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der VorgängerThe magazine of the Founders’ Region • Potomac, Porsche Club of America March 2009

Passionate about PorschesPlus: Installing a HANS device on your helmet

How to be a corner workerProper care and feeding of your track instructorHow to replace a 944’s cam-tensioner pads

der Vorgänger • March 2009 • 3

derVorgänger is the official magazine of the Founders’ Re-gion, Potomac, Porsche Club of America, Inc.http://www.pcapotomac.org. Contributions for der-Vorgänger should be sent to editor Richard Curtis at least sixweeks preceding the month of publication, preferably viae-mail to [email protected].

Editor, designer: Richard Curtis6032 Makely DriveFairfax Station, Va. [email protected] photographers: Michael Madrid, SunnyReynolds, Willy Straubhaar.Contributing writers: Kristen Brickley, Tuffy von Briesen,Gary Brindle, Sidney Butler, Andy Clements, John Eber-

hardt, Rich Franco, Karl Gelles, Tony Kelly, John Magistro,Tony Pagonis, Starla Phelps and Steve Vetter.

Advertising manager:Michael Langshaw25099 Ingleside RoadHollywood, Md. [email protected]

Questions about display advertising rates and placement inderVorgänger, please contact (do not call) Advertising Man-ager Michael Langshaw at [email protected]

derVorgänger (ISSN 0199-0667) is published monthly ex-cept in December by the Founders’ Region, Potomac,Porsche Club of America at 11712 Blue Smoke Trail, Re-ston. Va. 20101-3702. Subscription is limited to membersof the Founders’ Region, Potomac, Porsche Club of Amer-ica. Annual dues are $42 ($18 for derVorgänger subscriptionalone). Periodicals postage paid at Baltimore, Md. and at

additional mailing offices. Postmaster: Send addresschanges to derVorgänger, 11712 Blue Smoke Trail, Reston.Va. 20101-3702. Statements appearing in derVorgänger arethose of the contributing authors and do not constitutethe opinions or policy of the Founders’ Region, Potomac,Porsche Club of America, its board of directors or the edi-tors of the magazine. The Founders’ Region, Potomac,Porsche Club of America neither endorses any advertise-ment nor warrants any product or services they may pro-vide. Potomac Region reserves the right to canceladvertisements at any time, for any reason, in its sole dis-cretion. For information regarding commercial advertisingand rates, contact the advertising chairperson listed above.

Letters to the editor are welcome but should be briefandmay be edited for length. Please note if the letter ore-mail is submitted as a letter to the editor, and includea contact phone number for verification.

4• der Vorgänger • March 2009

derVorgänger

The monthly magazine of the Founders’ Region, Potomac Porsche Club of America.

February 2009, Volume 55, No. 2

FeaturesHigh Performance Driving Clinic. 8–9Is your car in the “Grey Zone”?. 12–13The Churches: Porsche bliss. 15–17Proper care and feeding of instructors. 18–19

EventsComplete 2009 schedules. 10-11

Cover photo by Richard Curtis: Betty andGary Church, long-time Potomac memberswho have held several positions within the club,pose for their cover photo with Betty’s 993.

derVorgänger

Photo by Richard Curtis

Some readers were proba-bly intrigued by the cover pho-tograph of the Feb. ‘09 derVorgänger, so PhotographerMichael Madrid offers this de-scription of how he got the shot:“I learned this simple technique from

a colleague many, many years ago —be-fore Photoshop was even imagined—as away to add some pizzazz to an otherwiseplain image. It’s not something I woulddo often; in fact it’s been almost 20 years

since I last used it and will notlikely use it again for another 20.“Simply roll up a piece of

translucent acetate into a conicaltube and place it between thelens and object to be pho-

tographed. You canmove the tube aroundto adjust the swirls to your liking. A col-ored acetate will introduce that color tothe image.“Just an idea for your photography

tool-kit.”

Photo by Michael Madrid

Just who are those guys in white in the corners at Sum-mit Point? Bruce Mackliet, above, is a newly mintedcorner worker. He writes of his experience in this issue,beginning on page 22.


Readers and their cars: Pages 28-31

Micheal Langshaw, dV’s advertisingmanager, is a name that should be fa-miliar to Potomacmembers. As an artist,he’s following in his father’s footstepsworking, as he puts it, to hone his craft.He’s also following in Dad’s footsteps inhis choice of cars: His 2007 Cayman Sis the same choice of marque as his fa-ther’s. Michael’s first Porsche was a1975 914. 1.8 liter. “Two things in lifethat still bring me solace,” he says, “aremy passion for Porsches andmy passion

for art. To me, they are one and the same.” His personal motto?“Speed, passion, vision.” Michael’s first illlustration for dV wonder-fully illustrates our sory on the “Care and Feeding of Instructors,” onpage 18.

We still need editorial help: Although several Potomac membershave stepped up and offered their services to dV, we still could use afewmore.We have assignments for writers and photographers, so con-tact us. If you’re looking for a great challenge in the all-volunteer mag-azine industry, and would like to gain experience in this field and bethe envy of everyone, please drop me a line. Some previous experi-ence in desktop publishing would be a big plus but not absolutelynecessary as I’m willing to teach. It’s also not too soon for us to belooking for the next editor of dV. Let us know if you’re interested.

Richard Curtis, [email protected]


Editor’s column

Ads support your passion

It’s a slow day today as I sit home recoveringfrom arthroscopic surgery three days ago. TheFebruary edition of der Vorgänger had arrived andas I was looking through the magazine, I wasstruck by just how our magazine has evolved.The previous dVwas quite a magazine andMark,KJ and Ahnie did a heck of a job putting it to-gether. However, the real difference is in theamount of color and new publishing techniqueswe now use in the current magazine.And as I read my president’s col-umn about the volunteers that makePotomac what it is, I thought weneeded to recognize one more vol-unteer. Richard Curtis has been di-rectly responsible for the newchanges in the magazine. Richardhas done one heck of a job gettingdV up and running after the maga-zine was not published for severalmonths. It is something we can allbe proud of. I wanted to recognizeRichard because one the primarythemes he brings to dV is writing about themembers of Potomac. And it seemed appropri-ate to recognize Richard for his service.As I mentioned in a previous column, we will

start to review our bylaws. The bylaws were re-vised in 2005, and they need to be looked atagain. Dick Seltzer, our vice president will coor-dinate a group that includes Past President PeteKauffman, Historian George Whitmore andTodd Daubert, our legal advisor, to review andrevise the bylaws if needed. The group has al-ready started to look at the existing bylaws.Their goal is to have a draft ready by some timethis summer to submit to the Executive Com-mittee. After the draft is approved by the Execu-tive Committee, as required by the bylaws, wewill publish the revision in der Vorgänger and onour website for review by the Potomac member-ship. After a 30-day review period, the member-ship will vote on whether or not to adopt therevisions. We want to have any new revisionsapproved by our December elections meeting.Also, this month, as required by our bylaws,

I’ll name the Long Range Planning Committee(LRPC). According to the bylaws, the LRPC iscomposed as follows: The chair is the currentclub president. The other members are the vicepresident/president-elect, the current treasurer,the immediate past-treasurer, a current officer ap-pointed by the president, a former ExecutiveCommittee member appointed by the president,and an at-large member to be appointed by thethen current president. The former ExecutiveCommittee member and the at-large member areappointed for two years.The mission of the LRPC is to help establish

year-to-year continuity and leadership, to estab-

lish andmonitor progress in the implementationof long-range goals, to provide solutions to long-range problems, to be an institutionalized cor-porate memory, to provide advice and counselto the Executive Board, to assist in the manage-ment of the long-range affairs of the club, to pro-vide for contingency planning, to help budgetfor capital expenditures and to assist in the con-tinuing development and implementation of the

club’s philosophy and policies.In all of these respects, the LRPC

shall be serving in an advisory func-tion with the decision-making au-thority remaining with electedmembers of the Executive Board.Our club activities begin in

earnest as we move into March. Thetentative 2009 calendar was pub-lished in the February issue of dVand is updated in this issue. Thanksto Alan Herod, Charlie Clark, GaryBrindle, Tony Pagonis, Ron Davis,Scott Mayster, Kevin Oyler and John

