 |
President's
Message
|
 --by Bill Dally, GGR
President
The Art of the
Slalom
A slalom - a series of cones that you zig-zag
through - leaving them on alternating sides of your car - is the
quintessential autocross element. We've been seeing a lot of slaloms
lately. At the narrow Alameda autocross site - and with the Alameda
speed limit - most courses are variations of wiggling through a
slalom down the runway, making a 180 degree turn and wiggling
through another slalom back up the course. The two-day zone
autocross at Marina in August contained three slaloms linked by some
other features.
The slalom is a great illustration of the
basics of autocross - and of driving in general - line, speed, and
rhythm.
At its simplest, the line through a slalom involves
turning around each cone as shown on the left below. If you leave
all the cones to one side - as shown on the right below - you will
get a "did-not-finish" or DNF for that run. Its surprising how often
this happens in practice - as a driver gets flustered by the speed
at which features appear. Some slaloms are "optional". This doesn't
mean that you have the option of skipping them - as on the right
below - but rather that the direction you pass the first cone is
optional. Other slaloms have pointer cones indicating the required
direction. More on optional slalom's later.
Once we are leaving
cones on alternate sides of the car, we can work on refining our
line to get through the slalom in the minimum amount of time. The
first step is to get as close to the cones as possible - without
actually hitting them - this is the fastest line. Because some
people get a little too close, the cones in a slalom tend to be
among the most popular cones at an autocross. If you want a good
workout, sign up for a worker position near a slalom. You will spend
a lot of time chasing down cones.
The second step is to get
your car cornering at the limit nearly all of the time. You want
your car at the limit of traction - throttle steering a clean arc
with the car pulling maximum Gs to the left (I see 1.4G with sticky
tires). Then half-way between two cones reversing the steering to
smoothly switch to maximum Gs to the right. You then hold this
steering input to throttle steer a smooth arc in the opposite
direction around the next cone. On this optimal line, your hands are
held steady most of the time - while making the clean arcs - and
then move frenetically to reverse the steering input between the
arcs. This reversal needs to be very smooth or the car will spin at
this point.
This ideal line is shown at the left below. On
the right below is an example of a common sub-optimal line where the
driver drives a straight line past the cone and only then starts to
turn to line up for the next cone. The arcs here are much tighter -
and hence slower - than for the optimal line. This line is a good
example of what happens when you don't look - and think - ahead. If
you look only at the current cone you will have a tendency to drive
a straight line past it - only after you pass that cone and look up
at the next cone will you start to turn toward it. If, on the other
hand, you look a few cones ahead you will start to naturally drive
the more optimal line. On the optimal line you are making your turn
well before the cone. If you ski race the technique is exactly the
same as for skiing a slalom fast.
Optional slalom's
introduce another element to finding the optimal line - do you go
right or left around the first cone. In a well-designed course, this
is a puzzle where the optimal direction is non obvious. One
direction usually favors the entry to the slalom while the other
favors the exit. Depending on the features before and after the
slalom, one way may work better than the other. If there is a long
straight after the slalom you should probably favor the exit. If the
entry to the slalom is slow, it may be better to favor the entrance.
In some cases, you can effectively skip the first or the last cone
of the slalom by choosing the optional direction. I usually try
non-obvious optional slaloms both ways to see which way gives a
better time.
Once you have the right line through a slalom -
as shown on the left above - you can start dialing up your speed.
Clearly, you want to drive through the slalom as fast as possible.
This is easy to say and hard to do. Smoothness and car control come
into play. You need to be very smooth in going from maximum Gs left
to maximum Gs right. You also need to be aggressive enough to get to
maximum Gs. This is where I loose time in slaloms. I'm just not
pushing it hard enough to get to the limit. A G-meter (available as
an application for your iPhone) can tell you how close you are
coming to the limit. A simpler way to tell if you are pushing it
hard enough is to look at how often you spin. If you aren't spinning
occasionally in a slalom (or taking out a cone to avoid spinning),
then you are either very good, or not pushing it hard enough.
Aggression pays here - faint heart never won fair lady.
Once
you master driving a slalom fast enough that you are at the limit of
traction, you need to modify your throttle steering to account for
slip. You will find yourself aiming at the cone and letting the car
drift to just barely miss it. If you start out aiming to barely miss
the cone, the drift will cause you to miss it by too large a margin
- and this is a slower line.
After line and speed, the final
element of driving is rhythm. There are differing opinions on
rhythm. Some very fast drivers take a slalom at constant speed -
using all available Gs for cornering. Others favor a lift (or even a
tiny amount of left-foot braking) to rotate the car as you pass a
cone followed by some smooth application of throttle midway between
the cones. I find that a small amount of modulation of the throttle
helps the process - feathering the throttle just a bit to tighten
the curve a as I pass the cone and then applying part throttle to
stabilize the car as I reverse steering.
While a slalom is
conceptually simple, mastering one is a challenging endeavor that
will place demands on your car control skills and driving technique.
With practice, you can find the ideal line, dial up your speed, and
develop a rhythm as you pass the pylons. When you get one just right
you feel like you are one with your car.
