All posts in “Porsche”

2020 Porsche Macan Turbo Review

Porsche have been extremely busy recently. The Taycan has been dominating the headlines and the German brands agenda and, as a result, it is not difficult to forget that the SUV market is where Porsche make most of their money. The Macan and Cayenne are more important than ever before. I drove the updated Macan and Macan S on Mallorca a few months ago and now the range topping Turbo has been treated to the same facelift. I went to South Africa to see if it was any good.

The Macan sits in purgatory, it has been updated but is still essentially a generation old compared to other models such as the Cayenne, Panamera and 992, the interior is a mix of old and new. This dominated my initial impressions, somewhat unfair seeing that I had been in the most modern and futuristic car in the world, the Taycan, just two days before. The reason for the Macan not being completely overhauled is simple. The next generation is set to be dominated by electric variants, I am promised that there will be combustion variants, but they may be market specific.

The mid-sized SUV market is one that has been evolving at an impressive rate. The Macan Turbo used to rule the roost, its success inspired the likes of Mercedes-AMG, Alfa Romeo and others to up their game. The Turbo faces competition that simply outgun the Porsche. The GLC 63 from AMG is a powerhouse and the Stelvio Quadrifoglio is a magnificent car to push through twisty roads. BMW’s X3 M is a recent addition to the list of rivals.

With such illustrious competition, the Macan must shine, it does, but it is not the fastest and arguably no longer the most desirable car in the class. That being said, it is still mighty fine in a number of respects. The steering feel is magnificent, the same can be said for the braking feedback, but only after you adapt to the unbelievably sensitive pedal (potentially better without the optional carbon ceramics on my test car). The good old 3.6-litre V6 is out, replaced by the 2.9 V6 twin-turbo (hot V) that you’ll find in the Audi RS5 as well as the Cayenne and Panamera. In the Macan it packs 434bhp, 39 more than in the Macan Turbo it replaces. Maximum torque of 406lb ft is developed between 1800 and 5600rpm via a seven-speed PDK transmission. This means, with Sport Chrono equipped, 0-100km/h is done in 4.3-seconds. Not bad considering this is a near 2 tonne car (1945kgs).

The new engine is not as impressive, the accompanying soundtrack leaves much to be desired and the gearing is far too long. Fortunately the chassis is a highlight worth shouting about, typical Porsche. The car handles in a way that a two tonne SUV simply should not be able to. Over rough South African roads it is pliant, even on 21-inch wheels, and remains impressive as you start to push on harder, this comes courtesy of the optional air suspension. It begins to trip over itself under braking where the mass has nowhere to try and disguise itself, even with the dampers in their sportiest mode. Push harder still into bends and it will understeer. Traction is supreme but it is led by the front wheels. There is no oversteery tomfoolery that you could provoke in the aforementioned rivals despite Porsche Torque Vectoring Plus doing its thing via the rear diff.

The Macan Turbo is a car that represents itself as a well balanced, competent and attractive car to own. It is a car that will never let you or the family down as a city city car or a highway cruiser. There is enough power and poise to meet your daily needs and it will still put a smile on your face when you find yourself on your favourite road when you left the 911 at home. It is a fabulous all-rounder. It is the sensible choice, if you want something a little more spicy turn to AMG, if you want something to set your pants on fire, it has to be the Quadrifoglio.


Porsche Taycan Turbo S Review

This is a big deal and perhaps the most significant car I have ever written about in my short, prepubescent life as an editor writing about cars. I am also a sceptic of electric cars, I am just not a fan, this is a chance for Porsche to change my views. Some 350 journalists have been driving the Taycan before me, specifically the Turbo and Turbo S models, on a mega road trip starting in Oslo. Nineteen days later, the convoy would reach the spiritual home of Porsche, Stuttgart and I had the honour of driving the final leg of the journey from Berlin.

Stepping into the Taycan is quite an overwhelming experience for me. Knowing that I would be able to finally drive a car I have sat in on multiple occasions before and even been a passenger in when in pre production form, it was my time to drive one of the most eagerly anticipated and important cars in a decade.

When I jump behind the wheel the first thought is that there is a wall of screens to comprehend. There are a lot of screens, four in this car (including optional passenger screen). That being said, it all is very clear and logical, futuristic but still familiar in a typical Porsche way. If you have not previously sat in a Taycan you may need a second to: a) know whether or not is is on, b) find the gear selector (it is hidden to the right of the wheel like it was in a 918 Spyder).

Orientation completed, what is it like to drive? Crawling around the congested streets of Berlin in a Taycan is a quiet and tranquil experience. Then you find yourself in the left turning lane but you need to take a right. Sport Plus engaged…red, red, red. GREEN. I am pinned to the seat and crossing four lanes and feeling like a naughty school child. The feeling of speed is intensified by the synthesised spaceship noise the accompanies the neck snapping acceleration, the noise can be turned on or off at the touch of a button. So it goes like a Porsche, a very fast one at that. The Taycan Turbo S will do 0-100 in a blistering 2.8 seconds, that GT2 RS quick, in a family saloon that will fit four adults and has two boots. As I am sure you would have seen, the Taycan Turbo S recently set the fastest Nurburgring lap time for a four door EV with a sterling time of 7min42, a time that was seemingly set on very ordinary tires, bring out the Cup 2 Rs and watch Tesla cry.

Out onto the country roads of rural Germany the Taycan can stretch its legs, and boy, it has legs. The acceleration from standstill is potent, instant and and honestly, takes your breath away. When you’re up to speed you can focus on placing the car fabulously using the brilliant steering, typical Porsche. Thread it through a corner and the acceleration out of the bend dominates again. Into the next one and it dawns upon me that I am chucking a 2.4 tonne car through the corners like a car that weighs a tonne less. The weight is all down in the floor, the Taycan has a lower centre of a 911 and it shows. There is little to no body roll, there is supreme control and composure. The only time the illusion wears thin is under heavy braking, you can’t cheat physics forever. It stops well and hard using the giant carbon ceramics, but the inertia can be felt.

So it is a revelation for electric cars in the way it drives, it has a futuristic interior and it looks the part. The car is fabulous, but then we come to the other side of the coin: the infrastructure.

When setting off from the start line in Berlin the navigation was set and the car displayed an estimated battery change percentage upon arrival. It read 12% to the lunch stop where the car would be charged at one of the Ionity 800watt chargers. 12% is a reasonable level and my passengers and I felt confident that we could arrive without giving the range much thought. Remember that quick lane change in the city that I mentioned earlier?

That switch into Sport Plus and the pedal to the metal acceleration cost 1% of that 12% estimate. A few amusing accelerations from standstill to the speed limit cost a further 5%. A short 3km autobahn blast to the vmax of 260km/h and the estimated battery upon arrival is at 1%. With more than 100kms to go, the famed range anxiety set in. I shift into Range mode to try and earn back some precious power. This is where things get a little dull, there are some stunning roads coming up, but I cannot push or my passengers and I will be stranded on the side of the street playing I Spy.

Some careful driving and arduous steady kilometres later we are close to the destination with around 4% charge remaining. Into sport plus I hope to make the most of the remaining power, only to find the car is warning me to preserve the remaining charge and it has limited the max speed. Killjoy.

Throw in a short unexpected detour, such as dropping a friend to a train station a few kms off the route and you will not make it to your final destination without having to visit another charger on the way, make sure it supports 800watts or you’ll be sat around for far too long staring at the percentage of charge in a service station memorising the Burger King menu.

The Taycan is a fabulous machine, one that has, without a doubt, changed perceptions and the expectations of electric cars. I cannot help but question how the concept of electric cars can be considered feasible in a world where the infrastructure is not yet ready to alleviate the woes of range anxiety. We are so accustomed to the convenience of having endless access to petrol stations where we can brim our tanks with fossil juice in seconds. Until we can charge our batteries in less than the time it takes to do a shot of espresso and chomp down a Snickers bar, there will always be sceptics of the need to build in 20-30 minute stops to recharge a battery. For day-to-day short commutes in congested towns and cities like London, the efforts of the BMW i3s or Renault Zoe are far more compelling. A week of commuting can be completed on a single charge overnight on the weekend, a real alternative to combustion motoring. Why claim that electricity is ready to replace fossil fuels in all scenarios?


Porsche Panamera 10th Anniversary Editions Revealed

It’s hard to believe that the Porsche Panamera is 10 years old. The production version debuted at the Auto Shanghai International Automobile Show in 2009. It was a controversial design back then. It has mellowed in recent years, yet it has also proved a massive sales success, shifting 251,000 models.

The Porsche Panamera 10th Anniversary Editions have been revealed to celebrate the milestone. The special edition package is available for the four Panamera 4 models; the Saloon and Sport Turismo models of the Panamera 4 and Panamera 4 E-Hybrid.

Each example will get a ‘Panamera 10’ badge repeated on the interior and the exterior. White-gold decorative stitching will punctuate the interior leather.

The Porsche Panamera 10th Anniversary Editions will get new 21-inch Panamera Sport Design wheels in satin-gloss White Gold Metallic.

A huge amount of additional equipment will also be bundled in; LED matrix headlights including PDLS Plus, Lane Change Assist and Lane Keeping Assist, Park Assist, panoramic roof system, privacy glass, heated 14-way comfort seats and the BOSE Surround Sound system.

The special edition models will also receive adaptive three-chamber air suspension, Porsche Active Suspension Management (PASM) and Power Steering Plus.

The catch? The Porsche Panamera 10th Anniversary Edition will only be made available in Germany.


Here’s a Look at the Porsche Taycan’s Interior

The Electric Porsche’s Cabin Is Gorgeous

The Porsche Taycan is the company’s first all-electric car, and it will be an impressive machine by all accounts. The company will reveal the car in full on September 4 of this year. That’s not far away, and the company has been teasing the car recently to great fanfare. The most recent teaser sent out were some shots of the car’s interior. 

