52nd Porsche Parade Autocross by Jim Cambron - Heart O' Dixie

52 nd Porsche Parade Autocross
San Diego, California, July 4, 2007
By Jim Cambron
Background.
I purchased my first Porsche, an ’02 RUF Boxster S, in November ’02, and the following
summer attended my first Porsche Parade near Tampa, Florida. I thought the Concours was
interesting, the Rally was fun, and the Tech Quiz was difficult; but the Autocross was the event
that really got my attention. The Autocross was a competitive racing event and that’s what
Porsches are famous for; running and winning races. While working at the Parade Autocross
event I purposed to maximize the potential of my Boxster and myself in order to participate in
the Ft. Worth Parade Autocross the summer of 2004.
Soon after returning from Tampa, I asked my car buddies who was the best driver in the
Tennessee Valley and everyone pointed to Alan McCrispin; a six-time SCCA National
Champion (and now a Heart O’ Dixie Porsche Club member). After explaining my objectives to
Alan, he started teaching me in weekly two hour classes. I used both my Miata and the Boxster
since the lessons applied equally well to both vehicles and use of the Miata spared the Boxster
the rock chips resulting from the worn-out asphalt at the Hunt Park autocross track. Then, prior
to the Parade, I trained in the Boxster to learn its specific handling characteristics.
These lessons proved their value at the Ft. Worth Parade where I finished 5 th in the
Boxster S Production Class Autocross. However, I actually performed a little better than this 5 th
place in class indicates since the first four finishers used autocross racing tires and I had street
tires. I continued taking classes from Alan throughout 2004-2005 in preparation for the ’05
Hershey Parade and upgraded my wheels and tires to match the competition. I mounted a set of
245mm width Hoosiers on my Boxster 9X17” wheels on the front and a set of 275mm Hoosiers
on 10X17” Porsche Turbo wheels on the rear. I also built a tire trailer to transport the autocross
wheels and tires to the Parade.
’02 RUF Boxster S
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At the ’05 Hershey Parade Autocross I finished 2 nd in the Boxster S Production Class and
was acknowledged as the 8 th fastest Production Porsche in America. Leeds Gulich, a three time
SCCA champion from Seattle, took first place, beating my time by 2.8 seconds (in a sport
measured in thousands of a second). In December ’05, I wrecked the ’02 RUF Boxster and spent
the next 18 months physically recuperating and planning for a replacement Porsche.
’05 Hershey
Autocross
The New Boxster
My GT3 RS is a great track car, but not a comfortable trip car; with its racing suspension and
no AC or cruise control. I don’t want to trailer it to the Parade each year; I enjoy driving a
Porsche through the different regions of the country. I needed a Porsche more suitable for local
and regional PCA trips, for car shows, and for the Parade commute. I wanted another
convertible and preferred the Boxster to the 911 Cabriolet due to its potentially better power-toweight
ratio, better looks, better balance, and better price.
I based the planning of the purchase and modification of the new Boxster around the Parade
autocross competition and identified five requirements to win that event: 1) tune the engine to
produce its maximum bolt-on power, 2) reduce the vehicle and components to the minimum
possible weight, 3) mount the widest and stickiest tires on the lightest wheels, 4) adjust the
suspension and tire pressures for neutral handling, 5) secure driver training from a professional
and practice. Of course all mods must be in accordance with the Parade Competition Rules
(PCRs).
I got the new Boxster in April ’07 and its autocross features include: PCCB compositeceramic
brakes with 19” Carrera Sport wheels, a Power-Flow intake, Fabspeed headers and
performance catalysts; PASM suspension with compatible H&R performance springs; front strut
upper-tie bar, Sport-Chrono system; Porsche Euro 996 GT3 Club Sport racing shell seats;
Simpson shoulder harnesses, and a Brey Krause fire extinguisher.
The PCCB brakes have a much higher coefficient of friction than steel rotors and provide
vastly superior braking power with a linear pedal feel. The 19” wheels are the widest offered on
the Boxster and the PCRs allow an increase of 1” over OEM wheels, tires, and vehicle track.