Serve on the board
As I
mentioned in my column last month, four PCA/GGR board positions will
become vacant at the end of this year: vice president, competition
director, social director, and membership director. The board is
currently looking for individuals to nominate for these positions.
Nominees will then be voted on by the membership. If you are
interested in getting more involved, here's your chance. Send an e-mail to
volunteer or for more information.
Bill |
  |
Letter from
the Editor
|
--by John Celona, Nugget
Editor
Welcome to the GGR
Historian
We would like to welcome Ralf Dossman as the
new GGR Historian.
As we mentioned in a past column, the
project at hand is to assemble a complete collection of The Nugget,
then explore whether it is cost-feasible to create an electronic
archive of past issues. If so, we may then be able to put the
archive online for people to browse through.
Ralf has already
begun down this road and has a collection of back issues of The
Nugget kindly volunteered by GGR member Walt Koerber.
If you
have a collection of back issues you would like to loan us (or, in
Walt's case, part with!), please click on my photo to send me an
email.
Past Nugget Editors: be forewarned. Ralf will be
contacting you in the near future to see what back issues you may
already have in electronic form to save the cost of scanning.
Hopefully, it's not too much trouble to browse through the hard disk
on that old computer in the basement.
Here's a little bit
about Ralf:
Ralf is originally from Germany, and
was born in the city of Porsche's: Stuttgart. He now lives in
Belmont with his wife and two children. Among other things he enjoys
his black 1973.5 911T, that needs to get out of the garage a little
more. His full time job is with a well-known bay area software
company.
Please join with me in welcoming Ralf and
thanking him for taking on this project. Any assistance will be
greatly appreciated.
As always, thanks for reading.
Cheerios,
John
|
  |
| Competition
Corner |
--by Dan
Thompson, Competition Director
News Flash
AX #7 has been
cancelled. We have somehow been double booked at Bay Meadows,
with another event and they offered us ~1/2 of their normal smallish
parking lot....so we have to have faith that our dynamic brother duo
of Carl and Matt will come up with a replacement event.
Our
last TT of the year will be on Sept. 20 and 21, so if you haven't
registered yet, time is a wastin'!
As our competitive season
winds down, our attention turns to rules proposals for the 2009
season.
Proposed Rule
Changes
Please see below the few proposals that have
been forwarded to me for this year.
1)
For autocross,
tire warming is prohibited. Any deliberate action that
gives a participant warmer tires at the start of a run than
a
competitor is not allowed. Actions that are
specifically prohibited
include: (a) having two drivers
run the same car in the same run
group, (b) using an
electrical, propane, or other heater to warm tires
between
runs, and (c) using blankets or other insulating devices to
retain heat in tires between runs. It is understood that
a
participant that receives a rerun may enter the course
with warmer
tires. However there is no way to avoid
this and it is not a
deliberate action. Two drivers
who wish to run one car in the same
run group for social
reasons may do so if they run in the "FUN" class
but may
not if they are running for points.
Rationale:
It is
our goal to provide a level playing field for all competitors.
Warm tires provide a significant advantage in grip - and hence
time -
and thus should be disallowed in the interest of
fairness.
2)
I suggest we require cars that qualify for
the Showroom Stock classes to run in those classes. Cars that are
modified run in the points classes now. This should result in
more competition in SS since some participants can choose to run in
either SS or AX classes as the rules are currently.
3)
I
would like the table of stock rim widths changed to reflect the
correct rear rim width for 1988 944 Turbo S and 1989 944 Turbo of 9
inches. You will recall I showed you the factory owners manual
for proof.
I think the points for limited slip differential
should be extended to include factory computer controlled rear wheel
slip as this is a much more sophisticated way of accomplishing the
same goal with better results. Currently, cars that have a
limited slip whether stock for the model or not pay points (25 I
think) for it but the better solution pays no
points.
4)
Proposal:
Replace the car classification
system (for TT only?) with the previous model/degree
of
modification based system (the "old system") subject to the
following updates:
· apply to the old system, all rule changes
relevant to classification that have been
made in the interim
since the adoption of the points-based system.
· create new
classes for any new car models that have been introduced since
the
adoption of the points-based system (Cayman?)
· revise all
other rules that make reference to a modification points threshold
so that
they continue to work with the old classification
system.
Rationale:
The purpose of this proposal is to get
this change on the agenda of the current DEC so that
it will
investigate and evaluate this proposal. Making the proposal is not
necessarily an
endorsement of the proposal, rather it reflects a
desire for an open discussion and
independent evaluation of the
two competing classification systems. Some veteran time
trial
participants have indicated that the points-based system is a
deterrent to participation.
If we are to continue having a TT
series, this possibility needs to be taken seriously and,
should
it be deemed true and serious enough, a change may be contemplated.