Eberhardt for putting the schedule together.Kermit Kidwell has again taken on the daunt-

ing task of posting the schedule on the website.At our scheduling meeting, Kermit looked a lit-tle dazed at all the events and said that he had aheck of a job ahead of him. John has nominatedhimself as the schedule guru, and he and Ker-mit will be the people to contact for any sched-uled additions, changes or revisions. As you cansee, Potomac has a robust schedule for this yearwith activities that should appeal to all members.In the past, Potomac has worked with Zone 2

to coordinate events and this year we want tocontinue and expand this effort. This year, Po-tomac intends to host three events that we hopewill be attended by members from across thezone. These events are Porsches and BiWings(May 16–17), Drive and Dine to the Frank LloydWright gem at Fallingwater (June 13–14) andPorsches at the International Gold Cup (Oct.17–18).I am also talking with Andrew Toth, Chesa-

peake Region president, about Chesapeake andPotomac co-hosting a yet-to-be determinedevent.Speaking of Zone 2 activities, Tom Zaffarano,

the new Zone 2 representative, held our firstZone 2 region president’s conference call in lateJanuary. This is the first of several meetings; weset our regional president’s meeting for April 4 inCharleston, W.Va. Tom reported that National isreviewing some of the DE procedures andmightpropose some revisions in the near future.In closing, as I usually do, I want to thank all

the volunteers and sponsors who make Po-tomac’s activities possible. Thanks again.

The president’s page

Potomac activities begin to heat up


Tuffy von Briesen


March 2009anniversaries

35 yearsEdwin T. Oliver& Marilyn T. Oliver

30 yearsRichard D. Steiber& Edith P. Steiber

25 yearsRay D. Crossley& Oliver Kinter

Peter Garahan & ManeliKhodai Garahan

James D. Kent& John B. Kent

Kathleen M. La Vigne& Michael LaVigne

John A. White

20 yearsAnil Bhargava& Taru Bhargava

15 yearsSteve Lynch& Lauren Lynch

10 yearsDan Ancona& Margaret Ancona

John L. Forrest& Mary J. Morris

William B. Garber& Marion Garber

Trip HarrisonRoger N. McLeod& Susan P. McLeod

Kurt Mickelwait& Teresa Mattick

Bob Pihlaja& Gus Mohammadi

Rodolfo T. Ramirez &Gretchen G. Ramirez

Joe Tagliareni& Felicity Tagliareni

Addison Yeaman& James Yeaman

5 yearsChris L. CoulterStuart M. Fain& Mira Jarvinen

Stan Harder& Stacey Harder

Gary Johnson & SvetlanaNegroustroueva

Sander Lee & Steven LeeNaoko Slack& Michael Slack

Randy M. Staudinger& Victoria Staudinger

Tony Zelones& Amanda Smith

New membersWilliam S. Boykin& Arlene S. Boykin

Michael Budinski& Linda Budinski

Steven V. Carter& Michele Carter

Walter L. Crowder& Lisa Crowder

Robert D’AmicoJames M. Denaro

James R. Derry& Bruce Jan

Steve Ege& Steve Veneziani

Nader Fotouhi &Carolyn Hill-Fotouhi

Cindy R. HaimowitzKenneth G. HillsRoderick K. HosangJohn D. HymanCharles E. Keegan& Maureen Keegan

Robert M. Korzen& Jacqueline Morrow

Martin P. KuffelChristopher LaBaw& Michelle Ng

Douglas G. Lamb& Diane Lamb

Russell E. Lee& Michelle Lee

John R. LyonRavi Maewall& Snigdha Maewall

Cynthia S. Marker& Jon Marker

Kenneth H. Marks

Timothy S. McConnell& Christopher S.McConnell

Ed R. MendezDavid J. Meyer& Anita Meyer

Linh N. NguyenTim Overbo& Renda Overbo

Richard K. OwensMelissa B. Panek& Thomas Panek

Andrew S. PathwickJim Pauli & Dana PauliMary C. RouseGregory ShepardMari C. Simpson&William Simpson

Ron Snyder& Stephanie Snyder

David StoneMyrson S. Watson

New members, anniversaries


Registration is nowopen for the Potomac Re-gion’s High PerformanceDriving Clinic scheduledfor Saturday April 4th. Thisis a great opportunity foryou, your spouse or evenyour children at least 18years of age to participatein an event where you willlearn car-control skills.High Performance Driv-

ing Clinics (HPDC) are in-structional sessionstailored to members withno previous driving experi-ence beyond the “normal”daily commute. HPDCprovides a safe, controlledenvironment to learn andpractice advanced defen-sive driving techniquesand car control. Driverscan practice car control ona skid pad and many participants say that experiencealone is worth the day!The HPDC is designed to enhance members driving

knowledge so they feel safer in all driving situations. The

HPDC improves driving skills and increases awareness ofhow the car handles in different situations. The HPDCprovides the ideal start for those who may want to par-ticipate in Drivers’ Education (DE) events.

High PerformanceDriving Clinic

When: Saturday,April 4 and Saturday,Sept. 26. Arrive by 6:30a.m.

Where: Jefferson Cir-cuit, Summit Point(W.Va.) Raceway Park

How long: all dayHow much: $200,

includes pastries, coffee,lunch.

Details:Must be 18,licensed and have a car.Helmets required (canbe rented)

Two dates set for High Performance Driving Clinic


There are no special requirements to participate in aHPDC. As for all Potomac driving events, you must pos-sess a valid unrestricted driver’s license, be at least 18years young and a PCA member (or associate). You willneed a car, but unlike other Porsche club events, HPDCallows any make or model automobile. Trucks, SUVs orother unsuitable vehicles are prohibited. The only ex-ception to this rule is a Porsche Cayenne is permitted ina HPDC but not in a Driver’s Education event.No special tires or brakes or other car modifications

are suggested. Learn more about your car just as it sits!Simply make sure the existing tires and brakes and othermechanical equipment are in good condition. HPDCdoes not require a tech inspection prior to the event butwe will perform an inspection at the track in the morn-ing of the event.The HPDC day begins with an EARLY arrival at Sum-

mit Point, W.Va. Try to arrive by 6:30 a.m. We hold ourHPDCs at the Jefferson Circuit, and the gate worker willdirect you to the correct track.When you arrive at the paddock, find an empty park-

ing space and unload all loose items (floor mats, coats,coolers, etc.). Bring a tarp or some other type of coverand place what you remove from your car on the cover toprotect them from the elements. Then go to registrationat the only building in sight. Get your schedule, nametag, car number and place a lunch order. Now drive yourcar to the tech inspection line; just follow the signs orthe line in the paddock. After tech inspection, park yourcar out of the way and go to the classroom for some cof-

fee and pastries.The HPDC proper begins with a classroom briefing

on the day’s activities. Following the briefing and untillunch, you will rotate between classroom, driving exer-cises and skid pad driving exercises. No special clothingbesides closed-toe, rubber-soled shoes is required for themorning portion of the HPDC. No helmet is required forthe morning exercises.The afternoon is devoted to lapping sessions where

you can apply the skills you learned earlier in the day.This is often the most exciting and rewarding part of theevent, but it is optional. The lapping sessions are similarto a Drivers’ Education event, and to participate youmusthave a helmet. Helmet rentals are not available at thetrack, but several vendors who support Potomac eventsdo rent helmets. You must also dress in accordance withDE requirements, which means long pants and longsleeves of natural fibers.Potomac Region has scheduled HPDC events for

April 4 and Sept. 26. Each event is one day in duration.You can register using the same online Internet systemused for Drivers’ Education athttp://pcapotomac.us/Registration preference is given to those who have

NOT previously driven on a track or those novice driverswho have not had the opportunity to attend a HPDC.For more information, contact Alan Herod, DE Chair

at [email protected] or Charlie Clark, DE Regis-trar at [email protected] or visit the Potomacwebsite at www.pcapotomac.org


2009 track event scheduleBy Doug NickelPCA Potomac track coordinator

Our 2009 schedule provides many opportunities for PCA drivers toimprove their skills and enjoy the company of friends at the track, in-cluding an Instructor Clinic, two High Performance Driving Clinics(HPDCs), our Club Race/Advanced DE at Summit Point and a DriverEducation schedule that includes eight DE events. All Potomac trackevents are on weekends including seven three-day weekend dates. Againwe will be driving Summit Point’s main track and Shenandoah track,Mid Ohio, Watkins Glen and Virginia International Raceway.