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This PCR calculation allowed wheel widths up to 9.5” in the front and 11.0” in the rear with
260mm and 290mm width tires. The intake, headers with performance catalysts and mufflers, in
concert with the Sport-Chrono option yielded the greatest power increase IAW the PCR
specified “bolt-on” components (I deferred reflashing the DME until post Parade when I have
more miles on the car). The PASM and performance springs with strut bar produced the best
Production Class suspension mods. The Club Sport shell seats reduced weight and when
combined with the shoulder harness offered improved driver constraint and safety. All other
vehicle options and improvements were for the visual effect necessary to win car show trophies.
’07 Boxster S
The completed Boxster certainly seemed to have winning potential with a calculated 354 hp
(w/DME) and 2,850 lbs yielding a power-to-weight ratio surpassing the 997S by nearly 10%.
Selecting Replacement Autocross Wheels and Tires
After my crash, I sold my ’02 Boxster autocross wheels and tires to fellow Boxster-owner
and club-member Paul Wright, so I needed a new set of wheels and tires. In the autocross,
smaller wheel diameters weigh less and produce faster acceleration gearing. You want the
smallest diameter wheel that will fit around your brakes plus the widest wheel (for the widest
tire) that will fit under the fenders and not rub the suspension or fender liner. The PCCB brakes
necessitated a minimum of 18” diameter wheels and my first thought was to use my GT3 18”
Jong Bloed racing wheels. Their 12” width rear wheels with 335mm tires exceeded the PCR
allowance, but the 8.5” front wheels with 235mm front tires were the right size.
However, there were two problems with the use of the Jong Bloed front wheels on the
Boxster: 1) the GT3 front wheel offset was greater than the Boxster, so the wheels would
protrude past the fenders, 2) the wheels mounted Michelin Pilot Cup tires which are terrible at
the autocross, worse than street tires. So, I needed another set of autocross wheels and tires and
hopefully at a price less than the $5,800 invested in the Jong Bloeds and Michelin Cups.
I use SSR wheels on the Miata and in their 7X15” size they only weigh 9lbs a piece and I
really like the handling characteristics of the Kumho V710 autocross tires mounted on these
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ims. The Kumho tires are progressive at the traction limit which is much better than my
previous Hoosier’s abrupt break-away characteristics. Fellow autocrosser and club member Tom
Rothrock told me that SSR and Kumho were now available in Porsche sizes. The Tire Rack had
the SSRs in the necessary 8.5” and 10” width 18” diameter sizes, but they told me the SSRs were
heavy at 22 and 26lbs. They recommended Enkei wheels at 19-1/2 and 21lbs. Although the
Enkei wheels were a total of 11lbs heavier than the Jong Bloeds, they were still 18.8lbs lighter
than the Boxster wheels and were also $4,100 cheaper. The Tire Rack also fitted me with 18”
Kumho V710 tires in 245 and 285mm widths. The total weight savings of these wheels and tires
over stock, including the PCCB weight savings over steel brakes, totaled 51.2lbs of unsprung
weight. Every pound of unsprung weight reduced is thought to be worth six pounds of sprung
weight, so this savings equaled a sprung weight savings of 307 pounds. At my target power-toweight
ratio of 8:1, this weight savings equaled the same performance improvement as a gain of
38 horsepower. Plus, reducing unsprung weight not only improves acceleration, but also braking
and turning as well.
While the PCRs allowed 987 Boxster S wheel width sizes of 9.5 and 11.0, the widest
Enkei wheel widths were only 8.5 and 10. Likewise, the PCRs allow 260mm and 290mm width
tires, but the Kumho tires closest to those widths are 255mm and 285mm. The 285mm tires fit
the rear of the Porsche without rubbing and within the fenders, but the 255mm tires protruded
past the fender line so I dropped down to 245mm width front tires.
PCCB Front Brakes
Enkei Wheels
Preparing for the Parade
Various scheduling conflicts prevented me from practicing on an autocross course with
the new Boxster, but I was able to meet Alan one Saturday morning to determine the air
pressures needed in the tires to balance the vehicle’s handling characteristics. Alan drove the
Porsche through a high speed slalom course and adjusted the air pressure in the tires with each
pass, until he achieved a perfect balance between understeering at turn-in and oversteering at
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exit. At this balance point, as little as ½ pound of tire air pressure changes the handling
characteristics of the vehicle.
