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The first auction is in the books for 2019. There were plenty of surprises that had me scratching my head. I have been to many auctions and obviously somebody had a few too many to drink when they went to flying their paddles in the air last week!
TOP TEN KISSIMMEE 2019 VIEW ALL LOTS
LOT S1142014 Ferrari LaFerrari418 Miles, Special-Order Rosso Fuoco Sold for $3,300,0002
LOT F1241967 Shelby GT500 Super SnakeThe One-of-One Shelby Supercar Sold for $2,200,0003
LOT F151The 1969 L88 Corvette OfferingTwo Tuxedo Black L88s Sold as a Pair Sold for $990,0004
LOT S1031930 Duesenberg Model J Torpedo PhaetonJ-255/2276 Sold for $935,0005
LOT S1711969 Chevrolet Camaro ZL14-Speed, No. 15 of 69 Produced Sold for $495,0006
LOT S1491954 Chrisman Bonneville CoupeHot Rod Cover Car, Bonneville Record Setter Sold for $484,0007
LOT F1011966 Shelby GT350 FastbackSFM6S061, 1 of 252 Carryover Cars Sold for $440,0008
LOT F981955 Imperial ConvertibleOne-of-a-Kind Custom Build Sold for $418,0009
LOT S1741963 Chevrolet Corvette Z06NCRS Duntov Mark of Excellence Sold for $396,00010
LOT S2242005 Ford GTSupercharged 5.4L, 1,499 Miles Sold for $352,000
Porsche’s Natural Fiber Is Like Carbon Fiber Made From Plants
The 718 Cayman GT4 Clubsport debuted with a wing and doors made from flax. This could be the future of composites.
BY CHRIS PERKINSJAN 7, 2019
One of the most surprising things about Porsche’s new 718 Cayman GT4 Clubsport is the material it uses for its doors and wing. At a quick glance it looks like carbon fiber, but it’s not. Instead, Porsche is making these parts from what it’s calling “natural fiber.”
What is natural fiber? It’s a material made primarily from flax. Yes, that flax—the same plant that produces edible seeds and whose fibers are used to make linen. And now, race car parts.
So what’s the point of developing a new material that serves the same function as carbon fiber? Sustainability. At the Daytona reveal of the new GT4, Eduard Ene, Porsche Motorsport’s composites expert, told us that producing the raw materials to make natural fiber takes 75 percent less energy than carbon fiber. Ene also pointed out that natural fiber can be ground down to be reused for different purposes, whereas carbon fiber needs to be burned at a very high temperature to be disposed of.
There are functional benefits, too. Carbon fiber is a very strong material, but when it breaks, it splinters dramatically. This natural fiber, according to Ene, has five times better vibration dampening properties than carbon fiber, so it doesn’t splinter when hit hard. On the race track, that’s great because it means there’s less cleanup after an accident.
Porsche showed off a few different ways to make this material, including natural fiber reinforced plastic—which is very similar to carbon fiber reinforced plastic—and a natural fiber sandwich, which uses a balsawood core. These woven materials are pressed into shape using the same methods used to make carbon fiber parts. The doors on the new GT4 are made using a resin transfer molding process while the wing is made with a pre-impregnated process.
The doors weigh 11.2 pounds, making them a little heavier than the 9.9-pound carbon-fiber doors used on the previous Cayman GT4 Clubsport. The wing on the new car weighs 8.6 pounds, but since it’s significantly bigger than that of previous GT4, there’s no direct weight comparison.
And while natural fiber has superior vibration dampening properties, it’s not nearly as strong as carbon fiber. It can only be used for the doors in the 718 Cayman GT4 Clubsport because there’s a roll cage in place to ensure driver safety. That’s why you won’t see these doors in the upcoming 718 Cayman GT4 street car.
Ene said that natural fibers could be used to make non-structural components in a production road car, like fenders, hoods, or wings. Porsche wants to do this eventually, but it’s a little ways off. The company started with the 718 Cayman GT4 Clubsport because production is fairly limited and the visual finish of the components doesn’t really matter as they’re just going to get liveried up anyway.
Despite using a lot less energy to produce, natural fiber is still more expensive than carbon fiber, but that could change as the material is developed further. That development already started this past weekend, as a squad of 718 Cayman GT4 Clubsports hit the banks of Daytona in testing for the four-hour BMW Endurance Challenge later this month. These new GT4s will be racing all over the world this year, putting this new material to the ultimate test.