Highlights in the schedule:Potomac’s first DE accommodates the change to the Zone 2 VIR

event date. Rather than opening our DE season at Summit Point inMarch, we’ll be going in mid April.Potomac has two Saturday HPDCs scheduled. The spring HPDC is

April 4 and the fall HPDC is Sept. 26 HPDC can be the single best dayyou’ll have in your car, with emphasis on awareness and car control ina safely controlled environment and with an instructor in the car. HPDCalso qualifies you to drive in Potomac DE events.Our annual trek to Mid Ohio is the second weekend of May.Our August DE event at Summit Point is again scheduled for three

days. We’re planning a Porsche Fest Gala with multiple events, includ-ing rally, social and an autocross.We have again scheduled three days for the Potomac Club Race/Ad-

vanced Drivers’ Education event in 2009.Lastly, we’ll be running an invitational Instructor/Advanced driving

day on the Friday of our last Summit Point Raceway event.

Event Date Days TrackHPDC April 4 Saturday Jefferson Circuit, SPRInstructor clinic

April 10* Friday Summit Point RacewayDE April 11-12 Sat-Sun Summit Point RacewayDE May 8-10 Fri-Sun Mid OhioDE June 6-7 Sat-Sun Shenandoah Circuit, SPRDE June 26-28 Fri-Sun Watkins GlenDE July 11-12 Sat-Sun Summit Point RacewayDE August 14-16 Fri-Sun Summit Point RacewayDE September 4-6 Fri-Sun Virginia Inter. RacewayHPDC September 26 Saturday Jefferson Circuit, SPRClub race/Advanced DE

Oct. 2-4 Fri-Sun Summit Point RacewayInstructor/Advanced DE

Oct. 30* Friday Summit Point RacewayDE Oct. 31-Nov. 1 Sat-Sun Summit Point Raceway

* By invitation only

SPR= Summit Point Raceway HPDC=High Performance Drivers’ Clinic DE=Drivers’

Education* Zone 2’s VIR DE is scheduled for March 6-8, 2009** Zone 2’s VIR Club Race is scheduled for June 26-28, 2009*** Please note that track dates are considered firm but are subject to change.

While the event schedule for 2009 is generally cast in stone or maybecarbon fiber and ceramic composite material, things may change during2010. OurMidOhio date may be later in the year, wemay have an eventat New Jersey motor sports Park (Millville, N.J.) on either the Thunder-bolt Circuit or Lightning Circuit, and we are also looking into a three-day event at High Rock Raceway, in Spencer, N.C.

*Check Founders’ website for information [email protected].


PCA Potomac 2009 calendar(For specific details, and the most up-to-date information, check the Potomac website.)

Drivers’ EducationDE and track schedule, facing page

Tech inspectionsSaturday, March 28 at Porsche of ArlingtonSaturday, May 2 at AutobahnSaturday, May 30 at IMA MotorsportSaturday, June 20 at IntersportSunday, July 5 at HBL-Porsche of TysonsSaturday, Aug. 8 at Tischer Auto ParkSaturday, Aug. 29 at AutoTherapySaturday, Oct. 24 at Auto Sportsystems

Group

AutocrossSunday, April 5 Autocross School at SummitPoint “Triple Skid Pad”Sunday, April 26: Autocross #1 at Baysox

Stadium, Bowie, Md.Sunday, May 24 Autocross #2 at BaysoxSunday, June 21 Autocross #3 at Washing-

ton CircuitSunday, July 19th: Autocross #4 at BaysoxSaturday, Aug. 15th: Autocross #5 at Sum-

mit Point at Washington CircuitSunday, Sept. 27th: Autocross #6 at BaysoxSunday, Oct. 18th: Autocross #7 at Baysox

Drive ’n DineSaturday, Feb. 7—Weather permitting drive,

leave from the Virginia breakfast siteSaturday, March 21—Weather permitting

drive, leave from the Maryland breakfast siteSaturday, April 25—Horses & Horsepower,

Charles Town Races *Saturday/Sunday, May 16-17—Porsches and

BiWings—Zone 2 event hosted by PCA Po-tomac (overnight optional)Sunday, May 31—Club picnic, JR Lakes,

Leesburg, Va.Saturday/Sunday, June 13-14—Fallingwater

(overnight)—Zone 2 event hosted by PCA Po-tomac **Saturday, July 4—Weather permitting drive,

leave from the Virginia breakfast site (see below)Saturday, Aug. 1—Weather permitting drive,

leave from the Virginia breakfast siteSaturday, Aug. 15—Porsche Fest Drive ’n

Dine **Saturday, Aug. 29—Drive ’n and Dine *Saturday, Sept. 12—Horses & Horsepower,

Charles Town (W.Va.) Races & Slots *Saturday, Sept. 19—Family picnic at Lang-

shaw’sSaturday, Sept. 26—Lovettsville (Va.) Okto-

berfest (Drive ’n Dine, rally and concours) (mul-tiple clubs)

Saturday, Oct. 2—Fan Drive to Club RaceSaturday/Sunday, Oct. 17-18—Virginia Gold

Cup (overnight)—Zone 2 event hosted by PCAPotomac **Saturday, Oct. 24—Fall Foliage RunSaturday, Nov. 7—Weather permitting drive,

leave from the Virginia breakfast site* Registration preferred to guarantee a spot** Registration required

RallySaturday, May 2—Spring Fling RallySaturday, June 20—Summer Fun RallySunday, Aug. 2—Camp Friendship RallySaturday, Sept. 26—Oktoberfest Rally (mul-

tiple clubs)

ConcoursSunday, May 3—Deutsche Marque, Nott-

away Park, Vienna, Va.Date to be announced—Porsches & Bi-

Wings, barbecue and People’s Choice car show.May 31—PCA picnic/People’s Choice car

show at JR’s Festival Lakes, Leesburg, Va.Sunday, Aug. 2—Camp Friendship Peoples

Choice, Laytonsville, Md.Saturday, Sept. 5—Gathering of the Faithful

car show, Reston (Va.) Town CenterSaturday, Sept. 26—Oktoberfest Lovettsville

(Va.) Peoples Choice (multiple clubs)

Community serviceSaturday, March 28, Lifts for CharitySaturday, July 11, Laps for CharitySunday, Aug. 2, Camp Friendship

Monthly breakfastsInformal monthly breakfast meetings con-

tinue in Northern Virginia andMaryland. Mem-bers can come and go as they please, joining inat communal tables. No registration. If membersdecide to go for rides together after breakfast, somuch the better!

The Virginia breakfast is the first Saturdayof each month at Chutzpah Deli & Restaurantin Tysons Corner from 9-11:00 a.m. There is aparking lot with plenty of space for displayingcars. Chutzpah is located at 8100 Boone Blvd.,Tysons Corner, Va. 22182 behind McDonaldson Rt 7.