Neutral handling was achieved with a 1-1/2lb air pressure differential between the front
and rear tires. Porsche recommends front tire air pressures of 6lb less than the rear tires to
ensure under-steering characteristics. Accordingly, while I want neutral handling on the track, I
run a 3lb front-rear air pressure differential in my street tires. I set the Kumho autocross cold tire
air pressures at 38.5 and 40.0lbs.
As previously mentioned, I towed a tire trailer with my autocross wheels and tires behind
the ’02 Boxster but Porsche modified their new models to prevent trailer hitch attachments. For
this Parade I shipped my wheels and tires to the Parade hotel at a cost of $165 each way. They
were waiting for me in the Town & Country Resort baggage room when I checked in.
The PCRs slated my 987 Boxster S in the Production-16 Class which includes modified
987 2005-2007 Boxster S and the 2006-2007 Cayman S. The Boxster/Cayman platform has
traditionally been the fastest Production autocross Porsche. Its mid-engine balance combined
with adequate power, tire width, and 911 brakes on a lighter vehicle enables usually out-perform
the 911s. The 4-wheel drive Porsches, even the turbos, are seldom faster since their traction
advantage is more than offset by their weight disadvantage. The 996 GT2s and 997 GT3s are
faster than the turbos, but their rear weight bias reduces corning speeds more than their power
advantage over the 986/987 platform.
During the construction of the new Boxster, I compared each planned modification
against the Production Class PCR allowance. What a shame to set the fastest time in your class
if you’re disqualified and they give the trophy to the guy who finished behind you. In previous
Parades I learned that the serious competitors have a copy of the PCRs in their hip-pocket and
examine every questionable modification. The Parade Autocross is serious business!
The specific PCR requirements for the Boxster S include the following:
• Tires cannot rub against the fender, body, or suspension, other than light front tire
rubbing at full steering lock. My Boxster had no rubbing between the Enkei wheels with
245mm/285mm tires and the H&R PASM compatible performance springs.
• All safety modifications are allowable: harness bars, fire extinguishers, non-factory seat
belts, race seats, and tow hooks. I added all these components to the ’07 Boxster.
• The air filter may be removed or replaced; all DME mods are allowable, any exhaust mod
is allowed including headers and removal of catalysts, except “a” muffler is required;
gear shift linkages may be modified. I modified the intake, exhaust, and gear shift
linkage, but deferred the DME mod until post-Parade.
• Suspension: any alignment is allowable; front shock tower bars are allowable, provided
it is bolted into place and not welded. I added PASM compatible performance springs
and a bolted-in front shock tower bar.
• All tires must be DOT approved including “R” type tires and have a visible tread. Tire
aspect ratios are free but must fit under the stock fender wells measured from the highest
vertical center of the wheel well to the top of the tire. Track widths must not be increased
more than 1.0” over stock. Rim widths may be increased up to 1.0” over the widest rim
available from the factory for each model. All wheels must be the same diameter as
available from the factory for the model range. My Kumho DOT “R” tires were
allowable with their visible single tread and fit within the fenders. My 245mm width
front tires and 285mm width rear tires were less than a 1.0” width increase over OEM
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available rims. My rim widths were the same as OEM at 8.5” and 10.0” and the Enkei
rims with appropriate spacers matched the OEM track width.
• Alternate seats may be used and floor mats removed. Any rear spoiler may be used
provided it is not wider than the body width or more than 5” taller than the vehicle. Any
front air dam is permitted but cannot be less than 3” above the ground and not forward of
the bumper. The vehicle must meet the minimum weight as advertised in the owner’s
manual. My 996 Club Sport seats, the SpeedArt rear spoiler, and TechArt front air dam
were in full compliance. Fortunately, they have no scales at the Parade autocross sites.
So, the new Boxster was built to PCR specs and driven to San Diego.