Technology Everywhere

You might expect the cabin of the car to be pretty tech-savvy, but there’s even more than we thought. The cabin is completely full of screens and advanced technology. There are four different screens on the dash and center console, including a digital instrument cluster. The passenger gets their own touchscreen. 

The digital instrument cluster is a massive 16.8-inch curved display that uses real glass with a vapor-deposited, polarizing filter. This makes the cluster anti-reflective. By doing this Porsche could get rid of the unsightly cowl over the cluster that so many cars have. To either side of the instrument cluster are some touch buttons for basic controls like the lights and driving settings.

2020 Porsche Taycan Interior2020 Porsche Taycan Interior

The main, central infotainment screen measures 10.9 inches. It provides access to Porsche’s user interface and gives you access to apps, navigation, phone connections, media, comfort settings, and Porsche Connect. Below this screen is another with haptic feedback. It’s an 8.4-inch screen used for the climate controls and offers a handwriting area. This means you can write in an address you want the navigation system to use. 

The screen in front of the passenger is for just the passenger. It won’t even turn on if the driver is the only one in the car. TechCrunch reported that Porsche is playing with the idea of having it stream video, but right now it’s just for making adjustments to settings that impact the passenger. 

Minimalistic Interior

2020 Porsche Taycan Interior2020 Porsche Taycan Interior

The overall design of the cabin is minimalist. Porsche stayed true to its roots for the most part. The lines of the interior are simple and actually look considerably similar to the 911. This is no surprise. Why mess with a good thing? The 911’s interior is handsome and recognizable, and it makes sense for the Taycan to follow suit. 

When it comes to interior materials and colors, you can expect some of the best. Porsche will have wood trim, matte carbon, aluminum, fabric, and leather in it. You can get a leather-free version if you’d like. The car also comes with your choice of three color schemes: black-lime beige, blackberry, Atacama beige, and Meranti brown.

The Taycan’s interior lives up to the hype of the overall car for us. With the interior looking so good, we can’t wait for the rest of the car to be revealed in September. 

2019 Porsche Cayenne Turbo S E-Hybrid Review

Porsche are on the dawn of a new era. In just a few weeks they will unveil a car that they hope with revolutionise the industry – the Porsche Taycan. The all electric car is the first full EV for the Stuttgart based brand, but it is by no means their first foray into the high voltage. high stakes world of electricity.

Since the 918 hybrid hypercar, there have been a plethora of series production models that have been born as a result of the technology trickling down into cars you need not be a millionaire buyer on Porsche’s VIP list to own. The Panamera and Cayenne have been fitted with hybrid drivetrains to not only lower emissions and increase fuel economy, but also to make then more potent courtesy of additional power and instant torque. It is a winning formula, and now Porsche have applied it to the updated Cayenne and Cayenne Coupe – the Turbo S E-Hybrid models to be accurate.

The results are frankly, barmy. The Turbo Coupe I drove a few months back never had me thinking more power was necessary given that it weighed in at over two tonnes and packed 542 brake horsepower from its 4-litre V8. The added 14.1 kWh battery packs boost power by 134bhp bringing the total to 676bhp, in an SUV. The Turbo S and Turbo S Coupe both share the same drivetrain which launches the car to 100 in 3.8 (one tenth quicker than the Turbo) and top out at 295km/h (286 in the Turbo).

However, the added performance comes at a cost – those batteries add an additional 130 kilograms (add around 200 more for the DC converter, charger and cables) to the already beefy Cayennes. At a total of over 2.6 tonnes, the Turbo S-E Hybrid models should handle like cruise ships…they don’t.

With the usual raft of optional tech such as four wheel steer, torque vectoring, active engine mounts and other weight masking goodies, the sporty characteristics of the Cayenne remain. The weight penalty is negated by the shove that comes courtesy of hybridisation that almost abolishes any turbo lag. In Sport+ the hybrid drivetrain in working to provide the maximum amount of power and torque wherever possible and the gains are tangible. The in gear acceleration is vicious, there seems to be no fade in the force of acceleration, something I experienced time and time again on the derestricted autobahn.

Air suspension, roll stabilisation and ceramic brakes are all fitted as standard on the S E-Hybrid models, options that help to justify the €172,604 and €176,293 base prices for the normal and Coupe bodies respectively. The price tag is hefty, but the Cayenne Turbo S E-Hybrids really are cars that can do it all.

From long journeys in extreme comfort and luxury, to blasting down the autobahn with such brute force and even doing the school run in silence in electric mode for up to 43 kilometres, the Turbo S really can do it all. The choice of body styles and the vast array of configurable specifications make the appeal of such SUVs wider still.

Personally, I must question the necessity of the added power, as I mentioned, driving the Turbo earlier in the year, I never felt that the car required more power, even when driving up valley and mountain roads. However, I am not in the market for such a car and with ever tighter emissions and regulations, the hybrid element may well be enough to persuade a few buyers to fork out the extra cash and bare the additional weight. Either way, there is no way of denying that the Cayenne Turbo S E-Hybrid is a mighty fine machine.


Road Review of the Porsche 718 Spyder by Carfection

Watch Henry Catchpole Take the Topless 718 Around Scotland

The Porsche 718 Spyder is new and improved and features a wonderful six-cylinder engine. Henry Catchpole of Carfection recently had the chance to take the car to Scotland on some beautiful roads and discuss the merits of the model and how it’s different than the previous version of the car. 

As you can expect, Catchpole likes the car. “Oh yes, it’s brilliant,” he said. “Just as well all expected.” Of course, it helps that he’s driving the car on some of the most beautiful country roads ever. However, even if he weren’t on those roads, you can tell that the car would have performed admirably. 

In the end, he says the Spyder is a notable improvement over the previous car and even says he finds that he thinks it justifies upgrades more so than the coupe if you owned the last generation model. You can watch the full video below. 

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Porsche Revealed the Entry-Level 911 Carrera Coupe and Cabriolet

The Most Basic Version of the Cars

The most basic version of the Porsche 911 Carrera has now been unveiled. Porsche chose to detune the twin-turbocharged flat-six engine and downgrade some of the chassis components. These cars offer very good performance and driving dynamics for a slightly lower price. 

In the base 911 Carrera, you only get 380 hp. That’s down from the Carrera S’s 444 hp. Despite this drop in horsepower, the car is still capable of making the 0-62 mph sprint in just 4.2 seconds. The base model only comes with the eight-speed PDK automatic transmission. The model’s weight is down by about 22 pounds from the Carrera S. 

The car also features 19-inch wheels at the front and 20-inch wheels at the rear. Providing the stopping power are fou-piston calipers. These are slightly smaller than the ones on the Carrera S. When you go inside the car, you’ll notice that it features essentially the same cabin as other 911s. It offers the same 10.9-inch PCM infotainment system and central rev counter with two high-definition displays. 

According to Car and Driver, the coupe version of the car will cost $98,750 and the cabriolet version costs $111,550. These cars will go on sale at the beginning of 2020.

2004 Porsche Carrera GT: History, Specifications, & Performance

Table of Contents


The Porsche Carrera GT has become one of the most iconic and sought after vehicles in the realm of exotic car idolization and ownership. It  is hard to believe, that things didn’t really start off that way. 

When the Porsche Carrera GT was released in 2004, it was anticipated to stir up plenty of fervor. It certainly had all the attributes to do so. It was a mid-engined V10 hypercar – one of the first to be considered a step beyond supercar status – and introduced a variety of industry-first technologies and features to the production car market. 

It was hard to argue against the Carrera GT having the performance, appearance, and stature to justify its $440,000 USD price tag when brand new. Nevertheless, Porsche dealerships would have a difficult time selling them despite costing over $200,000 USD less than a new Ferrari Enzo; the Carrera GT’s intended target and rival. 

The slower than forecasted sales are likely the cause for Porsche ending production after just 1,270 units. Though a run 1,500 units were originally planned, the German marque went on record to blame “changing airbag regulations” for their decision to ax the car. Thankfully, this turn of events would not prove ominous for the Porsche Carrera GT over the long run. In fact, quite the opposite.

Interestingly enough, we can thank the ongoing technological advancements taking place in the automotive industry for the Porsche Carrera GT’s resurgence into the limelight. Besides being equipped with a wicked state-of-the-art, naturally aspirated, 612-horsepower engine which was ahead of its time, the Carrera GT was otherwise an extremely analog machine and it is this very characteristic that would elevate its appeal over time.

This was helped on mainly by the fact that since the Porsche Carrera GT was released, the exotic car landscape has shifted dramatically to the production of more user-friendly, techologically refined and easy-to-live-with supercars – the fastest for the masses, if you will. 

This generally means that certain features have become standard issue in today’s highest performing vehicles – electronic assists and nannies which prioritize safety, dual-clutch automatic transmissions to make driving easier, hybrid powertrains designed to lower fuel consumption, and so on. You don’t have to be a professional driver to wring out the most, if not all of the performance potential in a modern supercar – that predictably appeals to more people.

While all of these changes are welcome and generally considered to be advancements in the supercar space, the pace at which the technology has been improving often feels too fast and overwhelming. In the midst of all the craziness, people began to catch on to just how special of a car the Porsche Carrera GT really is. 

That is because it is one of the last hypercars/supercars that isn’t like anything that is produced today – in all the best ways possible, of course. For instance, it is one of the last mass production supercars to be fitted with a true manual transmission. 

Today, this sentiment is reflected in the Carrera GT’s sky-high prices in the used market, which would have translated to a very reasonable return on investment if you had bought one new, kept it and then decided to sell now.

Engine & Performance


  • Engine Type & Size: 5.7L Naturally Aspirated V10
  • Horsepower: 612 hp @ 8,000 rpm
  • Torque: 435 lb-ft @ 5,750 rpm
  • Transmission: 6-speed Manual
  • O-60 mph: 3.8 seconds

What makes the Porsche Carrera GT engine so special is that it is technically a race car engine. Not in that loosely-based sense, often used as a sales gimmick in marketing ads these days, but in the true sense of the word. 