In order to
effect the change, a proposal has to be submitted so
here it is. I expect a detailed proposal
to follow shortly from
some of the club members
5)
The Showroom Stock autocross
classes are currently eligible for class points and a year-end
trophy, but are not eligible for the PAX trophy. We could
include them in PAX by assigning them the PAX index of the AX class
they would have been assigned to had they classified their car by
the points system
Showroom Stock ClassBasepointsPoints ClassMen's
PAXWomen's PAX
S.1: All 968400 to 525 AX 110.9380.9
S.2: 911
C2 (964: 1990-1994), C4 (964: 1989-1994) RS America (1993-1994)425
to 450AX130.9170.881
S.3: Boxster (986: 1997-2004)375 to
425AX130.9170.881
S.4: Boxster S (986:
2000-2004)450AX130.9170.881
S.5: Boxster (987: 2005-on), Cayman
(2006-on)450AX130.9170.881
S.6: Boxster S (987: 2005-on), Cayman
S (2006-on)525AX 110.9380.9
S.7: 911 Carrera (993: 1995-1998).
All except Turbo450 to 475AX120.9280.92
S.8: 911 Carrera (996:
1999-2005). All except Turbo, GT2, GT3475 to 525AX
110.9380.9
S.9: 911 Carrera (997: 2005-on). All except Turbo,
GT2, GT3500 to 550AX 110.9380.9
S.10: 911 Turbo (965/993/996/997:
1991-on). All except GT2475 to 600AX100.9460.908
S.11: All
Cayenne250 to 500AX120.9280.92
S.12: GT2, GT3, Carrera GT, all725
to 1,000AX40.9930.953
* Equivalent = equivalent points class for
upper end of points range
6)
One is that the stock
wheel sizes for 1978 to 1983 911SC's should be 6 front 7 rear I saw
in the points system that no points are given to cars with 7 and
8's
1984 to 1988 911 3.2 Carreras should have the stock wheel
size as 6 front and 7 rear ,, same thing as above
The
above changes reflect the stock car as delivered
7)
add a
line item in the Glazing: Windows are removed 20 points (
takes weight out of the car )
Add a line item in Fenders:
Fiberglass fenders installed 30 points ( above flares added ) just
flaring the fenders add weight but allow wider tires. Fiberglass
fenders lighten the car
Add line in Body work: non stock
Bumpers 20 points ( for people removing the stock bumpers and
replacing them with fiberglass items, less weight )
The above
changes reflects someone building a race car and making it
lighter than we have anticipated
_________________________________________________
Dan
|
 |
 |
Board of
Directors
|
--by John
Celona, GGR Secretary
GGR
Board of Directors
Meeting
Minutes for August, 2008
Officially, the GGR
board does not meet in the month of August. Unofficially, the
board traditionally spends the month vacationing at our private
island, Bikini Atoll in the
Marshall Islands (also known as Pikinni Atoll). Another reason to
run for a position on the board! Really, though, this little
perk is a lot less expensive than the GT3 which the departing
treasurer always seems to leave with. We got a great deal on the
island because it's under water most of the year, and, actually, is
only above water part of the day during August. We typically sleep
in anchored inflatables just to dry out a bit. Also, it was really
cheap because some sort of government work went on there in the
1940's and 50's, though, at the price offered, we didn't really ask
what. We also get to dine on these huge fish which inhabit
the area, usually hunting them at night because they glow in the
dark. Must eat a lot of phosphorescent algae. Here's hoping
you can win a position on the board and join us on next year's
junket. It's a time not to be
missed! |
 |
June
Membership Report
|
--by Jeff
Kost, Membership Director
Total Members:
2524
Primary:
1474
Affiliate:
1052
Life:
1
New Members: 11
Transfers
In: 8
Transfers
Out: 3
New
Members
|
Carlotta
Braniff |
San
Francisco |
|
|
Barry
Brisco |
San
Mateo |
1959 356a
|
|
Jeff
Carney |
Berkeley |
|
|
Kathleen
Chesterfield |
Los
Altos |
|
|
Benjamin
Chui |
San
Francisco |
1988
911 |
|
Joseph
Crittenden |
Piedmont |
|
|
James & Karen
Dimino |
Milpitas |
2008 Cayman
|
|
Basil &
Deborah Fthenakis |
Mountain
View |
2007 Cayman
|
|
Orlando
Garcias |
Belmont |
2002 Carrera 4S
|
|
Colby &
Marilyn Kihara |
El
Sobrante |
2004 GT3
|
|
Lian Hwa &
Lian Hong Lee |
South San
Francisco |
2008 Cayman
|
|
Randale
Levins |
Apo |
2008 911 4S
|
|
Patricia
Look |
Sunnyvale |
|
|
Jenny
Lui |
San
Francisco |
|
|
Terry & Helena
Pence |
San
Jose |
2001 Boxster
|
|
Mark
Scherer |
San
Jose |
|
|
Scott & Lisa
Taylor |
El
Sobrante |
1979 911 SC
|
|
Victor
To |
Sunnyvale |
2000 Boxster
|
Anniversaries
40
Years
30 Years
|
Hermann
Bonasch |
Dublin |
1978 911SC
|
25 Years
|
Christopher
Hill |
San
Carlos |
1980
911 |
|
Richard
Lessin |
Danville |
2006 911S
|
|
Clark
Smith |
San
Carlos |
1958 356 |