Enroute, I had problems with the Fabspeed racing catalysts which it turns out, with 200
cells, don’t have sufficient catalytic material to clean the exhaust of the ’07 Porsches with their
9% more sensitive oxygen sensors. A Check Engine Light (CEL) was triggered half-way across
Mississippi. I returned to Huntsville and swapped out the catalysts for identical Fabspeed units.
The CEL was triggered again in Dallas and the CEL has been cycling on-and-off since then.
Fabspeed found new catalysts with an increased amount of superior catalytic material which I
will soon install—at my own cost. Since April ’07, I have spent $2,326 out of pocket for
analysis, removal, and reinstallation of Fabspeed faulty catalysts on the GT3 and Boxster and
anticipate spending another $500 before I am through. I should have listened to Bruce Anderson
who advised me to only buy Porsche, TechArt, RUF, or Evolution exhaust systems. But
Fabspeed’s products and business ethics are another subject for another article.
Other than the CELs, the Boxster had no problems enroute to the Parade and once in San
Diego, was selected as the Best of Show among the 44 Boxsters on display in the Parade
Paddock. The Boxster also carried my wife and I through the 125 mile TSD Rally where we
finished 24 th in the Unequipped Plus Class. Now, the day for the Autocross was here and it was
time to really do what the Porsche was built for; to compete and win the race!
The Parade Autocross Course
Each Parade is a unique autocross event differing in track layout, asphalt surface
conditions, and run sequence of the various classes. You need to walk the course at least twice
and preferably 3 or 4 times to memorize the course in order to lift your eyes up and off the track
to your immediate front and feel the overall flow of the turns and obstacles. This technique also
promotes a smoother and quicker run, decreases your chance of missing a turn, and helps you
concentrate on improvements for subsequent runs. You only get three runs and each displaced
cone adds two seconds to your time, so you have to run clean to be competitive.
Your first run gives you a feel for the course at speed, compared to what you thought it
would be like when you walked it. If your first run is clean, then you can work on improvements
and correcting mistakes the 2 nd run and then go for broke the 3 rd run. Historically, the autocross
competition attracts about 1/3 of the total Parade participants and this year that number was 412
Porsches. A major difference this year compared to previous Parades, was limiting the
Autocross to one day instead of two. 412 Porsches with three runs each plus another 10-15% for
reruns totals about 1,400 runs—definitely a full day for the autocross workers. The only way to
accomplish that many runs in a single day is to have a long course accommodating 4-5 cars at a
time. The disadvantage is when one car goes off-course you may have to re-run 3-4 vehicles.
Other Parade activities prevented me from walking the autocross course on Tuesday
afternoon so I did the best I could with two back-to-back walks early Wednesday morning. My
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first impression was that the course was very long, more than a mile in length, maybe a mile and
a half, with two long straights rumored to require 3 rd gear (the Boxster shift point from 2 nd to 3 rd
gear is at 74mph). The course also runs through several elevation changes of approximately 30’
and four of the curves (#3, 4, 7, and 11) were laid out with their outside on the downhill slope
which would promote spinning-out during the turn.
Most autocross courses allow room for a run-up of about 30’ before you trip the timing
lights, so you don’t have to spin your tires getting up to speed as you break the timing beam—
but this course was different. About 20’ directly in front of the starting line was a line of cones
forcing you hard left and through a small gate. Directly in front of that gate was another line of
cones at a distance of about 20’ forcing you hard right to a 2 nd gate. The timing lights were then
located about 10’ in front of that second gate eliminating any running start toward the lights.
Turns #1 & #2 were little more than a kink in the road. Turns #3 and #4 were about 180 degrees,
left and right, generating the highest g-forces on the course. Turns #5 & #6, like turns #1 & #2
and #12 & #13 were just slight kinks and could be taken as three cone slaloms. Turn #7 was a
high speed left-hand sweeper at the end of the fastest straight. #8 and #11 were right-hand ninety
degrees turns. Lastly, there was plenty of braking room after your crossed the finish line—which
is not always, or, even normally the case
There were no conventional multi-cone slaloms, Chicago Boxes, inside or outside eggs,
or other common autocross obstacles. The course was clearly marked with continuous chalk
lines along both sides plus hundreds of marker cones. After the finish line, you passed by the
timing trailer to get the time slips, then either back into the staging area, or, if you had completed
your three runs, to an impound area for ½ hour of protest resolution. All-in-all, the course would
be easy to negotiate and its lack of obstacles would favor faster cars over better drivers.