In the late 1990s, Porsche engineers in Zuffenhausen were assigned the task of developing a naturally aspirated V10 concept engine which was to later be used in a race car for the infamous 24 Hours of Le Mans endurance race.

Sadly, the completion of that race car never came to fruition, but the efforts of the engine builders would not be wasted. Porsche decided to adapt the engine for the use in the Carrera GT and took the necessary steps to not only refine it in order to satisfy production car protocols but still managed to make it a more powerful version than the original unit. 

The result is a naturally aspirated 5.7L V10 midship engine, which produces 612-horsepower @ 8,000 rpm and 435 lb-ft of torque at 5,750 rpm. This allowed the Carrera GT to accelerate to 0-60 mph in 3.8 seconds and 0-100 mph in 6.9 seconds, with a top speed of 205 mph.

2004 Porsche Carrera GT Engine2004 Porsche Carrera GT Engine

The engine wasn’t just all brawn, as it was meticulously designed to be just one element of something that was greater than the sum of its own parts. For example, the optimized V-angle of the cylinders and the extremely low-to-the-ground crankshaft helps to give the car a very low center of gravity which enhances its overall handling and chassis capabilities. 

The Carrera GT’s V10 engine, in spite of its large displacement, weighs in at just 472 pounds thanks to the extensive use of lightweight forged alloy materials which provides bulletproof engine internals which have the highest levels of temperature resistance.

Mated to the powerplant is a six-speed manual transmission developed especially for the Carrera GT. Like the rest of the car’s driving components, the transmission was also designed to be compact and ideally specced to reduce overall weight and maintain an optimum weight distribution.

For the first time in a production car, Porsche introduced a factory-installed ceramic clutch known officially as Porsche Ceramic Composite Clutch – or PCCC. While sharing the characteristics of some race car clutches such as compactness and low mass, PCCC was also designed to meet or exceed the life expectancy of conventional clutch plates, making it suitable for everyday driving applications and importantly, fit for use on a production car.

The transmission, in an overall sense, is able to smoothly translate the car’s massive power into something that is as manageable as it is robust. Although the grabby and sensitive ceramic clutch will likely take some time to get acquainted with, it will soon reward the driver with solid, mechanical shifts which could be most accurately described in one word as “satisfying”.

Chassis & Handling

The Porsche Carrera GT continues to benefit from the manufacturer’s experience in endurance racing, through which their carbon fiber technology had undergone the most rigorous of trials by the turn of the millennium. 

The most notable use of carbon fiber in the formation of the chassis is the Carrera GT’s pure carbon fiber monocoque and subframe. This would be the foundation on which the car’s rigidity, lightweightedness and agility would be showcased.

Many of the technologies used in the Carrera GT’s suspension components were adapted from the Porsche 911 GT1 race car, which won the 1998 24 Hours of Le Mans endurance race. 

The suspension configuration was designed with double-wishbone axle pushrods in the front and rear which improved the car’s responsiveness to driver inputs while enhancing road feel – something that the more common McPherson spring/strut design would not have provided adequately. The majority of the components were also made of aluminum to save weight.

Porsche Carrera GT DiagramPorsche Carrera GT Diagram

The electronic driving aids in the Carrera GT does nothing to detract from the purest of driving experiences, while at the same time allowing the car to feel compliant when driving at the limits. A meticulously thought-out power steering system accentuates the car’s agility and is perfectly weighted at both low and high speeds to elevate communication between man and machine. 

The ABS and traction control systems are adaptive to a variety of different road surfaces and conditions, to allow for a spirited driving style in any circumstance. Working in tandem with each other, both systems enhance stability under hard braking and acceleration to give the driver dynamic control of the vehicle’s steering capabilities, even in the most demanding situations. Safety without sacrifice of performance or driving pleasure is paramount in the philosophy on the Carrera GT.

Porsche Carbon Ceramic Brakes – or PCCB – come standard on the Carrera GT and were the first of its kind in the production car world, when Porsche introduced them on the 2001 Porsche 911 GT2. 

Besides being considerably lighter than conventional rotors, Porsche had the technology improved for use in the Carrera GT, which featured enlarged cross-drilled ceramic brake discs which have the highest level of heat resistance and an exceptionally consistent frictional coefficient. Completing the braking system were set 6-piston monoblock calipers, employed at all four corners of the car. 

Last but not least, the Porsche Carrera GT meets the tarmac a set of staggered center-locking forged magnesium wheels wrapped in Michelin tires specially developed for the Carrera GT (F: 265/35/19, R: 335/30/20)

This combination allowed for the extremely strong and lightweight wheels to complement the chassis in its unsullied responsiveness to driver inputs, while also reducing the rate of wear on the extra-wide and grippy tires.

Porsche Carrera GT TirePorsche Carrera GT Tire

 Design, Styling, & Interior

On the outside, there is nothing to suggest that the Porsche Carrera GT should be anything but a purpose-built super/hyper sports car. The silhouette of the car is a properly executed amalgamation of sleek and muscular features which certainly feels applicable to the Carrera GT’s overall demeanor.

Porsche Carrera GTPorsche Carrera GT

From the front particularly, the car is still undeniably a Porsche, with its headlights paying tribute to the Porsche 917 – the first Porsche race car to win at Le Mans. The bulgy front fenders extend across the doors and connect to the rear haunches of the car, which then blend into its extroverted rear deck finished off by the large, retractable rear wing. 

The double-clamshell engine lid conceals the 5.7L power plant while complimenting the two roll hoops it sits purposefully behind. The windshield and windows are designed to provide maximum visibility to the driver from all angles.

The cockpit of the Carrera GT is relatively understated but still more than adequately appointed with its perfect blend of functionality, elegance, and convenience. The center console inclines at a sharp angle towards the front dash, and is fully made from carbon and bolted to the chassis of the car to promote rigidity and safety.

 Mounted near the top of the center console, is one of the Carrera GT’s most quintessential features – its ergonomically located manual gearbox fitted with a laminated birchwood shift knob, which pays tribute to the heritage of Porsche motorsport.

Porsche Carrera GT WheelPorsche Carrera GT Wheel

One of the Carrera GT’s world firsts for production cars was its use of sport buckets made from a special hybrid of carbon fiber and aramid fiber, which is commonly known today as carbon kevlar. This super light and durable composite meant that the seats could be upholstered in high-end leather and still weigh less than 23 pounds each. With comfort still being a paramount feature in the Carrera GT, Porsche fitted the car with power windows, air conditioning, infotainment, and BOSE speakers.


When the Porsche Carrera GT was released for the production year 2004, it had a retail price of $440,000 USD. Few would have guessed that its price would skyrocket over time to the levels they are at now – least of all Porsche, who cut production of the Carrera GT well before reaching its original target of producing 1,500 examples.

Today, a used Porsche Carrera GT can go for upwards of $700,000 USD. Some of the lowest mileage and best condition examples have been seen to fetch north of $1,000,000 USD. 

Over the past 15 years, the Carrera GT has become one of the most renowned supercars in history; thanks to its unique blend of driver-focused elements and advanced road-going technologies, it epitomizes what has now become the pinnacle of an era in which cars of this ilk would be produced. 

Knowing what the Carrera GT represents and possessing a rudimentary understanding of economics, my guess is that these prices will only go up as time passes.

Performance & Specifications Summary

Model & Pricing Info

Make Porsche
Model Carrera GT
Car type Coupe
Category Limited Series Production Car
Built At Zuffenhausen, Germany
Introduced 2004
Base Price (US) $440,000
Units built 1,270

Chassis, Suspension & Powertrain

Curb Weight 1,380 kg (3,042 lbs)
Layout Rear mid-engine, Rear-wheel drive
Body / Frame Pure carbon fiber monocoque and subframe
Suspension (F) Independent double-wishbone with axle push rods made from aluminum
Suspension (R) Independent double-wishbone with axle push rods made from aluminum
Steering Power-assisted rack-and-pinion
Brakes Porsche Carbon Ceramic Brakes (380 mm carbon-ceramic brake discs and 6-piston calipers, front and rear) 
Tires Michelin (F: 265/35/19, R: 335/30/20)
Transmission 6-Speed Manual

Engine, Output & Performance

Engine V10
Displacement (Litres) 5.7L
Aspiration Naturally Aspirated
Power (hp) 612 hp @ 8,000 rpm
Power (hp) / liter 107.4 hp / liter
Power (hp) / weight 0.44 hp / kg
Torque 435 lb-ft @ 5,750 rpm
0-60 mph time 3.8 seconds
¼ Mile (standing) 11.3 seconds
Top Speed 205 mph (330 km/h)
Average Fuel Consumption 16 mpg (combined)

Image Gallery

The Porsche Carrera GT exudes a level of performance that can only exist in the highest echelons of road car hierarchy. It is rare that such a design can become so timeless in just 15 years, which can be the lifetime of a single iteration of vehicle. 

In my opinion, the Porsche Carrera GT is a monument of automotive history which will only become more prominent in the years to come. It is the culmination of arguably the most ideal era of automobiles, in which technological prowess and puristic driving principles were combined in perfect harmonization. It serves as a reminder as to how powerful the connection between man and machine can be, without one overwhelming the other.

Doug DeMuro never holds back when exclaiming that the Porsche Carrera GT is ‘the single greatest car ever made’. The famed YouTube car reviewer provides an in-depth overview of the car, and takes it for a test drive in the streets near Cleveland, Ohio where he discovers that it is less intimidating to drive than it looks.

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The most viewed review of the Carrera GT on YouTube is from Top Gear, where none other than Jeremy Clarkson admits that it is one of the most beautiful, exciting and fastest drives of his life. Also watch as the Stig attempts to beat the record-holding McLaren Mercedes, as the fastest car around the Top Gear test track.