20 Years
|
Bob
Hummer |
Pacific
Grove |
1979 911SC
|
15 Years
|
Bernard
Weinzimmer |
Saratoga |
2000 Boxster
|
10 Years
|
Dana
Ambrisko |
Mountain
View |
|
|
Robert
Beckley |
Carson
City |
1983
911 |
|
Demick &
Jennifer Boyden |
Pleasanton |
1974
914 |
|
Joseph
Getcy |
San
Francisco |
1996
911 |
|
Naomi
Murai |
Pacifica |
|
|
Caroline
Nakajima |
San
Francisco |
|
|
Ken
Rosario |
San
Francisco |
1988 944 Turbo
|
|
Robert
Stefanowicz |
Oakland |
69 911
|
|
Lori
Wheeley |
Oakland |
|
|
Judy
Davis |
San
Jose |
|
|
Ted
Earle |
San
Jose |
1996
993 |
|
Christopher
Zaccalini |
San
Francisco |
1986 911 |
5 Years
|
Kathleen
Bisaceita |
San
Francisco |
|
|
Eric
Chrisman |
Burlingame |
|
|
Norbert
Debler |
San
Jose |
1993 911 C2
|
|
David
Francl |
San
Francisco |
2003 Boxster
|
|
Chris
Mielke |
Palo
Alto |
|
|
Paul
Scherer |
San
Jose |
1988
911 |
|
Russell
Stedman |
Lafayette |
2002
911 |
|
George
Daniloff |
Mountain
View |
2003
996 |
|
Victoria
Earle |
San
Jose |
|
|
Barney
Lim |
Portola
Valley |
2000
911 |
|
Frederick
Williams |
San
Mateo |
1970 911 T
|
|
Beth
Bechky |
Berkeley |
| |
2008
Drivers' Ed & Time Trial Schedule
|
Rich
Bontempi's HIGH PERFORMANCE HOUSE
| |
|
|
|
|
|
|
|
|
|
|
|
| |
Sat Mar 29, '08 |
|
Ground School |
Round Table Pizza,
Concord |
|
| |
Apr 18-20, '08 |
|
Driver's Ed & Time Trial
#2 |
Thunderhill |
|
| |
Sat May 3, '08 |
|
Ground School |
Round Table Pizza,
Concord |
|
| |
May 24-25, '08 |
|
Driver's Ed & Time Trial
#3 |
Buttonwillow |
|
| |
Sat Jul 26, '08 |
|
Ground School |
Round Table Pizza,
Concord |
|
| |
Aug 16-17, '08 |
|
Driver's Ed & Time Trial
#4 |
Thunderhill |
|
| |
Sat Aug 30, '08 |
|
Ground School |
Round Table Pizza,
Concord |
|
| |
Sep 20-21, '08 |
|
Driver's Ed & Time Trial
#5 |
Thunderhill |
|
 |
The Power
Chef
|
The
Key to Turkeys
--by John Celona, The Power
Chef
I'm not sure if Americans love turkeys or hate them.
Sure, on Thanksgiving it seems absolutely requisite that
every table be crowned with Mr. T. It wouldn't be Thanksgiving
without one!
Still, the Big Bird does seem to shadow every
kitchen with impending doom as soon as Halloween passes. So many
people dread Cooking the
Turkey. It is perhaps the one occasion each year when people
who wouldn't otherwise dream of producing an entire banquet in their
kitchen are expected to turn one out. How big a bird to get? How
will it turn out? What will the relatives think? And-horror of
horrors-will it turn out to be DRY;
a veritable Turtankahem, devoid of moisture, giving no hint of
having been recently alive, requiring extensive chewing, hard on
dentures, and prompting choking diners to drown it in a sea of
gravy?
It's no wonder that, each year, more and more folks
are electing to purchase their turkey cooked and to go--or even
jettisoning that emblematic Thanksgiving fowl altogether in favor of
Something Else, Anything Else, cooked and ready to go from Whole
Foods, Safeway, or perhaps Boston Market.
It needn't be this
way.
To produce a great-tasting turkey, there is only one
thing you absolutely need to remember:
Don't
Overcook the Turkey
Everything else I'll
talk about is gravy, so to speak. This is the key.
And how to
tell when the turkey is done? I've done so many that I just eyeball
it, but, to be certain, use a meat thermometer, stick it in the
thick part of the thigh, and cook it to an internal temperature of
150ºF.
That's it; no more. Then take it out and let it rest
for 20-30 minutes before carving it.
This isn't entirely on
my own authority (if I had any!). This is the temperature
recommended by The Culinary Institute of America (The New Professional
Chef, p. 382).
Be forewarned, though. This is not the
standard prescription these days. The directions that come with most
turkeys (drafted, no doubt, by attorneys paranoid about potential
liability) advise cooking a turkey to an internal temperature of
170ºF or even 180ºF.
Make no mistake about it: this is a
recipe for disaster.
As the meat (any meat, actually) is
cooked to higher and higher temperatures, the water content in it
separates out, drains off or evaporates, and the meat becomes
successively drier. A turkey cooked to 170ºF will be the dry, usual
turkey you've come to dread. Cook it to 180ºF and you might as well
wrap it in bandages and leave it for a future archeologist.
150ºF when you take it out of the oven produces a
beautifully moist and tender turkey that will have your relatives
ooing and aahing.
To be sure, you should rinse the turkey
thoroughly in cool water before cooking it. And, if you brine the
turkey (the next level of wonderfulness), the salty solution adds
another layer of safety.