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|Brought to you by our friends at LN Engineering written by Charles Navarro. Click the link to find all the great products they have available for your Porsche.|
|Prior to the introduction of the Mezger engine, the 547 “Fuhrmann” engine provided dry sump lubrication to ensure proper lubrication under all operating conditions. Engines including the pushrod horizontally opposed engine found in the 356/912 and inline and V engines found in front engine 924 and subsequent models, feature wet sump engines. Where dry sump engines store oil in an external tank and whose oil systems are generally more complicated, wet sump engines store oil in the bottom of the engine (sump). Wet sump engines are the most common type found in modern production engines worldwide because of simplicity. The Mezger engine features a dry sump lubrication system where oil is stored externally. The oil tank also provides for oil de-foaming, ensuring oil supplied to the engine is thoroughly de-aerated under all operating conditions. Oil is filtered on the return (low pressure side) prior to entering the oil tank with a full-flow filter (no internal bypass). On 993 models, a secondary oil filter is used to protect the hydraulic lifters from fine particulate matter.|
In the Mezger engine, the pressure side of the oil pump feeds all the main and rod bearings, chain tensioners (on models with hydraulic units), camshaft spray bars (and hydraulic valve lash adjusters, aka lifters in the 993), and piston squirters.
Piston squirters help to cool the piston and also lubricate the cylinder bores.The scavenge side of the oil pump, which resides in the bottom of the engine and is driven off the intermediate shaft, which has oil-fed plain bearings on both ends, returns oil from the crankcase to the external oil tank or sump.
On models without engine mounted oil coolers or those with front or fender mounted oil coolers, an external oil thermostat ensures rapid engine oil warmup. A thermostatic switch is used on models with supplemental oil cooler fans to further assist with oil cooling.The factory service interval for primary engine oil and filter was every 15,000 miles along with the 993’s secondary filter every 30,000 miles, however it is current practice to change these filters every six months or 5,000 miles. For cars in storage during winter months, a single service prior to storage is also acceptable to ensure the engine is stored with clean oil. With the introduction of the Boxster in 1997 and subsequently the 996 in 1999, Porsche made many changes to the engine including, but not limited to, switching to an “Integrated Dry-Sump” Lubrication System without an external oil tank, like found on the 993 and earlier models with the Mezger engine. Oil passages are cast into the crankcase, providing supply and return of oil. Pressure is provided by a single stage oil pump driven directly off the intermediate shaft that draws oil out of the sump via the oil pickup. Since there are no oil return tubes like in a Mezger engine, scavenge pumps are fitted to the cylinder heads to return oil to the sump via oil return tubes also referred to as “swirl pots” to de-foam engine oil. Later 987 and 997 models use an “oil slinger” to de-foam oil as it discharges oil onto the sump walls. To combat crankcase windage issues associated with wet sump engines, Boxster, Cayman, and 911 models are fitted with an air-oil separator (AOS) that applies a vacuum to the crankcase and separated oil mist from air, which is returned to the sump via drain tube and cleaned air gets routed to the engine air intake. Where later air-cooled models used external oil coolers with an external thermostat to ensure proper oil temperature and rapid warm-up, Boxster, Cayman, and 911 models feature a heat exchanger located on top of the engine which warms up the oil with cross-flow of engine coolant through the heat exchanger. Although special models like the 3.6 X51 in 2004 came fitted with additional oil scavenging in the heads and a special oil baffle to improve oil supply under increased G-forces, referred to as an “X51 baffle”, additional steps should be taken to improve oil system and AOS performance to ensure proper lubrication if tracking your Boxster, Cayman, or 911.
FREE RESOURCE (article link): “Tracking your car and M96 Engine” Just like with an air-cooled Mezger engine, over-filling your engine can lead to smoking, elevated oil temperatures, oil foaming, and increased oil consumption. On early Boxster and 996 models, a dipstick is provided to positively measure and set oil level, but eventually that was abandoned for an electronic oil level sensor. Where oil level is measured running and at full operating temperature on a level surface, the Boxster, Cayman, and 911 from 1997-2008 (without Mezger engine) need to be measured differently.
FREE RESOURCE (article link): “Correctly setting engine oil level” Oil change intervals for the Boxster and 996 originally were two years or 24,000 miles, but has been reduced significantly. Like with aircooled models, many industry professionals recommend oil and filter changes every six months or 5,000 miles, but if unsure about lubricant choice and intervals, used oil analysis can help owners make sure they are doing right by their engines. Starting in 2009, Porsche introduced the 9A1 engine with an improved “Integrated Dry Sump.” 987.2 and 997.2 models feature a more robust oil control and a variable demand oil pump that ensures adequate oil supply under most operating conditions, eliminating oil system issues experienced with the prior generation of Boxster, Cayman, and 911 models from 1997-2008 (not including GT3, Turbo, or GT2 models with a dry-sump Mezger engine). These engines have proven themselves as durable as prior Mezger engines for track use with proper maintenance, enough so that Porsche replaced the Mezger engine in the Turbo and GT models with the 9A1 engine.
LN Engineering LLC
|Sent by LN Engineering LLChttp://www.LNengineering.com125 Gladiolus St. | PO Box 401 | Momence, IL 60954, USA | Phone (815) 472-2939 Fax (413) 280-9041|
|All logos and trademarks used for product, service or event identification purposes only. Porsche ® 356 ® , 911 ® , 912 ® , 914 ®, Boxster®, Cayman®, Panamera® and Cayenne® are registered trademarks of Dr. Ing. H.c. F. Porsche|
We enjoyed another great Mecum auction! Take a look at the Top Ten below and click here for all the results.