[embedded content]I’ve always enjoyed the way in which EVO presents their video review documentaries, so here is Dickie Meaden taking the Carrera GT through its paces in an ‘ICONS’ episode. He credits the car’s analog driving experience and its engine, as positive differentiators amongst its competition which includes the Ferrari Enzo, McLaren Mercedes SLR, and Ford GT.

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Here is the only official video uploaded by Porsche on the web, which features the Carrera GT in an episode of ‘Porsche Experience TV’.

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Press Release: Carrera GT ‘Recommissioned’


The Porsche Carrera GT is still counted among the most exciting sports supercars in the world, more than 15 years after it first appeared. Now, Porsche Classic has implemented a spectacular reconstruction as part of a custom order.

Porsche Carrera GTPorsche Carrera GT

With a ten-cylinder V engine with 612 PS of horsepower derived from a Formula 1 powertrain, premium design, and – not least – the incomparable driving experience it offers, the Porsche Carrera GT remains a milestone in the world of sports supercars today, and a collector in the US has commissioned Porsche Classic to thoroughly rework one of their privately owned vehicles.

It was truly a spectacular project. 

The collector wanted a complete, custom reconstruction of the vehicle, implemented at a manufacturing quality that can only be achieved by Porsche itself. The process involved the vehicle being entirely disassembled into individual parts, with every component extensively checked, and refurbished or replaced where necessary.

Extraordinary Paintwork in Oak Green Metallic

To set off the completely overhauled engine, transmission, and chassis components to their best advantage, the Carrera GT was also treated to a full refinish. Working with Porsche Classic, the owner chose Oak Green Metallic paintwork – a color that appeared for the first time in the 1970s, but which has never been available for the Carrera GT.

Porsche Carrera GTPorsche Carrera GT

The complementary five-spoke magnesium tires were specially designed, taking their initial inspiration from the legendary motorsport tires from BBS, which had a star-spoke painted in gold and a polished rim ring. 

However, material experts from the Porsche R&D center Weissach advised that polishing the rim ring would structurally alter the material in such a way that it would potentially be dangerously weakened, so an alternative engineering process was required to create the desired metallic high-gloss effect rim.

A Silver Ring Coated with Silver

The solution to the challenge lay in using silver, a precious metal. In an innovative procedure that had never before been used in series vehicle construction, a silver layer was applied to create a visually chrome-like surface finish.

This high-gloss silver layer requires a final protective coating though because silver is second only to iron in terms of metals that most readily oxidize: where prolonged   on iron results in rust, silver responds to exposure to atmospheric oxygen and water by accumulating unsightly black tarnish on its surface. 

This is why the silver-coated rim ring required a protective layer of clear lacquer, and the star-spoke was painted in gold to match. Serving as a technical contrast to this is the blue-and-silver central wheel lock, bearing the Porsche emblem in color.

Porsche Carrera GT TirePorsche Carrera GT Tire

The gold of the star-spoke has also been picked up elsewhere, for example in the Porsche lettering on the brake callipers, in the engine compartment, on the intake housings, and even in the interior, where the top marking in the center of the steering wheel is adorned by a single gold stripe flanked on both sides by a stripe of Oak Green – a discreet and individual touch.

Elaborate Repair of All Carbon Fiber Parts

Even at this stage, the work on this special Carrera GT was far from complete. “Because the coating on older carbon fiber parts tends to yellow and fade, we spent 350 hours manually sanding and recoating all the carbon fiber components, including the monocoque,” explains Uwe Makrutzki, Manager of Porsche Classic Factory Restorations in Stuttgart.

Porsche Carrera GT WheelPorsche Carrera GT Wheel

The vehicle is now ready for delivery, and at the invitation of Porsche Cars North America, Porsche Classic has presented it for the first time at the Porsche Experience Center in Atlanta, to a select group of 100 invited guests including the car’s owner.

Porsche Classic also hosted a symposium to coincide with the event, moderated by motor journalist Pete Stout, and featuring Alexander Fabig, Head of Customer Center, Uwe Makrutzki, Manager of Porsche Classic Workshop Restoration, record-winning race driver David Donohue, and Porsche Designer Tony Hatter, who were all available to talk about the project and answer questions.

About Porsche Classic

Porsche Classic takes care of all vehicles whose production end date is generally more than ten years in the past. 

These include legendary sports cars, such as the 356, 914, 959 and 911 up to and including type 996, as well as all four and eight-cylinder vehicles, such as the 924, 928, 944 and 968, and the Porsche Boxster, type 986. Since 2016, Porsche Classic has also been responsible for the genuine parts supply of the Carrera GT super sportscar. Further information is available at Porsche.

Final Verdict

As my fellow colleague, Nick Dellis once remarked, “The world is full of armchair commentators when it comes to cars. At we have a number of journalists and automotive publications we rely on when we want to get unbiased opinions from people we admire.”

Below are snippets from some of our favorite car reviewers and automotive personalities regarding the Porsche 911 Speedster. As always, we ask that you support the amazing publications they release, so that the automotive community continues to benefit from the hard work and enthusiasm they put into providing us with content that we love.

Car Magazine – “Brilliant. Pure, Full-fat Unadulterated Brilliance.” – 5/5

Porsche Carrera GTPorsche Carrera GT

Ben Whitworth from reviewed the Porsche Carrera GT in 2008. He admits that the car can be a hassle to drive in low speed, stop-and-go traffic thanks to the sensitively operated clutch. Where things really start to get good are when “It’s only above 3000rpm that the ride, steering, chassis, and engine really start to work their magic. But boy, what magic.”

The Carrera GT’s handling is the perfect compliment to its engine, where he notes that “One of the car’s key attributes is its forgiving chassis and superb steering that together allow you to extract the best that fabulous engine has to offer. The more speed you add, the smoother and more fluid the ride becomes, allowing you to sew a series of bends together with real precision and confidence.” 

A disclaimer to end things off though, as he reminds us that “You can drive the Carrera GT at seven-tenths all day – which by normal standards is still phenomenally quick – but you’d better have your go-fast synapses all snapping together if you push harder.”

More: Read full review

Autotrader- “…the greatest experience of my entire life.” – DOUGSCORE: 71

Porsche Carrera GTPorsche Carrera GT

It’s easy to forget that Doug DeMuro actually writes his reviews on behalf of Autotrader, as the charismatic – and often quirky – the presenter has transcended into his own form of celebrity through his entertaining video car reviews.

His written review of the Porsche Carrera GT is a loosely based transcript of his video performance, mentioned earlier in my review. There are some things he reveals in his written article which he didn’t on Youtube, such as what was going through his mind before getting into the driver’s seat. “I’ve never felt so much pressure in my entire life. Tom Brady has never felt so much pressure in his entire life,” he remarked.

Doug knew that that car would be impressive, but he noted that “What was a surprise, however, was just how much I didn’t feel intimidated when I was behind the wheel.”, which is a testament to Porsche engineering principles. 

His final word: “My all-time favorite dream car. And the greatest car ever made.”

More: Read full review

My Final Verdict


The Porsche Carrera GT is one of the most distinguished representatives of an automotive era now concluded. It was the last supercar to be fitted with a true manual transmission. It introduced world-first technologies derived from racing, in a road car. It could very well be the last driver-focused car of its kind, with no successor – spiritually or materially. 

In fact, Michael Hölscher who led the development of the Carrera GT has stated regarding a second iteration, “We don’t want one. We have promised customers that there will be no successor. It would kill the value of the GT overnight. But we will always demonstrate that we are a leader in technology.” 

However, we will continue to see the Carrera GT’s influence in Porsche’s production cars which have – and are yet to – come through the production pipeline. “We have learned from the Carrera GT programme how to work with carbon fiber, ceramics, and magnesium. It’s a technology that will filter down into new products.” Hölscher notes.

This is especially important as the automotive landscape is changing both drastically and exponentially, as time goes on. In a future that looks to be dominated by software and electronics, the Carrera GT will hopefully serve as a reminder for Porsche to continue engineering cars that elicit an emotional connection with their owners/drivers. I am confident that Porsche is well-positioned to be both a leader in technology, while also staying true to its heritage.

The Porsche Carrera GT will always be one of the most incredibly balanced and exquisitely engineered cars ever made. Many years into the future – perhaps when the role of the automobile as we know it, becomes obsolete – the Carrera GT will become the equivalent of scripture for the soul; something for us to deeply reflect on, as we look to rekindle our relationship with the simple and good things in life. 


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McLaren Mercedes SLR 
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Koenigsegg CC8S

Porsche 964 Specs & Performance Numbers

As part of our ongoing process to organize all the information on, we pulled together the most important specs and performance numbers into one easy to read table. For the Porsche Type 964 you will find everything from model years to top level models as well as engine type and classification, power numbers and torque figures. We also have performance numbers like acceleration times and top speed. Specs-wise we decided to focus on the length, width and weight numbers for the 964 models. Below is an outline of what we cover:

Variant Grouping / Production Years / Production Numbers / Engine /  Engine Code / Cooling Induction / Engine Capacity (cc) / Engine Capacity (liters) / Compression Ratio / Maximum Power & RPM (HP) / Maximum Power (HP) / Max Power RPM / Maximum Torque (NM) / Maximum Torque & RPM (ft lbs) / Maximum Torque (ft lbs) / Maximum Torque RPM / 0-60 mph (seconds) / 0-100 mph (seconds) / 1/4 Mile (seconds) / Top Speed (mph) / Top Speed (kph) / Length (MM) / Width (MM) / Weight (lbs) / Weight (kgs)

To see all the details simply click on the “+” button to see it for all the specs and the performance numbers. 

Porsche 718 Spyder Review

The new Porsche 718 Spyder is a special edition inspired by the Porsche 550 Spyder of the 1950s. It is the first time that the Spyder is based on track-focussed Cayman GT4. Is this what Porsche purist have been looking for? We went to Scotland to find out!

