well. Every turn was that way, with a little bit more speed everywhere than I had tried before. The 2014 Cayman S was helping me in a seamless fashion, and I got pretty brave on the most critical turn leading onto the longest straight. I had a little bit of opposite lock as I went right over the apex I wanted on this left hand turn. Without lifting, I squirmed the car out to the right edge of the track and looked down the long straight to my braking point for the next left/right turn combo. The next section of the track was just like a slightly large autocross course, many combo turns and some trail braking entrances. The last turn was a decreasing radius hairpin leading onto the final straight and the finish. I flashed across the finish line and knowing this was the end of my time with our new Cayman S, I took one more “cool down” lap and then pulled into the pits.

Spoiler Alert. If You Haven't Seen the Show Yet, Or Don't Want to Know Who Won, Don't Read On

For this last exercise, the producers did not tell us what our times were. A drama for TV thing, you know. So we all had to just hang around watching the other two teams drive and be held in suspense over the results. The good news is that the rain held off for everyone, which made for very close racing. Soon the host, Justin Bell, stood on top of a set of stairs and gave out the results. Well, that pit stop must have really cost us some time - we finished third in this event and second overall by around two seconds. Big congrats to the team of Rahal, Vanderschuit, and Torres, they drove a great event and really deserved to win. The winning team earned ten thousand dollars for their charity of choice, the Ronald McDonald house. We all soon retired back to the hotel to get out of the cold weather, and bench raced until we couldn’t keep our eyes open.

It was a great day and a once in a lifetime event I was so happy to be part of. I want to thank all that were involved with making this event: Paul Gregor and Alex Campbell from Porsche Cars North America, Kristin Vayda from Cramer-Krasselt, and Robert Dalrymple and Bob Akins of Speed TV. The TV show will be shown on Speed channel starting May 12. Follow up shows are on May 14th at 2:30pm ET and May 26th at 6:30pm ET

Special thanks go to Larry Sharp for the first person account and Brad Zucroff at the Cayman Register for passing along what we needed for this story.

Other Porsche Blog Posts You Will Enjoy
Improve Your Driving Skills With Porsche's Code of the Curve iPhone App
Why Porsche Should Consider a Flat-Four Engine for the Boxster and Cayman
Confessions of a Cayman Convert
Racing’s Future: The Porsche Young Driver Academy

[Photo Credits: Mo Satarzadeh]