There’s a big advantage to watching the other classes run the course, especially if you get
to see the Improved and Modified classes which have the Parade’s fastest Porsches and best
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drivers. The Hershey Parade sequenced the slowest to fastest classes over two days: Show-room
Stock on day one; Production, Improved, and Modified on day two. This year the sequence was
Show Room Stock, Improved, Modified, and Production. The Production P-16 class was
scheduled absolutely last. The good news; I could watch everyone else run and get a accurate
estimate of the top times available on this course. The bad news; it would be hot by 2:45 when
my class was scheduled for first call to Pre-Grid #1.
The Parade Autocross Competition
I was competing for two trophies: Production Class P-16 and the overall Fastest
Production Porsche. The 412 Porsches at the Autocross included 70 Boxsters and 15 Caymans.
There were 58 986 Boxsters (25 basic and 33 “S”) and 12 987 Boxster S. There were no 987
basic (non-S) Boxsters in the Autocross. There were only 17 Boxsters in the Production class,
with the remainder in Showroom Stock. Fortunately, Leeds Gulich moved up to the Modified
914 Class—so if this new Boxster is as good as my ’02, and if I still have my driving ability, I at
least have a chance at winning the P-16 Class 1 st Place trophy—but you never know!
Throughout the day I recorded top times for the Stock classes in the 1:20s and every once
in a while a car would dip into the 1:19s. Most cars were running mid-1:30s with many Porsches
in the 1:40s and all the way up to 2 minutes. By noon, it was evident that I needed to run sub-
1:20s to be competitive and a time in the 1:18s would be needed to win the P-16 Class. The day
was clear, the sun was hot, a cool breeze made the weather bearable, and I was too nervous to eat
breakfast or lunch.
Modified, Improved, and Showroom Stock Class Winners
Modified Porsches are progressed to Production, Improved, and ultimately Modified
classes. Production Classes are aligned with Porsche models whereas Improved and Modified
Classes are sorted by engine cylinder count and displacement. The heavily modified 914-6s
usually set the Fastest Time of the Day and this year that was Stephan Nieslony of the
Sacramento Valley Region in his ’72 914 with 1:12.21, barely beating Tom Provasi, (the usual
Parade Autocross winner) from the Loma Prieta Region. Tom’s dirty 1:11 with 3 cones resulted
in a 1:17 and his best clean run was 7/100s of a second behind Stephan..
Improved winners included a 993 with 1:18.4, a 996 and a 914-6 with 1:17.9, a 968 with
1:16.7, a 964 with 1:16.6, and a 986 Boxster S with 1:16.3. The Fastest Improved Class Porsche
was driven by Steven Eguina of the Orange Coast Region in his ’03 996 GT2 with a 1:13.6.
The Showroom Stock Classes had a 968 with 1:27.0. The top 987 Cayman S ran 1:20.4
and the fastest 987 Boxster S ran 1:20.6. The fastest 986 Boxster ran 1:20.8 and the best 986S
had 1:22.4—the basic 986 outran the 986 S. The fastest 997S ran 1:18.5, the best 993 ran 1:21.4.
The fastest 996 ran 1:21.7 and the fastest 964 ran 1:26.6. The best Turbos (965, 993, 996, and
997, except GT2s) ran 1:22.2. In the 996 and 997 GT2, GT3, GT3 RS, and Carrera GT class, the
best time was 1:18.8.
Three Showroom Stock Porsches ran 1:20s (one 986 Boxster and two 987 Cayman S) and
the Fastest Showroom Stock Porsche was driven by Ted Drcar of the San Diego Region in his
’06 997S with a time of 1:18.50. He was 5.05 seconds ahead of the next fastest 997S in his class.