The 718 Spyder is powered by a newly developed 4.0 six-cylinder naturally aspirated boxer engine which is based on the 9A2 Evo engine family of the 992. It produces 420hp and 420Nm of torque with a redline at 8,000 rpm. 0-100 km/h is done in 4.4 seconds, 0-200 km/h takes a mere 13.8 seconds (one full second faster than the predecessor). At launch it comes exclusively with a six speed manual gearbox but the Porsche 718 Spyder will also be offered with a PDK gearbox in about a year.

I’m very excited Porsche chose to keep a six-cylinder naturally aspirated engine for the Spyder and the Cayman GT4. But ever stricter emission regulations around the globe required several new technologies to be introduced to make the Porsche 718 Spyder compliant. These include adaptive cylinder control which does not inject fuel into three of the six cylinders under partial load and at low rpm. Start / Stop systems might be common on every day cars but it is the first time Porsche implemented it on one of their GT cars. There are two gasoline particulate filters to filter exhaust gasses which obviously affect the sound a bit.

Another thing that affects the sound of the new Porsche 718 Spyder tremendously is compliance with the EU regulation for noise emission from cars. Even with the exhaust button engaged the flaps are closed below 4,000 rpm and around 50 km/h. Oh and forget about revving your new Spyder, Brussel decided you are no longer allowed to do that, as a result the engine produces limited revs in neutral.

Having said that there is still plenty of joy to extract from the new Porsche 718 Spyder. Opt out of the Porsche Comand Online infotainment system and all you will have is a fabulous engine, a manual gearbox and a handful of settings you can change. These include a normal and hard suspension setting to control the adaptive dampers, ESP and traction control settings and a button to enable an automatic throttle blip on gear changes. The latter is something that I missed on the not quite as purist 911 T. Looking for Sport mode? It isn’t there. It is the way it is out of the box.

Porsche 718 Spyder Top Up

It has significantly less downforce and a bit more drag as its brother the Cayman GT4 but thanks to the wing that extends automatically above 120 km/h and improved diffuser it is the first Boxster which generates downforce at the rear axle. It is also the first ever Boxster to have a top speed above 300 km/h. With the roof up you can reach the 301 km/h top speed in relative comfort, without roof be prepared for some hairs to be ripped out of your head. In comparison to the Cayman GT4 it is only a mere 2-3 seconds a lap slower around the Nurburgring Nordschleife.

The 718 Spyder is almost as stiff as the GT4 which makes that despite having no roof it handles very much like the GT4. Steering is very direct and corners can be taken at a ridiculous rapid pace. The mid-engine setup provides excellent balance. When the exhaust flaps open above 4,000 rpm the ride is also accompanied with a full bodied sound track, it is just such a shame it is so quiet below the EU threshold.

The Porsche 718 Spyder has a relatively limited list of optional extras compared to other Porsches. The PCCB ceramic brakes should be considered for those planning to track their Spyders but if you predominantly drive on the road you can just as well keep the money in your pocket and do without the squeaking of the PCCB. One optional extra that is definitely worth considering are the carbon fibre race seats. They fit neatly even for slightly taller people like myself and provide excellent side support.

Porsche 718 Spyder Top Down

The new Porsche 718 Spyder is the most purist modern Porsche yet. Opt out of PCM and you have the ultimate roofless Porsche to enjoy on the road without distraction. The few remaining gadgets like the adaptive dampers and auto blip give just that little but extra flexibility to appeal to as many sports car enthusiasts as possible. If you are looking for a no nonsense, highly engaging sports car this is it!

Porsche 911 and 718 Models to Become Even More Personalized

Get a Car Built for You

Porsche cars are some of the most customizable from the factory that you can buy. There are 39 different variants between the 911 and 718 and then there’s a long list of options to choose from. According to Autocar, plant manager Christian Friedl said the company only produces the same exact car “a maximum of two times per year.” The company wants to add even more personalization, too.

When you look at the plant that makes the 911 and 718, Porsche builds about 25,000 of those cars. With all of the different variants and special features for the cars, that’s a lot of models to be churning out. Porsche wants to take the next steps to take personalization to the next level.


Friedl said Porsche will work on putting out more options for customers to choose from. this means even fewer of the cars built each year will be identical. The Porsche 911 or 718 you want will be the car you’ll get, and it’ll be a lot different than your neighbor’s Porsche. Freidel said that the company wants to build “the most personal car” out there.

This is good news for anyone who wants to have a special one-of-a-kind sports car. With Porsche the 911 and 718 already being what they are, it’s cool to see Porsche pushing the envelope. You can bet, however, that those new fancy options will come with a high price tag. You have to pay for exclusivity. 

Porsche Redesigned the 911 RSR for 2019

Improving a Car That’s Already Excellent

The Porsche 911 RSR is a car that has won more than 20 FIA World Endurance Championship races. Porsche hasn’t decided to rest on its laurels, though. The company didn’t even want to make evolutionary changes to its winning racecar. Instead, it replaced 95 percent of the car with all new components and parts, making the 911 RSR better than ever before. 

In the last 911 RSR, the major design change was from a rear to a mid-mounted engine position. That change remains in the new car. What also remains is the headlights, brakes, clutch, driver’s seat, and a few other small parts in the suspension, according to Car Throttle. Everything else is all-new. 

The engine grew to 4.2-liters, and now the naturally aspirated flat six-cylinder makes a strong 507 hp, which is up slightly from 503. The engine also has a wider rev band, and better power delivery and control. The transmission is a six-speed sequential constant-mesh manual gearbox.

There’s also a multi-disc, self-locking differential. Power goes to the rear wheels. The exhaust pipes have been rerouted and shorted, helping reduce weight. Porsche also reworked the exterior of the car and says it’s more aerodynamic than it has ever been before. If the old car won more than 20 races, you can bet that this one will win even more. 

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Porsche Has Retro-Inspired Special Editions Planned

Drawing Inspiration from the 1950s and 1980s

Porsche Exclusive Manufaktur made an announcement that it will build some retro-inspired models based on cars from the 1950s and 1980s. There isn’t a lot of information at this time, but the company said it’s building these cars as lifestyle cars and that means they will follow a similar playbook to the Porsche 911 Speedster with the Heritage Design Package, according to Carscoops.

So what can you expect of the cars? They’ll all be based on the 911. The cars will feature specific design elements that harken back to the era of Porsches that they draw inspiration from. This will include things like updated, custom interiors with corduroy and tartan.

The cars themselves will be quite expensive, though Porsche has not yet stated an actual price for the vehicles. We would imagine they’ll let some more details and maybe an image leak out before announcing pricing. The company will also produce different Heritage Design Packages for the regular 911.

This means there will likely be a design package for the regular version of the car that you can add for a lower price than the special editions planned. This will let you get some of that specialty without having to fork over the big bucks. Just what’s in those packages has not yet been determined. 

Porsche’s 718 Spyder and 718 Cayman GT4 are Ready for Action

Meet the New Range-Toppers

Porsche has unveiled the new 718 Spyder and Cayman GT4. The new top-of-the-lineup cars feature some updates to the body, borrowing from other Porsche models in some cases. However, the big news for the model is the newly developed 4.0-liter flat six-cylinder engine that makes a whopping 414 hp and 310 lb-ft of torque. In the 718, as we’re sure you know, that’s a lovely bit of power. 

The car’s engine is mated to a six-speed manual transmission. That transmission and engine combination makes these road cars good for a 0-62 mph time of just 4.4 seconds. The Spyder can sprint all the way up to 187 mph and the Cayman GT4 can do a slightly stronger 189 mph. The car’s new fancy engine isn’t just built for power and performance, though. It offers cylinder deactivation for fuel savings, not that we expect many owners to care much. 

The exteriors of both cars are unique. The Cayman GT4 borrows some things from the GT4 Clubsport, including the large rear wing and other various aerodynamic elements. Those additions add around 50 percent more downforce, ensuring the car sticks to the road as you whip it around. The Spyder has a unique style with a double-bubble design at the rear. It the middle rests a floating third brake light. Additional adjustments include an active rear spoiler that deploys at 75 mph and a rear diffuser. 

The cars get a lower stance by just over an inch and Porsche Active Suspension Management is standard for these models. The cars get a locking rear differential and an updated traction control system with different settings to choose from. Aluminum fixed monoblock caliper brakes or optional carbon ceramic brakes stop the car.

You can now order either or both of the cars if you want. The Spyder costs $96,300, and the Cayman GT4 starts at $99,200. There’s a destination fee of $1,250. If you do order one, you’ll have to wait until 2020 for delivery. 

Supercars.Net’s Comprehensive Guide To The 2019 Porsche 911 Speedster


It has already been a few months since the ascension of the 992 Porsche 911, yet the swan song for the previous-generation 991 is only just beginning its chorus. Starring the 2019 Porsche 911 Speedster, the grand finale for the now outgone iteration is a celebration of both milestones and achievements.

The new Speedster was first unveiled as a concept during the Goodwood Festival of Speed in July 2018 – a time which also coincided with the 70th anniversary of Porsche sports cars – where they had described the philosophy behind the Speedster as simply, “a pure driving experience”. Fast forward to April 2019, where Porsche had officially green-lighted production of the Speedster at the New York Auto Show.

The Porsche 911 Speedster is the beneficiary of Stuttgart’s latest fixings, while also serving as a throwback to the Porsche 356 – the very first Speedster model. This schematic has forged a 911 with a silhouette based on the 4S Cabriolet body, carbon fibre bits borrowed off the 911 R, and front and rear bumpers from the GT3 Touring. That is not to say that there aren’t any unique offerings on the Speedster, with its shorter, more inclined windshield frame and lower fly-line being amongst its exclusive features.