LOT S120.12006 Ford GTSupercharged 5.4L/550 HP, 870 MilesSold for $308,0002
LOT F2431967 Chevrolet Camaro496 CI, AutomaticSold for $77,0003
LOT F691969 Chevrolet Camaro6.2L, AutomaticSold for $74,2504
LOT S831965 Chevrolet C10 Pickup406/375 HP, AutomaticSold for $69,3005
LOT S921967 Chevrolet Corvette Convertible327/350 HP, 4-SpeedSold for $69,3006
LOT S511966 Chevrolet Corvette Coupe327/350 HP, 4-SpeedSold for $68,7507
LOT S591962 Chevrolet Corvette Convertible327/300 HP, 4-SpeedSold for $67,1008
LOT S97.12017 Chevrolet Corvette Grand Sport Heritage Edition6.2/460 HP, 1,000 MilesSold for $67,1009
LOT S28.12009 Bentley GT CoupeSold for $67,10010
LOT S1321965 Superformance Shelby Cobra ReplicaDual Quad 427 CI, 5-SpeedSold for $66,000
Performance winter tires are the ideal choice for some, but not every, winter tire buyer. True to their name, performance winter tires provide greater handling and steering response on cold, damp and wet roads than studless ice and snow tires. And compared to all-season tires, performance winter tires provide better traction in snow, slush and ice.
But performance winter tires fall short of the snow and ice grip of studless ice and snow tires. “The outright snow and ice traction of a performance winter tire is not quite as good as a studless ice and snow tire,” says Woody Rogers, product information specialist at Tire Rack Inc.
So which option is best for a driver who wants extra comfort and safety in the cold months? The answer depends on the vehicle, the local climate and the customer’s driving style.
Performance versus mainstream
Drivers who put studless ice and snow tires on their cars give up a bit of the steering response and handling and the “connected driving feel” of a performance tire.
“The performance winter tire is geared around a more powerful, higher performing vehicle, or a driver who wants to retain more of the sporty handling of his or her vehicle when the roads are clear,” says Rogers.
Performance winter tires typically have higher speed ratings and tend to come in lower profile sizes, making them better suited for American muscle cars, European performance cars, Japanese sports cars and performance luxury cars such as higher-end Lexus, BMW, Audi, and larger Mercedes.
“Performance winter tires are definitely more for these performance vehicles and not the mainstream,” says Rogers. But manufacturers offer performance winter tires for some mainstream sedans. “I’d say it’s fifty-fifty as to more mainstream fitments,” says Rogers. “You may find there are both options available or you may find there’s only the studless tire.”
He notes that a performance winter tire has better snow and ice traction than an ultra-high performance all-season tire. Performance winter tires bear the three-peak mountain snowflake symbol that indicates the tires meet the U.S. Tire Manufacturers Association standards.
A performance climate
Most climates in the U.S. are what Rogers calls “performance climates,” where the roads are clear and wet during the winter months.
“You get icy patches, but it’s not like you are driving through slush and snow six days a week. As a general rule, more clear, dry and wet days, versus snowy days, shift you toward a performance winter tire.”
Ask what customers really want
As in all tire sales, the type of winter tire a dealer recommends to customers comes down to what they need for their style of driving, the kind of vehicle they have and the available fitments. But the difference between performance winter tires and studless ice and snow tires adds another layer to the buying decision.
“Do customers want maximum snow and ice traction or a balance of snow and ice traction plus clear road handling? That will help them decide between a studless ice and snow tire or a winter performance tire,” says Rogers.
If a customer wants something better than an all-season tire and is willing to give up some snow and ice traction in exchange for better handling on clear roads, the choice is the performance winter tire. ■
Performance winter tires: a subset of UHP
Tire Rack considers performance winter tires to be a subset of the UHP tire category. “We drop the ultra-high part of it because it is not ultra-high performance from a traditional perspective, which is the dry and wet traction side of the equation,” says Woody Rogers, product information specialist.
“Because of the step down in dry and wet performance for this performance winter segment versus ultra-high performance summer or all-season, I don’t know anyone who is bold enough to say a tire is ultra-high performance and winter at the same time.”
Although the snow performance of all-season tires as a whole is improving, they lack the ice traction of a dedicated winter tire. Performance winter tires have been improving in the snow, too, but to a smaller degree.
“The winter performance is very high even for performance winter tires, so tire manufacturers are making them quieter, improving the wet traction, and working on other aspects, like dry road steering response. And that’s true for both studless ice and snow tires as well as performance winter tires.”
If a customer wants something better than an all-season tire and is willing to give up some snow and ice traction in exchange for better handling on clear roads, the choice is the performance winter tire.
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Ann NealSenior Editor