TheMaryland breakfast is the third Satur-day of each month from 11 a.m. to 1 p.m. up-stairs (private room) at the Irish Inn, 6119Tulane Ave., Glen Echo, Md. Note the newMaryland location and time.


By Kerrigan Smithfor der Vorgänger

The one constant call I get on a daily basis is one forupgrades. All of Synergy Racing’s upgrades are designedand built for track use only; although we do upgrades formany street cars the intention is for those cars to be onthe track 80 percent of the time and on the street 20 per-cent. If you purchase one of our Synergy Competition997s, its designation is 100 percent track with no streetuse.The most popular request for upgrades are suspen-

sion, transmission upgrades, brakes and more power.For the sake of this article, let’s say that a car solely

dedicated to the street represents the “White Zone” anda car solely dedicated to the track represents the “BlackZone.” I would say a majority of our customer work andphone calls are from those who exist and struggle in the“Grey Zone.”This grey zone represents the idea of harmony and

customized perfection for most track enthusiasts. As theytry to achieve this euphoria it often translates into pur-gatory, frustration and mistakes, all at a cost greater thanputting their children through college. My opinion of

how car owners get to this point: a lack of consultation;taking the advice of everyone in the paddock who has anopinion; your own lack of product research; and, lastly,testing each product on a individual basis.As for consultation, don’t hesitate to call up a well

known race team to ask their advice on upgrades. SynergyRacing does not have all the answers, and while there aremany products out there that we have not tried, we areconfident in the ones we have tried.No race team charges for conversation, especially if

they believe that you could become a potential customer.If you leave a message and they do not return your call ina week, guess what? They are not interested and do nothave a solution for you.If you think they might be at a race or on the road

testing, give them a little more time and then move ontothe next team on your call list. The most valuable thinga race team has is its reputation, so realize that we are notgoing to modify your car with some random componentand hope it performs. The only components that Syn-ergy will put on your car will be ones we have proven toperform in racing conditions.I love the comradery and community feeling that ex-

ists on any given weekend in the paddock at VIR. There

The ‘grey zone’ for track enthusiastsThe place where cars exist somewhere between track and street


is a great group that assembles on VIRMembership Daysand every D.E. or P.C.A. event that rolls through town.There is some great experience, hot cars and a whole lotof vocal opinions. Be careful of falling into habit of be-lieving everything you here in the paddock. Do not justadjust something on your car or go buy an upgrade toslap on your car because everyone else is talking about it,what often works for them may not work for you.Remember, track weekends are about driving your car,

not working on your car; work should be performed in acontrolled environment when ever possible. And thatwork should be performed when you are not trying toget your money’s worth and make every run session.Some poor decisions have resulted from the desperatedesire to be on the track.You should research the products everybody is talking.

Call the manufacturer of the product and ask them theimportant questions: What kind of car was this testedon? How was it tested. Where was it tested? And ask ifany current teams are actively using the product in ques-tion.

It is easy to just read an advertisement that tells youif you use their product you will gain an extra 50 hp.What is not easy is to call them up and ask if you wereto purchase their product and do your own dyno testwould you see the same increase in performance? If youdid not, would they completely refund your money?Last but not least, test the product for yourself. If you

want race-team results, then do what they do. Whendoing an upgrade, modification or performance en-hancement to your car be smart and only do one upgrade

at a time.If you believe this was a step in the wrong direction,

you can go back to the original equipment and startagain. When people do, say, six major upgrades on theircar, then go to the track, feel like they might die on thetrack and then sit in the paddock trying to think whatmight have been the bad change, now, that’s sad. Youcould be lost for a year searching for the problem andyou have now taken a car you enjoyed and made it intosomething you fear.Keep a log on your car; note the mileage of the car at

the time of the upgrade. Write down who performed thework, at what track the car was driven and whether youeither liked or disliked the car. All of these things will helpa race team or tuner shop if it comes to the point whereyou need them to help dial in the car or correct a step thatwas taken in the wrong direction.Get a feel for what the car does each time you improve

it. If you are not sure about what you are feeling, ask aninstructor you know and trust to drive it and give yousome feedback.Hopefully, these things will help you live in the Grey

Zone a little more harmoniously and forge ahead to theBlack Zone with more confidence. I will say the happierpeople at the track are the ones who live in either theBlack or the White. We are all just a little nuts beinghooked and addicted to a sport that requires so muchmoney and so few mistakes.Hope everyone has a great 2009 season, and if you

are at VIR please feel free to stop by Synergy Racing asour guest.

Kerrigan Smith has beenwith Synergy Racing for thepast six years. Currently, heis the acting 997 program di-rector. Kerrigan has either de-signed and/or built all 14 ofthe Synergy Competitioncars, now starting on #15for the 2009 season. High-lights include the 2005 RolexGT Championship in the#80 GT Porsche with DavidMurry and Craig Stanton,and the run for the GrandAmerican Cup (now KoniChallenge) Championship in2006 with the #81 SynergyCompetition Wheel En-hancement car with PatrickLong and Brent Martini.


Porsche will launch the fastest, mostpowerful 911 GT3 to-date at the GenevaMotor Show on March 3.The 2010 GT3’s engine increases to

3.8 liters with VarioCam technology nowon both the intake and exhaust. The nat-urally aspirated six-cylinder boxer enginedevelops 435 bhp, 20 bhpmore than itspredecessor.The new GT3 accelerates to 60 mph in 4.0 seconds

and reaches a top track speed of 194 mph.The new car offers Porsche Active Suspension Man-

agement (PASM) along with stiffer the springs and anti-roll bars, yielding more precise handling in sport mode,while retaining a level of comfort suitable for everydayuse in normal mode. For the first time, the GT3 comesstandard with Porsche Stability Management. The drivercan disengage both stability control and traction controlin separate steps.At high speeds, aerodynamic improvements have in-

creased downforce at both the front and rear, more thandoubling the effect of the previous GT3. The exterior isaccentuated by standard bi-xenon headlights, LED rearlight clusters and modified air intakes and outlets.The new GT3 will be available with new dynamic enginemounts. Utilizing magnetic fluid, these mounts auto-matically stiffen to create a more solid coupling between

the engine and chassis when the car is driven energeti-cally. This provides a sporting, rigid assembly on fastbends and winding racetracks yet allows for engine iso-lation and increased comfort while driving in everydaytraffic. Traction is also improved when accelerating froma standstillBrake discs are larger, have aluminum hubs to reduce

weight and have ncreased brake ventilation. The GT3 canalso be equipped with PCCB ceramic brakes.A new lift system for the front axle is also available. By

utilizing an on-board air compressor, the front of the carcan be raised for steep driveways or inclines. The touchof a button raises the front ride height by 1.18 inches andat speeds up to approximately 30 mph..The 2010 Porsche 911 GT3 will be available in the

fall of 2009, manufacturer’s suggested retail price is$112,200.