This is not to say there won't be
issues. A turkey cooked to this temperature will have hints of pink
to it, and hints of pink in the juices running off of it.
This is not a threat to your life and well-being. It is
okay, really, and perfectly safe. Really red meat I of course would
cook more, but a little pink is perfect. People with huge anxiety
issues about this can have an outside slice which is more done, or
pop their bit in the micowave for a minute. And, if you actually do
let the turkey sit for a half-hour before carving it, the pink will
have disappeared by the time you carve it and you'll be left just
with picture-perfect slices.
That's the key point to get
rave reviews when you cook a turkey. Continue on if you'd like to
reach for the heights few have achieved.
Brining the Turkey
This
simply means soaking the turkey in water and salt before cooking it.
I use about a gallon of water and a cup of salt, plus some ground
pepper and an herb for more flavor. It doesn't have to be enough
water to cover the turkey (it would float, anyway). Just before sure
to give the turkey a few flips at first to thoroughly salt the
outside, then a flip every 6-12 hours as it soaks. 24-hours at room
temperature will do the trick (the salt kills any germs); or it can
go longer in the fridge if you like.
My basic brining recipe
is:
- 1 gallon cool water
- 1 cup salt
- 1/3 cup fresh ground black pepper
- 1 cup chopped fresh herb, such as rosemary or
sage
Brining makes the turkey unbelievably moist and
seasoned all the way through. You'll be able to save the gravy for
the mashed potatoes where it belongs.
Here's Ms. Birdie part-way through her
24-hour bath (remember to flip regularly!)
These
two steps (brining + not overcooking) will by themselves produce
probably the best turkey you or your guests have ever had. But, if
you'd like to turn out The Ultimate Turkey, go for the
High-Temperature Flip-Cooking
Method
This is not for the shy types, but it takes
your turkey to a whole different level. The problem turkeys have
been beset with since the beginning of time (or at least the first
Thanksgiving!) is which side to place up. Cook your turkey breast up
(the usual prescription) and the breast meat will be dry by the time
the thighs are done. Cook it breast down and the thighs will be
overdone by the time the breast meat is perfectly cooked (to a hint
of pink, of course!).
The solution: flip the turkey over part
way through.
Here
she is after the first stint on her tummy and ready for a flip.
This is not as hard as it sounds. Use two or
three paper towels in each hand as disposable pot holders, lift the
roasting rack out, set it on your turkey platter, then tilt the rack
to roll out the turkey. Set the rack back in your roasting pan, flip
the turkey over if not already flipped, then set the turkey back in
the track, then in the oven. Continue cooking until done.
Besides cooking your turkey more evenly, you can also use a
higher roasting temperature to get the turkey evenly browned on all
sides and to cook it faster. I cook the bird at 450ºF and can
completely cook a stuffed 15-pound turkey in about 2 to 2-1/2 hours.
And it's completely done (perfectly!), completely browned on all
sides, and most of the subcutaneous fat has melted off.
Plus
the look of the bird is like you only see in cooking magazines. (By
the way, for photographs, many turkeys are stuffed with aluminum
foil and only partly cooked. They look great, but aren't edible!).
Finished and just settin' a spell.
Yum!
If you're not up for the high-temperature
flip method, just cook the turkey breast side down at 325ºF or 350ºF
until done (depending on your oven).
I know the usual
prescription is to cook it breast side up, but the dark meat (back
and legs) has a much higher fat content than the breast meat, so can
take extra cooking without drying out. And then you'll still have
perfectly done breast meat.
Just leave the turkey breast
side down on the platter to show off the browned portion rather than
flipping it. If anyone asks why it is isn't turned the other way,
say it's a free-range turkey from Australia.
One last note
and you'll know everything I do about turkeys.
Fresh or Frozen Doesn't
Matter
That's right: you pay a lot more for a fresh
turkey, but how you cook it (that is: not overcooking it!) matters a
whole lot more than whether you start with fresh or frozen. I've
done lots of both and have never been able to tell the difference in
the finished product. What's more, this opinion was confirmed by an
article in The Wall Street Journal a while back.
Here's the cooled drippings showing all
the fat that melted off.
Your arteries and waistline will thank
you (and you get to eat the skin!)
And if Wall
Street doesn't know a lot about selling turkeys, I don't know who
does!
Time to
Practice
You may be asking yourself at this point: why
is all this appearing in the September Nugget? Why not the November
issue?
For the simple reason that, with cooking turkeys as
with everything else, practice makes perfect. I wouldn't wait until
T-Day to try a completely different cooking method. You've enough to
worry about with hoping it doesn't rain.
But now you have
two whole months to buy a turkey and try out a better way. I made
one just this past weekend. Once you have the method down, it's
easy, dependable, and makes a great bird and feeds the family for a
week.
Season your fall menu with a practice turkey. Then
you'll be ready to celebrate the big day with a meal instead of a
mummy!
Bon appetit,
The
Power Chef
|
|
Porsche
Roads
|
--by Claude Leglise, GGR Past
President
Tomales to
Bolina
Last month we ended up in Tomales, so today it is
time to drive back south towards San Francisco. Maybe you stayed in
Tomales the whole time and enjoyed the relaxed pace of life. Did you
know that Marin County has the United States' highest density of BMW
cars? We won't let this rather odd fact ruin our day, though, as
great Porsche roads await.