Production Class Competition
The P-16 class was called to Pre-Grid #1 an hour ahead of schedule. The only final times
I saw were the Showroom Stock winners with a 1:18.5 and 1:18.88. After the driver’s meeting
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and final inspection, we looked at the competition and many of the drivers took notes, possibly
for future protest. Four Porsches appeared to be the best prepared and my most capable
competition was two Cayman S and two Boxster S Porsches. Tires are the most important
consideration and two were running Hoosiers, one Toyos, and one Cup tires. The most
experienced P16 autocross racer was the driver of a 987 Boxster S from Los Angeles, fitted with
Cup tires. He was afraid of driving to San Diego with his softer Kumho autocross tires. He also
mentioned he had never autocrossed with Cup tires and wondered how they would perform—I
declined to tell him I was pretty sure they would do miserably. Cup tires typically need 2-3 laps
on a road circuit to heat-up to their point of maximum traction, so in an autocross, each lap is
completed before they gain sufficient heat and the minimum of 5 minutes between runs keeps
them cold. This was also when the other drivers found out I was driving the fully optioned and
prepped Boxster RS with the Cayman bumpers—the same Boxster that beat them all in the
Porsche Paddock Car Show.
Autocross Pre-Grid #1
Several of the guys questioned me about: 1) PCCB brakes—they were not aware that
PCCBs were available on Boxsters, 2) Kumho race-rubber—they saw little visible tread and
wondered if they were DOT rated, 3) 10” width rear wheels—they not aware that Boxster 19”
diameter wheels have 10” rear wheel widths, 4) track—they thought the Enkei rear wheel
spacers extended the track width beyond the 1” allowance, 5) Cayman bumpers—they thought
these were illegal aerodynamic modifications, 6) non-stock carbon rear wing—they considered
this another illegal aerodynamic mod. These guys were serious autocross enthusiasts with their
PCRs in hand, but they had not really studied the PCRs—and I had, in detail, as I was building
the Boxster. The protest judges informed everyone that with the exception of suspected tirerubbing,
protests are only filed after all class runs are completed, not before.
About an hour later we moved to Pre-Grid #2 and were told that unlike previous Parades,
this year, Cabriolets had to run with windows fully raised, your choice of top open or closed. I
beat the 3 rd place finisher at Hershey by a couple of thousands of a second because he ran with
the top up and forgot to turn off the AC. Since it was too hot to sit between runs in a fully closed
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car without the AC, and I didn’t want to risk forgetting to turn off the AC, I left the top down.
National PCA DE rules require all windows down, for safety sake, but today it was the opposite.
After another hour we moved to the Autocross Grid.
Production Class Runs
I’m in the staging area; helmet and gloves on, windows up, top down, door open trying to
catch a breeze after sitting here baking in the sun for 45 minutes. They signal me forward. I
haven’t heard any of the times of the P16 competition but remember those two 1:18s from the
Stock Classes. If I can run a 1:20 the first time, then better my time with each additional run, I’ll
probably do OK. But first, I need a clean run. I start the engine and hit the SPORT button. I
have been reminding myself all day to turn on the SPORT button for stiff PASM shocks, quicker
throttle response, and a little more leeway with the ABS. Now, it’s my turn and I ease up to the
line. Several Porsches have hit cones as they negotiated the two 90 degree gates before they
even tripped the start light and those cones count 2 seconds each.
Starting Line
The Green flag is waved and I slowly drive through the two narrow gates until I have a
clear 10’ shot at the starting line and I punch it. I rip through 1 st gear to what sounds like redline
and snatch 2 nd gear—no wheel spin from 2 nd gear. (All week we’ve suffered with the California
91 octane premium fuel. Everyone’s power is down about 15% with this sub-standard fuel, but
at least it equally affects everyone, except those guys who brought their own fuel from back
east.) I remind myself to keep my eyes up and down the track. Turn 1, turn 2, down to the quick
left-hand 180 degree turn 3. I pick-up speed for another 180, this time a right-hander and at a
higher speed with over 1g of lateral force—the Kumho’s are really sticking. A quick left and
right through 5 and 6, then to redline in 2 nd gear and get 3 rd gear for maybe 5 seconds, then break
hard, but short of ABS, for the left hander at 7. A mini-slalom through 8, 9, and 10, hard left at
11 and back on the gas toward 12 but short of 2 nd gear redline. A quick zig and zag through 12
and 13 and on the gas through the finish line. Run 1 is over and it was clean. I was well below
the tire traction and PCCB thresholds. I left a lot of time on the table for improvements on
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subsequent runs. As I approach the timing trailer, I hear “James Cambron, the only Parade
participant from the Heart O’ Dixie Region, has just run a 1:20.98 for 1 st in his Class.” I’m
elated. Now, I try to calm down and analyze the run in preparation for my 2 nd chance.