New 2010 GT3 debuts


By Richard Curtisfor der Vorgänger

You’d think that 385 hp in a Ruf 911 would beenough for just about anyone. But, no, not for Potomac’sGary Church. This former chief instructor for Potomacwent and upped the horse power in his 2001 yellowtrack car to, ah, an eye-popping 700. Hmm, that oughtto be enough.Not to be outdone, Betty Church, also an instructor

and a person with no small interest in things Porsche,drives an in-your-face bright green 914 as her track car.Like the 700 hp Ruf, her 914 is far from subtle, stuffedwith a 250 hp 3.2 liter engine supported by a tube-framed rear chassis with coil over shocks, and stoppedwith Boxster brakes. At Summit Point DE events andother tracks, both are seriously quick cars driven by seri-ously quick drivers.They are a study in contrasts. She is lively and viva-

cious. He is studious and quiet. But together, though,

they share an obvious passion for Porsches. That passionextends to events outside of competition. For one, thereare all the other Porsches they’ve owned, the Porsche-re-lated trips and adventures, the events in which they’veparticipated or the roles within Potomac that they’vefilled. With the Churches, we have a dreamy Porschemarriage.If that’s not enough for marital harmony, they have a

home garage to die for, clean as a pin with sparkling paint,tools neatly arranged, a four-post lift on which resides adark blue 993 cabriolet (hers) next to a Harley-DavidsonSportster (his). The walls are decorated with, what else?,Porsche posters. You could live here.This Porsche frenzy started in 1992 when Betty

bought her first Porsche, a 968. She didn’t even knowabout the Porsche Club of America until she visited Sum-mit Point Raceway to watch her brother race his Corvette.While at the track, someone stuffed a PCA membershipapplication beneath her 968’s windshield wiper.Betty started with autocrosses for a couple of years

Above: Betty and GaryChurch in their dream cargarage. They have a seri-ous Porsche habit, not tomention dabbling in mo-torcycles, scuba divingand flying.

A burning passion for PorschesThe Churches have done it all for Potomac and great fun in the doing


(this is where she and Gary first crossed paths). Next, sheentered a Drivers Education event at Mid-Ohio withother autocross friends. By her own admission, shequickly became “a track junkie” heavily influenced bybeing reared in a family of three brothers, a father and amother who never told her she couldn’t do somethingjust because she was a girl. “All of (the males) were mo-torheads,” she says. Later, she became even more deeply

involved by becoming adriving instructor, gettinginvolved in Club racingwith her second but hot-ted-up 968. She raced justenough in it, she says, toknow that a 968 wasn’t herdream track car. Along theway, she became the editorof der Vorganger in 1997.“ ‘Betty could be the

editor,’ ” Gary rememberssaying. “ ‘It’s not that diffi-cult. You can do it. It’ll befine.’ ” For her part, Bettyquickly appointed Gary ascopy editor of the maga-zine to illustrate how “notthat difficult” it was. Later,she assumed several lead-ership roles within Po-tomac: membership chairin 2000, vice president in2001, president in 2002and past president in2003. She and Gary havehas even served a couple ofyears as turn flag marshals,and Gary has been work-ing flags in the corners and

heard as the Club Race announcer.Along the way, she and Gary got a little more serious

about track events and racing, buying a 993 Cup car forClub racing events. By now, the hook was firmly planted.“We do this stuff because it’s fun,” says Betty, who

also admits “I just didn’t enjoy club racing that much;I’m not that competitive.” She also says, though, thatwhen supporting Gary at club races, “It’s painful to go to

Left: Gary Church on-board his 2001 Ruf 911 RTurbo. Gary picked upthe car in Germany, droveit for two weeks in Eu-rope, including a stop atthe Imola Formula 1 race,then shipped it home.The car has 700 hp and isstill street legal.

Below: Betty’s 914 thatweighs about 1,900 lbs.The 666 door numberevolved from Betty’s li-cense plate on her 993(SPDEMON). “No oneelse seemed to want it,”she says. The car is alsoknown as the Patrick carso named because thepaint colors match Patrickthe Starfish from SpongeBob Squarepants.


the track and not drive.”About PCA, Gary says

“The Porsche club really,really offers more friend-ships than you could pos-sibly imagine. We all sharea common interest in cars,and we are not couch po-tatoes.” Indeed, theChurches are anything butcouch potatoes, both ex-hibiting the personalities ofsuccessful and fulfilledpeople. Gary is the chiefexecutive officer of his owncompany, an aviation con-sulting firm based inAlexandria, Va., and Bettyis the company’s chief fi-nancial officer following anearlier career in banking.They are self-describedspontaneous people, typi-cal Type A personalities in-volved in everything fromscuba diving to flying (Garyowns and flies his ownplane, an SR22 Cirrus),and to high-performancedriving of course.Gary began his Porsche

involvement with a new’93 964 cabriolet, which,

like Betty, he autocrossed at first. A trip (first of several)to the Bondurant driving school in Arizona followed, asdid eventually a High Performance Driving Clinic that heoriginated at Summit Point in the late 1990s. “You sortaget sucked into it,” says Gary. The 964 was followed bythe aforementioned 993 Cup car in 1999 and a 1995996 C4S. Then the motorized howitzer of the Ruf rolledonto the scene.He bought the Ruf in 2002, picking it up in Germany

and then did every Porsche owner’s dream of driving thecar in Europe for two weeks, including stints on the au-tobahn before flying into Dulles Airport. In 2003, Garyalong with friend Paul Gerrard drove the Ruf in the OneLap of America event, finishing fourth overall with theoriginal 385 hp engine. He also drove the Targa New-foundland that same year with friend Bob Miller of AtSpeed Motorsports, again in the Ruf.As for the immediate future? Gary says, “We’re doing

the 24 Hours of Lemons at Carolina Motorsports Park inApril.” “I recorded the (Lemons event) when it was tele-vised back in December,” Gary says. He showed it toBetty, who said “We can do this.” Their weapon ofchoice? No, not the Ruf (for one thing, there’s a $500limit on how much you can spend on your Lemon), buta low-cost beater of a vehicle. It’s another example of thespontaneity the Churches seek.Coming up also this year will be a couple of DEs for

both Churches. They’re also investigating possibilities atnew tracks, which both relish. Gary had driven one ofthe new tracks at New Jersey Motorsports Park last yearand is looking forward to a first visit to the Monticellotrack in Upstate New York as well as other venues suchas Bluegrass and Barber in the near future.

Family photo

Left: Paul Amico sitting ina 993 Cup car while Garylooks on. Gary and Paulwere co-driving in theMosport Club race en-duro while Betty Churchand Donna Amico droveDonna’s 964 Cup car atthe event.


Below: Betty Church,Sheri von Briesen andChad Morrison tradePorsche stories at a Po-tomac event at Porsche ofArlington in January. TheChurches have been in-volved in all aspects of Po-tomac’s events.


By Larry Hermanfor der Vorgänger

You see us frantically running from car to car, and thendisappearing into our own rocket ships from time to time.Occasionally, you might even catch us huddled amongstour own, gesticulating wildly and laughing about somedriving interplay. We are the elusive instructors, talented,experienced and full of knowledge to be passed onto oth-ers, such as you. The problem is that we have a lot to do,but we don’t havemuch time, and so we need to beman-aged, and cared for, and loved. What I would like to dohere is explain to you novice and intermediate drivers ex-actly how you can get the best out of your instructor.The first and foremost thing to do at the beginning of

an event is to seek out your instructor. Most clubs haveassigned instructors and usually include that list as partof your registration package. Your instructor most likelywill have towed their car there, and will be busy unload-ing and getting ready. If you get your stuff done rightaway, and seek them out, it will be one less thing for themto do. It’s usually not a bad time to introduce yourself, re-view your track experience, and get to know them. If thatis not convenient for them, they will probably suggest atime to meet before your first run. That time can set theentire tone for your weekend. It gives you the opportunityto discuss your abilities, deficiencies, and goals for theevent. It also gives them time to discuss their instructingstyle, what they will be looking for, and how they can bestteach you. It’s a good way to understand each other.