As originally advertised, the car is powered by the same 4.0L, naturally aspirated, 9000 rpm unit used in the 991.2 GT3; for good measure, Porsche has kindly gone and wrung an extra 10-horsepower out of it too, just for the Speedster. They’ve also done nothing to disappoint the purists, with the same brilliant 6-speed manual transmission – offered in some 991.2 GT3 examples – mated to this legendary flat-6 boxer engine.

With just 1,948* units to be produced, the 2019 Porsche 911 Speedster is a car in its own right. It will be extremely rare. It will be undeniably unique. And with a price starting at $277,000 USD, it will be lavishly expensive.   

But most importantly, the Speedster is everything – that was, is and will be – wonderful about the Porsche 911.

*an homage to the first year that Porsche began to produce sports cars, and hence its 70th anniversary in 2018

Engine & Performance

At the heart of the Porsche 911 Speedster is a slightly tweaked version of the most current 911 GT3 engine, which now produces 502-horsepower @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.

The Speedster’s engine is able to extract an additional 10-horsepower from the GT3 unit, with the help of bolstered fuel injectors. Specially designed individual throttle bodies improve the engine response of the already pedal-happy 9,000 rpm redline, naturally aspirated power plant. Porsche claims that this engine is the most refined, most efficient and best performing version to come from the GT3 family.

Delivering power to the rear wheels is a 6-speed manual transmission, which like the engine, is also borrowed from the most recent iteration of the 991 GT3. This is the only transmission option available, as the manual gearbox is preferred by Porsche over the technically superior PDK in favour of a more tactile driving experience. While banging through the gears will never be as efficient as what the dual-clutch system delivers, this manual transmission is as precise and smooth as one can get; an absolute pleasure to drive with.

Overall the numbers are ultimately impressive, especially considering the Speedster’s relative lack of modern enhancements that seem to be part and parcel of what is required to make a fast car these days. The Porsche 911 Speedster is able to sprint from 0-60 mph in just 3.8 seconds – all in the absence of turbochargers, all-wheel-drive and a dual-clutch transmission.

Chassis & Handling

The Porsche 911 Speedster shares an array of suspension and handling components with the GT3 and 911 R which includes a fine-tuned adjustable sports suspension, torque vectoring system, and four-wheel steering. Overall, the Speedster sits about 5 millimetres higher off the ground than its compatriots and its spring rates offer more refinement and ride quality.

Compared to its donors, the Speedster is clearly and deliberately set up to focus more on driving pleasure rather than Nurburgring (or any other track, for that matter) lap times. The carbon ceramic brakes – 410 mm vented/perforated discs up front, 390 mm in the rear – also utilize softer compounds in favour of more user-friendly modulation and improved urbanity. The car meets the road with a set of 20” Michelin Pilot Sport Cup 2 tires, which provide plenty of street-legal grip.

The first public test-drives of the Speedster took place along the winding country roads in Sardinia. The Speedster negotiated the often rough and uneven Italian terrains with absolute confidence; not only with its performance, but also its comfort and the peace-of-mind it provided the driver. The aforementioned suspension tweaks allowed the car to glide smoothly over imperfections without having to worry about scraping the undercarriage, or chipping a tooth while hopping over jarring surfaces.

Thanks in huge part to the talismanic three-pedal, 6-speed manual transmission, the Speedster feels as raw, connected and spirited as a 911 could possibly be. Minimalism is not lost on the rest of the car either, and to good effect, with a button-free steering wheel, short-shifting gear lever, and relatively spartan interior further emphasizing driving purity at its pinnacle. The Speedster still comes standard with stability control and traction control, but these can be dialed down for drivers who wish to induce a higher degree of rear slip angle, with a simple push of the “ESC OFF” switch.     

The Speedster delivers a masterclass all-around performance of 911-awesomeness, and truly is as Porsche had set it out to be – a “pure driving experience”. At the end of the day, the car should not be mistaken as a docile or watered-down version of a GT-line car, because that is simply not the case. It is just as engaging and visceral as any of the cars it is based on, with just the right amount of elegance added to make it perhaps even more appealing than the others.

Design, Styling & Interior

Aside from the aggregate of undertones which make it undeniably-911, the Speedster was designed to be different from anything else that Porsche has ever made. Most notable is essentially what gives the Speedster its name; the manual-folding, weatherproof soft-top which stores under a distinctive clamshell tonneau behind the driver. To further accommodate the design, the windshield inclines at a sharper angle while the side windows become more stocky at full extension. This gives the Speedster the lower fly-line that is attributed to its previous iterations, which becomes all the more distinguishable once seated inside the cabin.

The interior does nothing to detract from the overall design elements of the Speedster, with simplicity and function taking precedence over luxury and convenience. There is no lack of driver-focused comforts provided by amenities such as the snug, perfectly bolstered sport bucket seats and ideally-located controls; however, normally expected refinements such as door handles and PCM/climate control are replaced with door straps, or in the latter case, nothing at all.

As expected from a limited-edition Porsche, there is hardly a lack of finer details even in a spartan interior. As an option, the standard black leather interior can be complemented with red stitching, as well as having the “Speedster” designation imprinted in the headrests. This option also includes red door straps and the GT Sport steering wheel with a red centre marker. Many of the interior panels are made from carbon fibre.

Buyers who opt for the most extreme option – known as the Heritage Design Package – will get a silver and white two-tone paint job (similar to the concept), and a special livery which includes door numbers and Porsche decals on the side of the car. Also as part of the package, the brake calipers are painted black and the wheels are finished in an exclusive platinum satin finish. Cognac leather also replaces the standard black leather; and to ensure the exclusivity of it all really hits the mark, is a custom Speedster-inspired Porsche Design chronograph made specially for the lucky new owner.

Pricing gets

So here’s where things get a bit crazy but in a less than surprising fashion, really. With production numbers capped at just 1,948, the Speedster will be – for lack of a better term – ‘appropriately priced’.  This means that it won’t come cheap, and with an MSRP starting at $274,500 USD, the Speedster is about twice the cost of the GT3 on which it is based, and nearly the same price as the GT2 RS; and this is without any of the options added, which will send the price well north of $300,000 USD.

Dealers began filling orders on May 7, 2019, and with the entire allocation rumored to be already spoken for, all examples should be in the hands of their new owners by the end of this year.

Performance & Specifications Summary

Model & Price Info

Make Porsche
Model 911
Generation 991
Sub-Model Speedster
Car type Convertible
Category Limited Series Production Car
Built At Zuffenhausen, Germany
Introduced 2019
Base Price (US) $274,500
Units built 1,948

Chassis, Suspension & Powertrain

Curb Weight 1,465 kg (3,230 lbs)
Layout Rear-engined, rear-wheel drive
Body / Frame Aluminum-steel composite monocoque, carbon fiber elements
Suspension (F) MacPherson strut suspension with lightweight springs (including helper springs), anti-roll bar, fully ball-jointed mountings
Suspension (R) Multi-link axle with lightweight springs (including helper springs), anti-roll bar, fully ball-jointed mountings
Steering Electro-hydraulic; power-assisted
Brakes Carbon Ceramic Discs (410 mm front; 390mm rear); Aluminum Calipers (6-piston front; 4-piston rear)
Tires Michelin Pilot Sport Cup 2
Transmission 6-Speed Manual

Engine & Output

Engine Flat-6
Displacement (Litres) 4.0L
Position Boxer, 90°
Aspiration Naturally Aspirated
Power (hp) 502 hp @ 8,400 rpm
Power (hp) / litre 125.5 hp / litre
Power (hp) / weight 0.34 hp / kg
Torque 346 lb-ft @ 6,250 rpm
Average Fuel Consumption 13.8 L / 100 km (combined)

Performance, Acceleration & Braking Stats

Top speed 193 mph
0 – 60 mph 3.8 s
0 – 62 mph 4.0 s
0 – 100 mph 8.0 s
0 – 125 mph 12.2 s
¼ mile (standing) 11.7 s
124 mph – 0 TBD
62 mph – 0 TBD

Gallery & Videos

Image Gallery

The Speedster sets itself apart from any other 911 ever made, thanks to Porsche’s modern take on a classic, and sure-to-be timeless design. Reminiscent of the circa 1948 Porsche 356 “No. 1” Roadster, the soft-top compartment lid with its double-bubble shell case is the aesthetic landmark of this very limited edition vehicle.

In my opinion, the Porsche 911 Speedster is an interesting concoction of extroversion, uncanniness and classic design elements – the formula for an ideal balance of function and form – that makes for a car worthy to represent all that is good about the 911 and by extension, the Porsche brand as a whole.

Video Review Gallery

Here are some YouTube video reviews from some of my favorite car reviewers and auto personalities. All of them provide feedback from an “everyday guy” perspective – but aren’t afraid to thrash the car around a racetrack when given the opportunity – providing commentary that is both technical and easy to absorb.

Carfection’s Henry Catchpole provides a wonderful review of the Speedster while driving through the winding roads of Sardinia, starting off with a warm-felt tribute to the 356.

[embedded content]Next, Tony Crawford, Founder of, gives his down-under take on the Speedster. Though he admits to not being a 911-phile to begin with, Tony is unapologetically swooning over the Speedster while he rows through its gears throughout the video.

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The team at Netherlands-based AutoWeek, put together this comprehensive vlog chronicling their experience with the Speedster. The subject matter technical, and the imagery is engaging.

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Last but not least is Porsche’s official cinematic for the car.

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Original Press Release

New 911 Speedster goes into production

05/07/2019 | The 911 Speedster already caused a sensation when it was presented as a concept vehicle. Now Porsche is putting the open-top two seater into production.