’07 Parade Autocross
In the staging area, I’m out of the car and checking tire pressures. I forgot to check them
just prior to this run and figure they’ve increased their pressure from sitting in the sun and on the
hot asphalt for 2-1/2 hours since setting them this morning. The rear tires are at 47 and the fronts
are 44. I let the pressures down to 1 pound below my starting targets; 37.5lbs and 39.0lbs,
thinking that the length of the course and higher than normal speeds will cause the pressures to
rise the extra pound. I try and relax and think what I want to do differently: keep my eyes up
and out, run harder, brake later and harder, less coasting, run closer to the cones, and decide to
try holding 2 nd gear on the straight this time instead of shifting to 3rd.
The P-16 Class is turning mid 1:20s and 1:30s. A friend who ran at Ft. Worth and
Hershey with me in his Boxster S, has moved to a 996 Twin-Turbo and is initially given a time
of 1:15, but it is immediately corrected to 1:25.
They call me for my 2 nd run and I hit the SPORT button (it defaults to disabled when you
start the car). I can’t do much different with the start—slowly through the first two gates and
then punch it across the starting line. Once again listen to the revs build and shift at what sounds
like 1 st gear redline—way too busy to look at the tach with turns 1 and 2 approaching. Tap the
brakes to plant the front end for turn 3. I have a faster entry and carry more speed through this
180 turn but I am still well within the traction limit. A quick slalom through turns 5 and 6 and
this time I hold 2 nd gear on the straight, instead of shifting-up to 3 rd gear, and immediately realize
it is a mistake. I have to depress the clutch and coast for 5-6 seconds to prevent bumping-off the
rev-limiter. I brake harder entering turn 7, but still without ABS, carrying more speed into this
wide 180 left-hander and when I shower-down on the throttle exiting 7, the engine stumbles and
I suspect the catalysts are fouling-up the engine. I enter the hard left-hander at turn 11 and get
back on the gas at exit when the engine stumbles again, this time worse. I briefly wonder if I
will even get in my 3 rd run, and if the car breaks, how will I get it back home.
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Back to the race. I’m through turns 12 and 13, cross the finish line to hear the announcer
say “the Alabama boy has lowered his time by a full second and a half with a 1:19.36 clean run.”
Well, as I hoped, I’m into the teens and with the exception of the engine mis-fires, I’ve done
well. The tire pressures are right on target at 38.5 and 40lbs. I think through run #2 and plan run
#3. I’m still running well within the traction and brake limits and need to carry more speed
through all the turns, run closer to the cones, shift-up to 3 rd gear on the straight, maybe even
short-shift, and do less coasting approaching the corners.
If the engine will do its part and I can implement this plan, maybe I can lower my time
into the 18s. I notice that none of the other drivers are checking or adjusting their tire
pressures—I guess they’re not as experienced as I thought.
Autocross Final Grid
Everyone is cheering me on, encouraging me to go for it this final run. In addition to my
other intentions, I also need to keep my eyes up and relax my hands and shoulders. I’m not
aware that three Production Porsches have already run 1:18s. After two runs, I’m in 9 th place of
the 330 Production Porsches.