Proper care and feeding of your instructorIllustration for der Vorgänger by Michael Langshaw

�

Some students like a lot of chatter, and some don’t. Same with in-structors, some talk a lot, and others spoon feed information as it’sneeded. This helps to put you both on the same page.Pick up your instructor for your run session where they are setup

and be early. It gives them time to talk to you. If they are involved withsomething, it helps as a reminder that it’s time to go out, and onceagain they do not have to search for you. The few minutes you spenddirectly before and after your sessions are where a tremendous amountof timely information can be exchanged. Alternatively, youmight spendlunch with them discussing the whole morning, but do not be put offif they politely decline. After all, it is their weekend, too, and manylike to spend time with friends and family.First time out in the car, take it easy! Impress your instructor with

your smoothness, knowledge of the line and self control. Don’t thinkor act like you are the next Fernando Alonzo, you are not. Nothingcan start you out on the wrong foot more than charging headlong intothe first turn with cold tires and an instructor who does not yet knowyour abilities. Show me how you can be smooth, and I’ll show youhow to go fast. If you are ragged and inconsistent, don‘t expect me towork on advanced techniques that require precise control and have a

small margin of safety. Youwill spend the weekend plod-ding around on the line untilI feel comfortable with you.Comfort really is the issue.Drive within your comfortzone and I will be comfort-able too, and probably morereceptive to you going faster.Here is the real truth: We goas fast as we do because wefeel comfortable with whatwe are doing, not because weare scaring ourselves todeath. I don’t like my studentscaring me either.

Do not be afraid to ask questions. Your driving skills need to bebuilt upon a solid foundation of knowledge and repetition. If your in-structor assumes that you understand a particular skill, but you donot, it may well impact all of what they are trying to teach you. Re-member that it is more embarrassing to slide off the track and crashyour car than it is to ask the same question a dozen times until you un-derstand the answer.Be patient with your instructor. Just like not everyone can be a great

driver, not everyone can be a great instructor. The difference is thatone has to have a prerequisite amount of driving knowledge, skill, andseat time in order to be an instructor, and so they have muchmore ex-perience than you do. Even if you may not agree with everything thatthey tell you, there are things that you still may learn. I still try differ-ent lines and techniques because I never know when I will find some-thing just a little better than what I have been doing for years. Bereceptive to different ideas. Just like you always hope to get an in-structor that you really click with, we hope for the same in a student.Finally, remember that your instructor is doing this for you because

of their love for the sport, and their desire to help other similarly in-clined drivers feel the same way. So, at the end of the event show themthat you appreciate what they have done for you. Thank them, pro-fusely. Buy them a beer, or if they are really good, a set of Pirelli P Zeroslicks (in sizes 245 & 305 x 18 for me, please).

• • •Larry Herman is the technical chairperson for Riesentoter Region PCA.

He started autocrossing in 1972, has been instructing for DEs since 1985and has club raced since 1995.


It is more embarrass-ing to slide off the trackand crash your car thanit is to ask the samequestion a dozen timesuntil you understand theanswer.


Help Potomac build membershipJoin the club in a membership drive to increase our club’s numbersYou can help our region

grow. Photocopy this pageto include the PCA appli-

cation below. Make a fewcopies and keep them ineach of your cars. When

you see a Porsche ownerhand them the flyers andinvite them to join, or leave

the flyer on the wind-shield. We are currentlythe second largest region

in PCA. Help your club tobecome No. 1.

Member perksWhen you become a

PCAmember, you becomea member of the largest in-dependent, single-marqueclub in the world. It’s onlyfitting that you get a fewperks, right? For starters,you will receive a subscrip-tion to Panorama, PCA’smonthly magazine. Youwill also have access tothese additional benefits:Discounts from many

local and national mer-chants, including fiveD.C.-area Porsche dealers,for Porsche related prod-ucts, parts and services.(This is worth the cost ofmembership alone.)Technical publications:

Up-Fixin der Porsche (11volumes reprinting alltechnical articles to appearin Panorama).Tech Committee avail-

able to answer your ques-tions.Valuation committee to

help you establish thevalue of your Porsche forinsurance purposes.Access to specialized

insurance for Porsches thatare second autos/pleasureonly/limited use.Nationwide PCA Club

racing program; modeledon vintage racing rules.Annual national con-

vention (Porsche Paradegathers in a different loca-tion each year. Over 600Porsches and 1,500 folks.)Group tours (PCA Tref-

fen®) to Europe and thePorsche factory.

Membership eligibilityMembership is open to

all Porsche owners, co-owners or lessees, who are18 years or age or older.


Story and photos by Steve Vetterfor der Vorgänger

Anyone that owns a 944 variant knows that youmustreplace the water pump, belts and seals on a regular basis.Moving up to a 944 with a 16 valve cylinder head

adds more power, but additional maintenance items.Within the head is a mechanical device that places ten-sion on the timing chain.Within this device are two padsthat require replacement. A broken pad will cause thechain to jump time and damage the head similar to thetiming belt breaking. The specific maintenance intervalon these items is in dispute.The subject car for this article is my recently acquired

1990 944 S2. It’s a Canadian model and I’m the sixthowner. Since I had no evidence that it had been done inits 175,000 km (110,000 mile) life, I figured it would bea good afternoon project. The chain is also a wear item,but I chose to leave that until the next time I do the waterpump and belts.There are upper and lower pads that need to be re-

placed. Some folks replace only the top pad since thatsees the pressure from the tensioner, and the lower isfixed in place. Replacing just the top is much cheaper,but since I didn’t know what I would find, I did both.According to clarks-garage.com, three parts are needed:a top pad (928.105.509.01), a bottom pad(928.105.347.01) and the gasket (928.104.447.09).This is one of those projects where the pricing makes nosense. The top pad is about $15. I wasn’t able to get thebottom pad by itself, so I bought the full kit for $106from Paragon Products (part number PP-105.049.KIT-RAIL). The “kit” contains both pads and two tiny screws.Wow.The work is pretty straightforward:Remove the spark plug wires and spark plugs.Remove the 13 5mm allen bolts that secure the cam

cover to the head. They do not unscrew all the way, butthey can be pulled through the rubber grommets in thecam cover.The cam cover can be removed without removing the

fuel rail hoses with just the right amount of twisting, lift-ing and turning. It’s challenging, however.Remove the two bolts that hold the “J-tube” onto the

tensioner and head. There are four small copper “crush”washers that form a seal for the oil that feeds the ten-sioner, two on top of the J-tube and two on bottom. Care-fully remove these after removing the bolts. Remove theJ-tube and then remove the bottom two crush washers.The bottom washers may stick to the J-tube.Carefully press down on the chain with your hand

and compress the tensioner and insert a very small allenwrench into the hole in themetal tensioner tab and abovethe plastic ramp. This will hold the tensioner in the com-

pressed position for re-moval.Remove the two allen

bolts that hold the ten-sioner to the head. Oncethese bolts are removed theentire tensioner assemblycan be removed.Reverse the procedure

to install. The principle ofgravity and the clearanceby the fuel lines will makeit a challenge to get thecover back in place. This,truly, was the most difficultpart of the project.

Torque the tensioner bolts to 7 lbs/ft and the valvecover bolts to 7 lbs/ft.I found that both pads were pretty well worn with

nice grooves worn into the plastic. I suspect, due to thecolor that these are the original parts. Some folks havefound that the pads become brittle over time, contribut-ing to failures. I was surprised that after nearly 20 years,the cold Canadian climate, six owners and track milesthey were relatively strong.

Replacing a 944’s camchain tensioner pads

The arrows point to thetwo allen-head bolts thathold the J-tube in place.

The tensioner after re-moval from the engine.Notice the obvious wearpatterns (arrows).