The 911 Speedster combines the aspiration of a puristic, driver-oriented vehicle with motor sports technology suitable for everyday use. The 911 R (2016) and 911 GT3 served as a basis for development. A high-revving 375 kW (510 PS; Fuel consumption combined 13.8 l/100 km; CO2 emissions combined 317 g/km) four-litre naturally aspirated boxer engine delivers an emotive sound experience in the cockpit. The six-speed GT transmission is shifted manually. Visually, the new Speedster establishes a bridge to its own history – to the forebear of all Porsche sports cars, the 356 “No. 1” Roadster from 1948. The limited edition of the new 911 Speedster is also reminiscent of this vehicle. Exactly 1,948 units will be manufactured from mid-2019 at the Porsche plant in Zuffenhausen, Germany.

As a concept vehicle, the 911 Speedster celebrated its world premiere in 2018 at the ceremony for the “70 Years of Porsche Sports Cars” anniversary in Zuffenhausen. Other public appearances followed at the Goodwood Festival of Speed, the Rennsport Reunion VI in Laguna Seca, California as well as the Paris Motor Show in October. Numerous Speedster elements that characterise the concept vehicle can now be found in the same or similar design on the series production model.

Taking centre stage is the aesthetically shaped convertible top compartment lid with its double-bubble streamliners – a quintessential feature of this sports car type ever since the 911 Speedster from 1988. It is the largest and most complex component to date that Porsche has used in a road model made of a single piece of carbon-fibre reinforced plastic. Two trim elements in the double bubbles make room for the roll-over protection system as need, included in the two-seater as a standard feature just like in the 911 Carrera Cabriolet.

A weight-saving roof structure replaces the basic tonneau cover of the concept vehicle. Despite its puristic design, the fabric convertible top is suitable for everyday use. Together with the shortened window frames with their lowered cowl top panels and the smaller side windows, it gives the 911 Speedster its athletic profile. The excitingly low fly line already characterised historic designs such as the Porsche 356 Speedster from 1954.

The convertible top takes no effort to operate: the central locking hook at the windscreen frame and both the side fins of the fabric roof are released at the push of a button. The large rear lid made from lightweight carbon fibre is electrically unlocked and slides back a short distance, is then positioned by hand and makes room for the fabric roof, which folds into a Z shape behind the front seats. The cover can then be closed again effortlessly once the roof has folded into position. The roof is closed again in the same way – only the roof fins on the left and right of the streamliners have to be pressed by hand into their holders until they perceptibly engage.

Rear spoiler and rear apron of the 911 GT3 Touring

Lightweight design also dictates other body components of the Speedster. The carbon-fibre composite bonnet – which weighs in two kilograms lighter than on the 911 GT3 – and the carbon-fibre composite wings are originate from the 911 R. The front apron was borrowed from the GT3, but the front spoiler lip is a completely new development. Instead of the Talbot mirrors used on the concept vehicle, the production version of the new Speedster features electrically adjustable and heated Sport Design exterior mirrors. The extending, aerodynamically tuned rear spoiler and rear apron have been adopted from the 911 GT3 Touring for the Speedster.

The interior is characterised by black leather elements for the side bolsters and head restraints of the carbon-fibre composite full-bucket seats, the armrests in the door trims and the shortened gear lever. The centre panels of the seats are upholstered in perforated leather, while the lightweight door panels with black door pulls and stowage nets reduce the overall weight.

“Speedster” logos adorn the head restraints and the visible carbon door sills as well as the central rev counter. Like the other instruments, it has black dials with white needles as well as green digits and scales – features reminiscent of its famous forebear, the Porsche 356 Speedster. A limited-edition badge on the cross structure behind the front seats shows the serial number of the 911 Speedster, which is limited to just 1,948 units.

Porsche also optionally offers the new 911 Speedster with a Heritage Design package. Created by Style Porsche and implemented by Porsche Exclusive Manufaktur, this equipment version reinterprets classic elements from the 1950s and 1960s. This includes the interior colour scheme in Black and Cognac with golden details. Special “spears” paintwork in White for the front fascia and front wings is applied to the basic vehicle paintwork in GT Silver Metallic. Historic looking Motor sports decals for the doors and front lid complete the package. Owners can select their own maximum two-digit start numbers like shown in the photos. The Porsche crests and the gold-coloured logos correspond to the designs used in the 50s and 60s.

High-revving engine with 510 PS

The heart of the new Speedster is adopted from the 911 GT3. The naturally aspirated six-cylinder boxer engine with four-litre displacement is a pure GT engine. The peak power of 375 kW (510 PS) is reached at 8,400 rpm, with the maximum engine speed at 9,000 rpm. The engine delivers a maximum torque of 470 newton metres at 6,250 rpm. The new 911 Speedster accelerates from zero to 100 km/h in 4.0 seconds and reaches a top speed of 310 km/h.

Compared with the previous 911 GT3, the engine in the Speedster is fitted with two gasoline particulate filters (GPF) and complies with the emission standard Euro 6d TEMP EVAP-ISC (EU6 DG). However, the four-valve engine still manages ten PS more. This is due to improvements to detail such as the high-pressure fuel injectors with optimised spray pattern as well as a modified intake system with individual throttle valves, which enable a more spontaneous response to throttle commands. The newly developed lightweight stainless steel sports exhaust system weighs 10 kilograms less – including the two particulate filters.

Befitting its status as a driver’s car, Porsche only offers the 911 with a manual six-speed sports transmission. It features an auto-blip function which precisely and independently compensates differences in engine speed between the gears when downshifting through automatic throttle blips. Auto-blip can be activated at any time, in other words also independently from the chosen PASM (Porsche Active Suspension Management) variable damping system setting. A mechanical rear differential lock with asymmetric locking action rounds off sporty power transmission.

PORSCHE Infografic 911 Speedster ENPORSCHE Infografic 911 Speedster EN

The GT philosophy behind the new Speedster is also reflected in its chassis. With its sporty rear-axle steering and dynamic engine mounts, the chassis is based on the technology of the 911 GT3 and 911 R. Control systems such as Porsche Torque Vectoring (PTV), Porsche Stability Management (PSM) and PASM with sports tuning and lowering by 25 millimetres have been precisely adapted to the new requirements. The open-top two-seater runs on 20-inch forged Speedster alloy wheels with central locks. The standard equipment includes PCCB brakes (Porsche Ceramic Composite Brake) with internally vented and perforated ceramic composite brake discs.


Porsche Design Timepieces has also produced special chronographs for the new 911 Speedster, likewise limited in number to 1,948: the Porsche Design “911 Speedster chronograph” and the “911 Speedster Heritage Design chronograph” can be ordered exclusively by future owners of a new Speedster model at Porsche Centres around the world from May 2019.

Consumption data

911 Speedster: Fuel consumption combined 13.8 l/100 km; CO2emissions combined 317 g/km

Final Verdict

As my fellow colleague, Nick Dellis once remarked, “The world is full of armchair commentators when it comes to cars. At we have a number of journalists and automotive publications we rely on when we want to get unbiased opinions from people we admire.”

Below are snippets from some of our favorite car reviewers and automotive personalities regarding the Porsche 911 Speedster As always, we ask that you support the amazing publications they release, so that the automotive community continues to benefit from the hard work and enthusiasm they put into providing us with content that we love.

Autocar – “Porsche’s fabled GT-car division turns out the 991-generation lights in spectacular fashion” – 5/5


Richard Lane from Autocar is well-versed in Porsche nomenclature, and his review of the Speedster is both historically-centric and detail oriented.

Knowing what he knows, the Speedster was almost everything he expected – it didn’t surprise him one iota, as he remarked that “Given the ingredients, it doesn’t take a genius to work out that the Speedster must be mind-blowing on the road – and it is.”

On that same trajectory, there is no doubt that its price raises his brows somewhat. However, acknowledging all that the Speedster is set out to be, perhaps the perception of what money is gets distorted when in the realm of owning the car.

He ends off his review stating, “Were it our money, we wouldn’t hesitate, because finally Porsche knows exactly what its hip-high Speedster needs to be, and the result is breathtaking.”

The Good

  • Linear power delivery and incredible throttle response
  • Car remains rigid despite no fixed roof
  • Mechanical grip better than expected

The Bad

  • Interior feels smaller than it actually is, some visibility issues
  • Four-wheel steering system could be improved

More: Read full review

Car Magazine – “Icing on the cake” – 5/5

911 speedster911 speedster

Car Magazine’s Kyle Fortune was another one of the lucky journalists to take the Speedster for a drive in Sardinia, remarking that “It’s more about driving, and here it delivers, with mesmerising cross-country pace.”

Kyle is as infatuated as anyone else by the Speedster’s purity, even going as far as saying that “…it’s the sheer joy of the feel and feedback that make the Speedster stand out, even from the exquisite 911 R.”

His final verdict: “I want one”.

The Good

  • Ultimate driver’s car
  • Chassis uncorrupted by being roofless
  • Manual transmission is as precise and quick as they come

The Bad

  • All Speedsters have already been spoken for
  • Heritage Desig/n Pack not really worth the money

More: Read full review

Car Advice – “Does it get any better than this?” – 8.8/10

Porsche 911 SpeedsterPorsche 911 Speedster

Tony Crawford of Australian-based Car Advice is absolutely in love with the Speedster, but his pragmatism prevails when it comes to its price – and this is primarily what prevents him from giving the car closer to a 10-rating.

In his own words he summarises,

“It’s a hugely expensive car that is easily outpaced by lower-priced versions in the 911 range, and yet such a limited production run has ensured that all 1948 cars are already spoken for. And that’s by buyers that haven’t yet driven the car.

It clearly demonstrates just how low on the priority scale outright performance figures can be. In the end, the Speedster is a purebred road car and one of the most accomplished sports cars on the planet, as well as one of the most enjoyable cars ever from behind the wheel.

I never thought I’d ever say that about a 911 soft-top, but this car is a spectacular triumph in every regard bar its sky-high asking price.”