From Tomales, head south on
Highway 1/Shoreline Highway and enjoy the approximately 8 miles of
nice curves and smooth pavement to Marshall. The town of Marshall is
pretty sleepy at any time of day; if you bought oysters on the way
up, there is not much point in stopping again. Make a sharp left on
the Marshall Petaluma Road, which climbs up the hill away from the
ocean and into Verde Canyon. The trees disappear; the curves are
numerous and sometimes off-camber, meandering among pastures and
cows. The only caution is that the pavement is in nasty condition in
a few places; a very low car might bottom out. Passing is possible
only to the extent that the driver in front of you is courteous
enough to let you go. Otherwise, enjoy the sights.
A few
miles up the road, a local rancher has set up two rusty tractors and
an old Ford pickup in front of his house. Suspend disbelief for a
moment, and you will go right back to the 1920s. It is truly the
land that time forgot. You may want to stop for a Kodak
moment.
12 miles after the
turn off in Marshall, make a right on Hicks Valley Road to go around
Hammock Hill and arrive in Hicks Valley. At the intersection of the
Point Reyes Petaluma Road, turn right, going west. This is a short
three mile stretch downhill towards Nicasio Reservoir, with nice
views of the California rolling hills. At the reservoir, turn left
on Nicasio Valley Road, where you might enjoy a few miles at higher
pace. There are plenty of passing opportunities, too. You could also
stop at Rancho Nicasio for
brunch or for live music in the evenings.
At the end of Nicasio Valley
Road, turn left on Sir Francis Drake Boulevard. This short segment
is unlikely to be very entertaining due to traffic, but soon you
arrive in Fairfax, which is a
great spot for coffee, snacks or lunch. You can enjoy a beer at the
award winning Iron Springs Brewery or
an ice cream at the Scoop, famous for being the first such Bay Area
establishment to sell organic ice cream.
After some rest in
Fairfax, it is time to get back on the road for the highlight of
this trip: Bolinas Road. You have to get off Sir Francis Drake
Boulevard. First, so turn right at Claus Drive, then immediately
left onto Broadway, then immediately right onto Bolinas Road. It is
not as complicated as it sounds.
One mile after the road
leaves town, the twisty bits start. I suspect this is an old logging
road, because it is very narrow in parts and was never modernized or
straightened. Good! Watch for bicycles, since the area is a popular
week-end destination for cyclists. It is unlikely you will run into
pick-up trucks and other implements of commerce, though. At mile 8,
you arrive at Alpine Lake which may remind you of Switzerland if you
choose to ignore the flourishing oaks and sequoias. After a climb to
1600 feet, the road starts winding down towards the ocean. There are
multiple spots with great views of the Bolinas Lagoon and the
Pacific.
When you reach Highway 1,
just drive straight across and turn left on Olema-Bolinas Road at
the T intersection. As Bolinas' reputation dictates, there is no
Caltrans sign in sight; however, a hand-painted sign on the side of
the road reads: "Bolinas: Socially Acknowledged Nature Loving Town."
In a sign of modern times, town residents voted to declare Bolinas a
"GPS-Free Zone" and are rumored to have installed satellite jammers
on nearby hills. Try to stay away from the Bolinas Border Patrol,
recently renamed the Bolinas Privacy Committee, but enjoy a drink at
the Coast Café or pay a
visit to Smiley's Schooner
Saloon, the oldest continuously operating saloon in California.
Sit outside and enjoy people watching; it is worth the
trip!
Claude
Scale: 1∆ to 5∆
Twistiness Pavement Quality
Scenery
Highway
1
∆∆∆
∆∆∆∆∆
∆∆∆∆
Marshall Petaluma
Road ∆∆∆∆
∆∆
∆∆∆∆∆
Point Reyes Petaluma Rd
∆∆
∆∆∆∆
∆∆∆
Nicasio Valley Road
∆∆
∆∆∆∆
∆∆∆
Sir Francis Drake Blvd
∆
∆∆∆∆
∆∆
Bolinas
Road
∆∆∆∆∆
∆∆
∆∆∆∆∆
|
|
The GGR
Difference
|
 --by Andrew
Forrest, Drivers' Ed & Time Trial Chair
There are a lot
of organizations out there offering track days. How is anyone
supposed to sort it out and choose? The purpose of this
article is to describe what I call "the GGR Difference" and help you
understand a couple of the special aspects of GGR and our track
events program.
The first important difference between GGR
and many of the other organizations out there is that we are NOT FOR
PROFIT. This has several consequences -- the first is that
when attendance rises, our fees drop. If our organizers show
up with shiny new cars it's because of some other windfall, not
because of your dollars subsidizing our automotive bling! Even
now, during an economically challenging time, I regard our
attendance as good and our fees as competitive. Remember when
comparing event fees to factor in the cost of a vacation day or two
as many other for-profit clubs run on weekdays whereas we run almost
exclusively on weekends. In addition, you should think about
whether you'd prefer to share a long track with 20-30 cars or a
shorter track with 40+ cars. Since we try to address the
interests and needs of a varying population of members there are
necessarily some trade-offs in our program so you may be able to
find a specific, unusual combination of features in someone else's
program at a comparable price but overall I think we're very
competitive in terms of our offering.