By Bruce Macklietfor der Vorgänger

It takes an incredible organization and effort to put onthe annual Potomac Region Club Race.The race organization includes stewards, registration,

scrutineers, grid, pit, emergency services (e.g., fire, med-ical and course marshals), timing and scoring, starters,sound control, pace car and flagging and communica-tion. Nothing beats flagging and communication forbeing close to the racing action.Flagging and communication—the flaggers, or “cor-

ner workers,” who you see sporting white clothes at theturns of the race track—serve three important functions:

Flaggers are the driver’s eyes and warn drivers, throughthe use of flags and hand signals, of important track con-ditions that drivers cannot otherwise see. Flaggers are firstresponders to emergencies that involve drivers and spec-tators. Flaggers also are the eyes and ears of the stewards.A typical corner—or station—has a crew that in-

cludes: crew captain, communicator, yellow flagger, blueflagger and safety point.The captain is chosen from among the most experi-

enced and knowledgeable workers and has full responsi-bility for running the station.The communicator uses a two-way radio to “race con-

trol” to communicate station conditions. The communi-cator informs race control of issues such as track

Just who are those guys in white?They’re all volunteers, have to go to school to learn how to do it, and enjoy it

Photo by Michael Madrid

Potomac member BruceMackliet handling the yel-low flag at Summit Point’sTurn 1 during a 2008event.


blockage, conditions such as moisture or oil onthe track, any metal-to-metal contact, passingunder a yellow flag, blocking, car problems (win-dow nets, hood latches, smoking or dripping,visible numbers, brake lights) and unauthorizedspectators.On occasion, the communicator may contact

another station directly to request a certain flagbe displayed. Depending on worker availability,the captain may also perform the role of com-municator.The yellow flagger watches downstream for

incidents or conditions that mustbe communicated to drivers. Theyellow flagger uses a yellow flag tocommunicate track conditions tooncoming drivers. As the sayinggoes, “waving on the paving andstanding on the grass,” whichmeans that a waving yellow flag isshown when there is blockage onthe track surface. If the hazard isoff the track surface, the standingyellow is given.The blue flagger has the pri-

mary responsibility of protectingthe yellow flaggers since the yel-low flagger has his or her back tooncoming traffic. Thus, the blueflagger is positioned so that he orshe can get the yellow flagger outof harm’s way if necessary. Theblue flagger also displays the blueflag to drivers that are being over-taken. The blue flag says to drivers“check your mirrors.”During races, the blue flagger typically keeps

mental notes on the top four or five cars and bot-tom four or five cars. When the blue flaggerjudges that a car will be overtaken between his orher station and the next station, the blue flag isdisplayed.When an incident requires the display of a

yellow flag, the yellow and blue flaggers swaptheir locations. The yellow flagger now faces theoncoming cars, and the blue flagger looks down-stream and at the corner captain in order to sig-nal condition changes to the yellow flagger.At the direction of the captain, the blue flag-

ger may display many other flags: white flag, de-bris flag, black flag, and red flag. The blue flaggeris a challenging position for novices.The safety point typically stands in locations

that will make it easier to respond to incidents.This may be across the track from the station, orin a location that helps extend the eyes of thecaptain and yellow flagger.The safety point must be able to communi-

cate with the captain via a series of hand signals.The safety point—as well as other crew mem-bers—may be called upon to help put out carfires and will always carry a fire bottle when re-sponding to any incident. Learning hand signals,

and being able to respond to incidents and com-municate with drivers, is a challenge for new cor-ner workers. Not all corners use safety points.When an incident occurs that requires a flag-

ger to respond, the responsibilities of the flaggerare, in order: To protect him or herself; protectthe rest of the corner crew; protect the driversstill racing; and protect the drivers involved inthe incident.Depending on the needs of the station, all

corner workers may be called upon to restore thetrack to running conditions between sessions or

during temporary race stoppages.Workers frequently are called onto rebuild tire walls and to get de-bris off the track.In the past, the Potomac Re-

gion has conducted flaggingschools for anyone interested inflagging at the Club Race. Morerecently, Potomac has taken ad-vantage of training offered by theWashington D.C. Region of theSports Car Club of America(WDCR-SCCA).Not only has SCCA helped by

making their Novice Flagging andCommunications School accessi-ble to PCA members, but in re-cent years the WDCR-SCCA hashelped supplement the volunteerflaggers from PCA during ourClub Race.I first took the Potomac Re-

gion flagging school in 2004 andI have flagged each Club Race

since. However, I felt that flagging skills shouldideally be appliedmore frequently than the once-a-year Club Race. So with this in mind, I tookthe SCCANovice Flagging and CommunicationsSchool last year.The WDCR-SCCA approach to flagging is

good for novices because the station crew rotatesthrough all positions—yellow flagger, blue flag-ger, communicator and the safety points.Some regions may insist on a greater degree of

specialization in which, for example, one mightbe a blue flagger or a safety point. The WDCR-SCCA approach gives each crewmember experi-ence at each position. Special help may beprovided to newer flaggers to help them progress.The station captain also may help novices byavoiding especially challenging assignments.For example, the captain may work out a ro-

tation schedule so that the novice is not the com-municator during a race of 40 or 50 SpecMiatas.The Potomac Club Race is nationally admin-

istered but regionally sponsored and organized.This year’s volunteers will permit Potomac tostage the race for the 18th straight year (sincePCA Club Racing began). Volunteering at theClub Race is a great way to meet other members.The dinner and door prizes aren’t bad either.

Interested in flagging?

If you are interested inattending the WDCR-SCCANovice Flagging and Com-munications School at Sum-mit Point over the March28–29 weekend, pleasecontact the Club RaceChair, Kevin Oyler [email protected].

With the knowledgegained at the school, youhave the option of addingexperience through flaggingat SCCA races. And, ofcourse, you would be wel-come to join the fun at thisyear’s Potomac Club Race,scheduled for Oct. 3–4.


New location for Md. b’fastWe are trying a new location and format for the third-

Saturday-of-the-month breakfast in Maryland on Satur-day, Feb. 21.Instead of a 9 a.m. breakfast at Pralines, we are going

to have a Third Saturday Brunch at the Irish Inn in GlenEcho, MD at 11AM on Saturday. We will have a privateroom upstairs, so just head upstairs. We will also havefree American LeMans Series posters available.The Irish Inn is at 6119 Tulane Ave in Glen Echo,

Md., just off of MacArthur Blvd., and can be easily ac-cessed from I-495 at the Clara Barton Parkway exit southtowardWashington, and then theWashington/Glen Echoexit off the parkway. From the Glen Echo exit, make a leftat the stop sign onto MacArthur Blvd. northbound, andthe Irish Inn is immediately on your left. There is parkingin front and behind the inn, and there is additional park-ing up the road in front of Glen Echo Park.The Irish Inn website is

http://www.irishusa.com/irishinn/and their phone number is (301) 229-6600

dV on the Internetder Vorgänger is on the web under "About Us." If you

are not being mailed your dV please go to www.pca.organd update your profile to give us your current address.

Lap-top neededThe auto cross program is need of a lap-top computer.

If you can donate a working computer please contactTony Pagonis @ [email protected] .

First rally of 2009 setRally season will be on us soon.We have four rallys on

the calendar for 2009.The first will be the Great Grape Es-cape Rally on Saturday, May 2.The rally route covers about 84 miles, starting at the

Manassas (Va.) Battlefield Visitor’s Center and ending atBarrel Oak Winery near Marshall, Va.The route passes several vineyards—sorry, no sam-

ples on route—and on some delightful roads. We willstart at 12:30 p.m. to have everyone finish by 4:00 p.m.at the winery, where participants will be served wine andsnacks.A rally questionnaire will consist of answers and

mileage for each observation. Registration is $30 per car.You can also do a wine tasting and tour as you like. Con-tact [email protected] for more information. It willalso be posted on the Web site.This is the same date as the May breakfast in Virginia,

so come to the breakfast, and we will have a group driveover to the start line and tour the visitors center at thebattlefield before the Rally. To register send your name,navigator’s name, model of car and insurance companyto [email protected].

— Gary Brindle, rally chair and Jim Pugh, rally coor-dinator


Photos by Richard Curtis

Above: John Brady of Great Falls, Va., looks closely at abright orange 2009 Cayman S Sport stickered at$84,000.

Above right: Rich and Chris Franco, of Burke, Va., in-vestigate the inside of black Cayenne (with “Sold”sticker in the window).