They call me forward for my last run. The only remaining Porsches are the two driver
cars which take longer to cycle-through. I hit the SPORT button one last time and await the
green flag. This is my last run at the 2007 Parade Autocross—I wonder just how much traction
and brakes this Porsche really has. I’m given the signal and I pick my way through the tight
turns and then I’m off. Through 1 st gear, into 2 nd , through turns 1 & 2, and toward #3, tap the
brakes, and back on the gas early when the first stumble hits. I’m pressing toward turn #4
around its 180 right-hander and get early on the throttle when the engine stumbles again. I take a
quick slalom through #5 and #6, this time short-shifting into 3 rd gear to get more top-end speed. I
brake later and harder, for turn #7, then keep the speed up and the engine stumbles again. I must
be loosing half a second every time this happens. I turn right-left-right through #8, #9, and #10,
then keep the speed up around turn #10, track-out, tap the brakes and the 90 degree turn #11.
I’m back on the throttle for the final kinks of turns #12 and 13 and cross the finish line. I’ve had
three clean runs and feel this run is faster than the last one in spite of the engine stumbles. As I
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drive toward the timing trailer I lower the window and hear the announcer say I’ve knocked
another 2/3’s of a second off my time.
The timer says I’m 1 st in the P16 Production Class and he thinks I am also the fastest
Production Porsche in the event. I’m elated and immediately render thanks. Thanks Alan for the
lessons and helping me sort through the car’s handling! Thanks Randy and Vic for getting me
here! Thanks George, Ron, David, and Ray for helping me build this Porsche! Thanks Leeds for
driving your modified 914 so I don’t have to compete against you this year! Thanks Heart O’
Dixie Club members and friends who encouraged me to build this Porsche, and thanks Suki for
allowing me to attend another Parade! Porsches make me emotional!
Staging Area
Impound Lot
In the Impound area I am besieged with questions. The Protest Chairman says protests
can only be lodged by members within the same Class. Most of the potential protestors hand
their notes to the other class members. The Chairman works through each question—looking up
inquires in the PCRs. After 15 minutes, the only remaining items are the Cayman bumpers.
Interchanging bumpers is not specifically mentioned in the 987 section of the PCRs, but is
allowable for various 356s and 911s so they reason that since there is no apparent weight savings
or aerodynamic advantage, and since the Boxster and Cayman are both the same model, then
interchanging bumpers is allowable. None of the protests were officially filed. My win stands,
but no one knows who has the fastest overall Production time.
While waiting for the protests to be resolved, Harvey Yancey, the Chairman of the ’08
Charlotte Parade, asks why I ran with my Porsche Stability Management (PSM) enabled. His
friends say PSM interaction slows them several seconds in an average autocross. I’m
flabbergasted! I kept reminding myself to enable the SPORT button and completely forgot to
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disable PSM. The PSM button sits to the far right bottom side of the dash and is hidden behind
the gear shift lever. Now, I’ll always wonder how much faster I could’ve run without the 4-5
engine stumbles exiting the corners.
Autocross Trophy
Will the Fastest Production Porsche in America Please Stand Up?
At the Autocross Banquet I’m told that I am “The Fastest Production Porsche in
America!” A week later, I’m informed that I finished 5 th among the Production Porsches. A
month after that, I find out that the 2 nd place 356, credited with a 1:18.13, actually ran a 1:38.13,
and that I’m the 4 th Fastest Porsche in America. Winning the P-16 Class was never in dispute.
Now that the times have been posted, it’s clear that the Fastest Production Porsche in
America was driven by Joel Bowman from San Diego, a ’95 Iris Blue 993 with 1:18.08. Second
Place is Curt Yaws, also from San Diego, in his ’04 Guards Red GT3 with 1:18.26. Third Place
is Eric Hanson, from the Pacific Northwest, in his ’01 Lapis Blue 986 Boxster S with 1:18.33.
So I’m the 2 nd fastest Production Boxster and the 4 th fastest Production Porsche.
.
The new Boxster performed exceptionally well winning 1 st Place in the Boxster S/Cayman S
Production Class and this performance is more than I ever dreamed of achieving. I’m so proud
of the car—truly it is a fine replacement for the ’02 RUF Boxster. I credit its success to the
Kumho V710 tires and the exceptional performance of the PCCB brakes. The increased engine
power and reduced vehicle weight certainly didn’t hurt either!
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Fastest Porsche in America!
Fastest Production Porsche in America!
2 nd Fastest Production Porsche in America!
Fastest Stock Porsche in America!
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