A second important
difference between GGR and other clubs is the quality of the
instructional program. It is rare for a club to dedicate the
level of effort to recruiting, evaluating and sustaining instructors
that GGR does. GGR Instructors are well regarded in all local
clubs of which I'm aware and with good reason! You may be
familiar with the fact that PCA's national body has instituted a
common cirriculum for instructor training. This excellent
program establishes a baseline for instructing novices in a PCA DE
event. GGR Instructors go beyond that -- each one has been
evaluated in a written application, in their own driving and in
their ability to teach a spectrum of student types -- that's right,
we role play various instructional scenarios and evaluate the
candidate's response! After all that, instructor feedback is
sought after every engagement and we can identify and remedy any
subsequent issues. Because GGR has a history of emphasizing
Time Trial during our track events our instructors are also
typically better able to help you go faster (= drive better) than
other club's instructors who may be happy to sign you off once you
know your way around the track and are really only instructing at
that event to get free track time.
The last difference I'll
mention in this article is that, as a club, we make a concerted
effort to know our participants. By this I mean we expect a
certain level of training and knowledge from them before letting
them out on the track. Once they're on the track we provide
full instruction for novices and we keep an eye on everyone to see
if there are any issues that might benefit from some refresher
instruction. When experienced drivers apply to join us and
cannot make Ground School (for geographic or schedule reasons) we
may waive that requirement for them, but only after we get a
satisfactory reference for them from a source we know and
trust. We have declined such applicants in the past and we may
do so in the future. This is not to say we set the bar
unreasonably high for you, but that you can take some comfort in
knowing that we have made an effort to screen and educate your
fellow participants. Coming back full circle to our
not-for-profit status, we can turn away applicants with less of an
impact than for-profit events where people may be allowed to enter
and self-identify as to experience and rungroup status. Most
people are reasonable and respectful but there are occasionally some
people who will overstate their competence and you don't want to be
on track with them.
I hope this brief discussion of a couple
of aspects of GGR and its track program helps you understand how and
why GGR is different and I hope you'll choose GGR track events in
the future.
Andrew
|
 |
How to Write a Novel About A
Porsche
|
 --by Kevin Gosselin,
author
Five years ago I had a crazy little
idea. I would write a novel. Of course, it would have to include
cars. But in what manner? I then had the idea to center the story
around cars, and in particular an automotive archaeologist who finds
missing cars. At the time I was working with J. Walter Thompson,
flying many, many miles a month. And I soon found I did my best and
most focused writing on the plane. Locked into a coach seat,
headphones on, it was a joy to immerse myself in the world of
Faston, Charles and Caprice. And when it came time to pick the car
they would be trying to locate, a Porsche was the only option for
me. Although I love all cars, Porsche have a special place in my
heart. The 901 was the model I choose, because it was the vehicle
that truly launched Porsche towards the company they now are.
Writing the book was the easy part.
Really, it was. I encourage anyone who has an inkling of a desire to
write a book should do it. I finished my first draft 8 months after
starting it. And I kept it a secret from my wife the whole time. So,
I wrapped the book up as a present and put it under the tree. Of
course she said she loved it. Family are not really the best
creative critics. But they do provide all the support
needed.
Trying to get HUNT FOR 901
published is another story all together. As easy as writing the book
was, trying to find an agent or publisher was just that hard. I
received over 30 denials. Several read the entire manuscript. But in
the end, it all came back to "we don't see a market for automotive
fiction." As an advertising professional and car nut I knew this
wasn't true. And then I finally met a man who agreed, Kevin Clemens.
The former editor of European Car started a publishing company with
its main goal to publish automotive fiction. I almost fell out of my
chair when I found his website.
In the
five years it took from first keystroke to holding the book in my
hand I bought and sold three Porsches. Changed jobs. Moved houses.
Twice. Had another Porsche stolen. Restoring a rusted out hulk would
have been easier and faster to complete. But in the back of my mind
was the book and trying to get it published and out to what I know
to be an intelligent, eager reading audience. Besides, aren't we all
sick of finding automotive fiction only in the classifieds.
PICTURES - This is an image I shot about a year into
the process. It motivated me sometimes more than the words on the
page. Looking at my characters made them so much more
real.
Also, included is a shot of
my 1983 911SC. Driving it was, and is, a great cure for writers
block.
Here is the book:
|
First
Porsche to be at Pebble Beach
|
Pebble Beach Concours d'Elegance to
Display The First Porsche Sports Car
Porsche celebrates 60 years by showing the
mid-engine 'Porsche No. 1' sports car that Dr. Ferry Porsche built
when he could not find the car of his
dreams
Atlanta, August 5, 2008 - Porsche No. 1,
the one-of-a-kind, two-seat sports car Dr. Ferdinand 'Ferry' Porsche
developed and built after he searched and was unable to find the car
of his dreams, makes its North American Concours d'Elegance debut
when it joins other notable and historic vehicles August 14th at
California's famed Pebble Beach Concours d'Elegance.