Porsche of Arlington (Va.) invited Potomac membersto a preview sale to purchase some of their excess inven-tory in a one-night only event in late January. Items avail-able were clothing, models, key chains, books, golf, travel,watches, sunglasses, kids pedal cars, toys, accessories, carcare products, wheel and tire sets, vehicle accessories andmore. An estimated dozen folks showed up, several walk-ing away with some nice merchandise. This also offeredan opportunity to look at new Porsches up close.

Dealership fun night


By Richard Curtisfor der Vorgänger

If you can operate a measuring tape, drill two holes ina Fiberglas helmet and have a modicum of patience plusabout 20 minutes, you, too, can mount a HANS deviceto your helmet.These safety devices, HANS (Head And Neck Sup-

port), although not required currently for Porsche Driv-ers’ Education events, are strongly suggested. If you’regoing racing of any sort, you would be well advised tobuy and wear one in conjunction with a roll cage (or rollbar) and safety harnesses. They’re basic insurance againstpossible catastrophic injuries.Dave Riley, Dave DiQuollo and I gathered one cold

January Sunday afternoon to install these devices inDave’s and Linda Riley’s helmets. The first device tookabout 45 minutes to install; the second, 20 minutes.One note: If you have a helmet with side vents, be

extra careful that the 6-inch point at which you need todrill the holes doesn’t fall within the vent. One of Riley’solder helmets (a Bell Mag 4), presented this problem.Directions are also included with the HANS device

when you purchase it. If you’re an online-only animal,you can find step-by-step directions and complete with il-lustrative photos, here:www.rs25.com/forums/showthread.php?t=57907.

Here’s what we did:Find the helmet’s centerline andmark it near the hel-

met’s base (see photo 2, next page)Apply masking tape (or similar) around the perimeter

of the helmet.Mark a point 1.5 inches above the bottom edge of the

helmet and six inches to either side of the centerline.Drill a quarter-inch hole through the helmet at each of

these points (photo 3), taking care to place somethingbetween the helmet liner and the outside shell so as notto drill through the liner. The wrench that accompaniesthe HANS device is well suited for this or any small pieceof metal. Drill slowly. You might start with a smaller drillbit and work up to the final ¼-inch size.Remove the tape and deburr the holes.Insert the large nut-washer between the helmet liner

and the helmet shell.Apply a drop of blue thread-locker (supplied with the

device) to the post anchor bolts.Insert the post anchor bolt and its associated hard-

ware as shown in the diagram.Tighten the post anchor bolt with a screwdriver, pliers

or wrench. The pointy end of the post anchor bolt pointstoward the helmet’s rear.Try on the helmet with the HANS device attached.

Photo 4).

To install, you’ll need:

HelmetHANS deviceHANS anchor kit

(comes with the device)Drill with 1/32 inch

and ¼ inch bitsSharpie penMasking tape (or sim-

ilar)Flexible ruler (cloth

tape)Several helpers (op-

tional but could be help-ful, especially when itcomes to the simplearithmetic)

How to fit a HANS device


Public relations: Scott Mayster [email protected] service: Scott Mayster [email protected]: Gary Brindle [email protected]: Craig Bond [email protected]: Janet Gresh, Sheri von Breisen [email protected]: OPEN [email protected] 2 Rep: Jim Becker [email protected]: Michael Johnson, Pete Kauffman [email protected]

derVorgängerEditor: Richard Curtis [email protected]: Kermit Kidwell [email protected]: Michael Langshaw [email protected]

Model ExpertsCayenne: OPEN [email protected] & 912: Tim Berardelli [email protected] (older): George Whitmore [email protected], C2, & C4: Roger Bratter [email protected] (‘95-’98 911): OPEN [email protected] (Boxster): Geoff Thompson [email protected] & 914/6: Ray Plewacki [email protected] & 968: Ivan Arzola [email protected]: John Brown [email protected]: John Lewis [email protected]

Contact information for PCA Potomac Founder’s Region officers and chairsFounders’ Region officersPresident: Tuffy von Briesen [email protected] president: Dick Seltzer [email protected]: Bruce Dobbs [email protected]: John Magistro [email protected] president: Tony Kelly [email protected]

Drivers’ EducationDrivers’ Ed: Alan Herod [email protected]: Charlie Clark [email protected]: Skip Close [email protected] coordinators: Doug Nickel, Eric Stratton [email protected]

Chief instructors: Ralf Bruckner, Dirk Dekker [email protected]

Tech co-chairs: Andy Clements, Kevin Oyler [email protected]: Tony Pagonis [email protected] ‘n Dine: John Eberhardt [email protected] Race: Kevin Oyler, Starla Phelps: [email protected] Ron Davis, Mike Sarli [email protected]: George Whitmore [email protected] officer: Todd Daubert [email protected]: Janet Gresh [email protected]: John Magistro [email protected]

About HANS devices

Helmet should meetcurrent requirements(any current SNELL-ap-proved helmet)

Material (carbonfiber, Kevlar); each deviceis SFI and FIA certified.

Maintenance: Keepout of sunlight; cleanwith warm water andmild soap

Cost: about $600 toabout $1,100 dependingon model and size

Weight: 1, 1.25 and2.25 pounds dependingon model and size.

Sizes: X-small, small,medium and large

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Readers andtheir carsAbove: John Bailey wasone of a large crowd thatturned out for the Febru-ary breakfast meeting inTysons Corner, Va. TheSterling, Va. resident isshown here admiring the400 hp (at the rearwheels!) 3.3 liter enginein his 930 Turbo. He’sowned the car for nineyears.

Right: A beautiful black1989 Turbo owned byDave Buchinski who at-tended the Tysons break-fast with his friend TylerShields, both from Hern-don, Va.. He’s owned thecar for five years andknew the doctor whoowned it before him.




Top: Glenn and Nancie Havinoviski of Reston made the short drive intheir Ruby Red 2008 Cayman to Tysons for the February breakfastmeeting.

Above: Lee Hamilton, right, who seems to be setting some sort ofrecord by getting his photo in just about every issue of der Vorgänger,makes a new acquaintenance with Chuck Bush. Chuck’s dark blue993 C4S (back), which he’s owned for a year, is the same color asLee’s 993 Targa (foreground) and is Chuck’s second Porsche. He alsohas a metallic blue 1970 911S.

Above: The Saturday breakfast meeting was blessed with warm,sunny weather, which brought out a much larger than usual crowdof Porsche owners. Among many interesting cars was a 4-cam Spyder(not shown), at least one Cayenne, and several late-model turbos.


A last-minute coffee meet-up was held on a beautiful Sunday morning in Bristow, Va. on Feb. 1 with nine cars showing up, including Al Leung’syellow Carerra RSR clone (see more of his car at right).

Photos by Willy Straubhaar

The Maryland breakfast meeting was held Jan. 17 withseveral cars posting (below). Above: Club membersenjoy coffee and breakfast at the restaurant. Right:Todd Boyer plans to try a DE with his Boxster S.


Al’s new toyPhotos by Richard Curtis

Following some research on eBay, Al Leung of Spring-field, Va., found a dream car: a self-described “mutt”consisting of a 1971 911 body, a 3.2 engine from an’89 with suspension, brakes and fender flares from a930 Turbo. Al drove his beauty, an RSR clone, to a cof-fee get-together in Bristow, Va. on Feb. 1 with the Ken-tucky plates still gracing the car’s rear. Al says the car

was built by Dave White Racing in Florida. The interioris finished with drop-dead gorgeous natural coloredleather (even the dash!), with a Wevo shifter, upgradedsteering wheel and aluminum pedals. Al also owns a2007 C4S.



Ron Davis has one of the niftiest (and cleanest) 1964 356 SCs around. Ron is also the concours chair for Potomac.

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