This
occasion is a happy one as Porsche No. 1's first North American
trip, to Porsche's 50th Anniversary celebration at the Monterrey
Historics in 1998, was thwarted when it was damaged in Chicago on
its way to California. This trip also is special as it helps
commemorate Porsche's 60th anniversary. Before arriving at the
Pebble Beach Golf Links®, Porsche No. 1 had a starring role in
Porsche Cars North America's 60th Anniversary celebration at its
Atlanta corporate headquarters.
Affectionately called Porsche No.
1 by the Porsche family and thousands of the brand's loyal followers
worldwide, this legendary sports car and the lynchpin of Porsche's
design philosophy began life in June 1947 as engineering project
Type 356 in the Porsche design office in Gmünd, Austria. Officially
known as Type 356-001, Ferry Porsche's design concept took shape
through the leadership of Karl Rabe, Porsche's talented chief
designer who worked alongside Ferry's father to develop the original
Volkswagen (VW).
In post-war Germany and Europe where
resources were few yet the desire to rebuild was strong, the Porsche
team diligently started building the innovative sports car. Starting
with a hand-built tubular steel frame, engineers fitted already
existing VW components including the suspension, headlights, clutch,
gearbox, cable-operated brakes, worm-gear steering, and various
small parts. VW parts were a natural choice due to the early
VW-Porsche relationship and because of VW's key role in the post-war
rebuilding effort after British military officers brought VW's
Wolfsburg factory back online in 1945 to fulfill car demand and to
stimulate the nation's economy.
The basic Volkswagen
air-cooled, 1.31-liter flat-four engine put out just 25 horsepower
at 3,300 rpm, so the skilled Porsche team enlarged the bore from 70
to 75 mm, increased compression from 5.8:1 to 7.0:1, and added
slightly larger inlet valves and ports and twin carburetors,
boosting output to between 35 and 40 horsepower.
The engine
and transaxle were fitted into the frame in such a way that the
engine ended up positioned in front of the rear axles with the
transaxle trailing behind, making this a true mid-engine design.
Mated to a four-speed gearbox, the drivetrain proved to be both
lightweight and reliable.
Erwin Komenda, who along with Ferry
Porsche and Karl Rabe formed the foundation of the fledgling car
company, penned an aerodynamic and easy-to-build open roadster
design. Friedrich Weber from Gmünd, one of just three of the
company's body artisans, formed each of the car's aluminum body
panels by hand, beating the then rare sheet metal and massaging it
into shape over the wooden body buck Komenda had designed. The
result was as shapely and beautiful as it was functional, with
minimal protrusions to upset the aerodynamics or its visually
graceful lines.
As with every Porsche since, form followed
function on Porsche No. 1. The interior featured a bench seat to
accommodate a third passenger if needed, a simple dash with only a
tachometer (a speedometer was added later), a locking glove box, and
map pockets on the leather door panels. An ample luggage compartment
and the fuel tank were placed under the front hood, and the
mid-engine layout provided space for a spare wheel and tire and
battery behind the engine and above the transaxle. Finally, a
frameless and low twin-panel front windscreen provided wind
protection while accenting the sports car's gentile
lines.
The unique roadster weighed merely 1,290 pounds, and
thanks to the modified engine it could reach a top speed of between
84 and 87 mph. In May 1948, Ferry Porsche himself set off on the
first long road test, driving from Gmünd to Zell am See, Austria.
During the rigorous test drive over some of Europe's most
spectacular climbs, the rear torsion bar suspension failed but was
repaired en route. Through this car's entire test period, this
proved to be the only mechanical failure.
Journalists tested
the car on July 4, 1948, and Robert Braunscheweig, editor of
Switzerland's highly respected Automobil Revue, concluded, "This is
how we imagine modern road motoring to be, where the advantages of
modern springing and the resultant driving comfort are combined with
the adhesion of an equally modern, low and handy sports car." On
July 11, with Herbert Kaes at the wheel, Porsche No. 1 won its class
in the Rund um den Hofgarten local race in Innsbruck, Austria. Just
as today, testing and competition proved to be solid underpinnings
for the company's commercial and motorsports success.
Soon
after, Porsche ramped up production of the 356 sports car at the
company's tiny factory in Gmünd, abandoning the complex steel tube
frame in favor of a stamped floor pan. The engine also was
repositioned behind the axles to provide more interior space and
room for a rear seat. Not too much later Porsche moved its
production operations in 1950 to its current home in
Stuttgart-Zuffenhausen.
After passing through the hands of
several owners, Porsche No. 1 was reacquired by Porsche AG and
became a centerpiece in the Porsche museum. As Porsche nears
completion of its new museum alongside the Porsche factory in
Stuttgart-Zuffenhausen, Porsche No. 1 will be prominently displayed
in a way befitting the historic car that shaped all future Porsche
vehicles.
|
SVR
Autocross
|
|
Coyote Run
VIII
|
|
Porscheplatz
at Laguna Seca
|
|
Odds bodkins.
Enough for September, I think.
Oops! I think today was
supposed to be a holiday! No rest for the editor.
As always,
thanks for reading.
| |