The Good

  • Six-speed manual mated to 4.0 flat-6 is a match made in heaven
  • Huge grip levels
  • Throttle response off the charts

The Bad

  • Huge price bump above a 911 GT3 Coupe
  • Racing-style bucket seats can get tiresome

More: Read full review

My Final Verdict – 4.5/5

Make no mistake that the Speedster is an absolutely fitting conclusion to the 991-generation, which by my accounts, has been the best overall iteration of the 911 so far. It truly does represent everything we have come to love, and will continue to love, about the Porsche 911.

We are now living in a time where emissions regulations heavily influence automakers’ outlooks and decision making. As a result, electric vehicles are beginning to stake claim in mainstream thought. While I am all for change and doing what is right for the future, the Speedster’s homage to how things used to be – and in an ideal world, how they could continue to be – brings a welcome smile to my face. The Speedster is truly a time capsule of what could end up being a defining era in human civilization.

The Porsche 911 Speedster is an ingenious amalgamation of the latest technologies on offer, and the more simple ingredients that have been a principle of driving enjoyment since the invention of automobiles. A 502-horsepower engine, without turbochargers. A modern transmission, with just one clutch. A state-of-the-art suspension and chassis, with an unsullied purity. The list goes on.

Perhaps the only drawback is that the Speedster’s rarity and price precludes any sense of being able to really relate with the car.  It feels like the car inhabits another plane of existence, and that seeing one in person seems unfathomable as I can only imagine them occupying spaces deep underground in private collections, shielded from the real world and the sands of time. Quoting myself earlier, ‘The Speedster is truly a time capsule…’, and this is a bit hard for me to get over.


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Porsche 911 GT3

Porsche 911 Turbo S Cabriolet

2019 Porsche Cayenne Coupe Turbo Review

Niche busting has defined the automotive industry. Like strange crossbreeds of dogs, cars of different purposes have been mating resulting in some rather weird and wonderful creations. One of the more widely accepted results was the BMW X6 that was born a staggering 11 years ago. Despite being called ugly and accused of being a compromised and impractical X5, the X6 was a hit and continues to sell well to this day.

Other manufactures cottoned on and soon Mercedes-Benz jumped on the bandwagon with the GLE Coupe. Both BMW and Mercedes-Benz chucked their large SUVs into the tumble drier and their shrunken siblings that are the X4 Coupe and GLC Coupe emerged. Niches within Niches. Porsche had always stayed true to their core models, the furthest they strayed was with the Panamera Sport Turismo off the back of the success and warm reception of the concept car that debuted a few years earlier.

Then out of nowhere came the news of the Porsche Cayenne Coupe – I went to Austria to see what was what. Upon launch the base Cayenne and Turbo were offered, more recently the Cayenne S has been added to the range. It is safe to assume that there will the usual barrage of models soon to come. Since Porsche like to break records it is also possible that there could be a more potent model in the works, simply rumour and hearsay for now.

Seeing as this is, I opted to spend my time with Cayenne Coupe in Turbo form. Unsurprisingly, the car felt very similar to the standard Cayenne – by no means a bad thing. Heading into the Austrian hills around Graz was more fun that it should have been in a car weighing two tonnes. The handling is sublime for something this big, the way you can chuck it into corners and not find understeer, just massive traction, is physics defying.

With a great big 4.0 litre 542 bhp V8 under the hood, it is no surprise that 0-100 is done in 3.9, but it still shocks you when you engage sport plus and mash the go fast pedal. The usual raft of optional tech such as four wheel steer, torque vectoring, active engine mounts and other weight masking wizardry do their best to really enhance the sporting characteristics of the Cayenne Coupe. Be aware that all of the aforementioned technologies are optional extras, even on the range topping and mighty pricy Turbo.

So what about that new rear end? Well looks are subjective, but I feel it is no more offensive to look at that any of it’s other German rivals…not that that’s very difficult. Inside the roof at the rear is 20mm lower, the seats have been lowered to compensate. Space is fine for anyone that is less than 6ft tall. There is also a loss of 145 litres in the boot, but it is still large enough for most scenarios you would expect to encounter.

The infotainment is identical to the standard car, it is functional but takes a little time to get used to – I still feel touch screens are far too distracting and that we need to return to physical buttons. Again, personal preference.

The car you see photographed in the very one I was piloting. What is amusing is that it was finishing in Lava Orange – a GT3 RS colour, it featured ‘GT style’ wheels and the rather amusingly named ‘Lightweight Sports Package’, yes, really. This comprised of a carbon fibre roof, SportDesign Package with carbon fibre diffuser, four sports seats finished in traditional ‘houndstooth’, alcantara steering wheel, the aforementioned wheels and a few other black bits. These options save a negligible amount of wait but will, no doubt, prove desirable in a world of must haves.

All in all, the Cayenne Coupe is Porsche’s answer to its competitors. It does it in the usual Porsche fashion and it is still a fantastic car to drive given its size. No doubt that it will sell by the dozen!

The Porsche Boxster Bergspyder Is the Single Seater Sports Car We Want to Drive

This One-Off Concept Is Awesome

Porsche often builds concepts to push the limits of its vehicle types and see how far it can take something. The Porsche Boxster Bergspyder you see here uses the 981 Boxster as its base. The car was to be as lightweight and minimalist as possible. The team tasked with building this car immediately turned to the Porsche 909 for inspiration. 

For those who don’t know the legendary Porsche 909 was the lightest Porsche ever used. With that as their guide, the team built the Boxster Bergspyder as a one-seater, roofless, door handless car designed to be as lightweight and extreme as possible. The car gets a short wind deflector for the driver. Where the passenger would usually go, there’s nothing there, just more bodywork. 

Powering the car is the same six-cylinder engine that powers the Cayman GT4. It makes a strong 388 hp which will drive this lightweight machine down the road with authority. The 0-60 mph time should be four seconds and Porsche says the car should be able to lap the Nurburgring in just 7:30. 

The cabin of the car features many elements from the 918 Spyder. The car’s bucket seat was taken from the 918 as well. It’s a very minimalist cabin, but then, in a car like this, you don’t need much. This vehicle is built for high-speed laps and feeling the wind whip around you. 

It’s hard to sell a car like this due to modern safety standards. Porsche never moved forward with it due to those reasons. The car will forever be a one-off concept. We’d love to see it as a production model, though. 

Vonnen Performance – Porsche 911 Hybrid

Vonnen Performance Offers Glimpse Into What a Production 911 Hybrid Could Look Like

Here we are in the year 2019, yet even the thought of a fully-electric 911 feels sacrilege; but a hybrid, on the other hand, is certainly inevitable and likely not that far off. After all, Porsche’s own 918 Spyder has long possessed the technology which is overdue for a trickle-down into the rest of the Porsche lineup – the 911 being next-in-line.

Even before Porsche has officially committed itself to a production 911 Hybrid, California-based Vonnen Performance has already staked an unofficial claim to the pioneering of this venture with a proprietary hybrid conversion kit called Vonnen Shadow Drive (VSD). At the present time, VSD is designed solely for integration into a 991.1 naturally aspirated 911 Carrera, with future plans to expand compatibility with other makes and models.

Vonnen Shadow Drive (VSD)Vonnen Shadow Drive (VSD)

The VSD conversion is able to complement the base Carrera’s factory combustion engine, adding up to 150-horsepower and 150 lb-ft of torque without requiring an overhaul of the factory electronics systems nor with the side effect of significant weight gains. The lightweight battery, electric motor, and various system components have a combined net weight increase of just 170 pounds. The aforementioned motor recharges the battery by storing and transferring energy generated by the combustion engine and through braking forces.

Vonnen president Chuck Moreland claims that the biggest appeals of the VSD conversion are its user-friendliness, simplicity and non-disruptive nature. What this translates to is a system that can be easily accessed through a smartphone app interface, has selectable driving modes (such as ‘Track’ and ‘Overboost’), can be turned on or off completely with the touch of a button, and provides real-time monitoring and data-logging which can be uploaded to the cloud.

That is not to say that the inner-workings of the system are neither complex nor advanced, as its brain actively conducts an orchestra of information to ensure the system is performing optimally under all conditions.

Vonnen VSD smartphone appVonnen VSD smartphone app

The seamless integration not only applies to the interface-side of things but also to the most important factor – the driving experience. While providing a significant bump in power over the base Carrera’s 350-horsepower and 287 lb-ft of torque, the car maintains near-instantaneous throttle response and linear power delivery with the electric motor at play. This makes the car feel more likened to the naturally-aspirated GT3 in terms of power than say, the Turbo. Vonnen VP Bill Davis remarks, “It basically feels like you’re driving a bigger-engined car”

A PDK-equipped car is able to improve its 0-60 mph time from 4.2 seconds to 3.6 seconds with the system turned on and set at Overboost. While VSD is compatible with a manual transmission model, PDK is able to extract the full potential of the system due to having more robust mechanical components which are better suited to deal with the significant increase in torque.

Vonnen Porsche 911 HybridVonnen Porsche 911 Hybrid

There are some shortcomings that potential users will be forced to consider before purchasing and installing VSD. The first is its price – $75,000 USD installed – which is rather hefty when taking into account that a second-hand base 991.1 Carrera will be ten to fifteen grand less than the entire system itself. However, for those seeking to consume the latest fixings of technology while also maintaining a purist-appeal – something very rare indeed – the price may have less of a factor.

Then there are the mechanical drawbacks to the system such as the heat it generates. The system has a temperature failsafe of 302 degrees Fahrenheit, beyond which point it will automatically shut down to cool off. This has the potential to occur quite frequently depending on driving habits and ambient conditions; however, it should be noted that the cooling process is typically completed within one minute or less.

Acknowledging this, Vonnen continues to commit its resources to improve the cooling system so it can be pushed harder and recover more quickly, as the release date for a production-version system approaches.

Porsche 911 Hybrid Image Gallery

Porsche Panamera – 10 Years and Counting

Porsche Panamera Reaches Decade-Milestone

Shortly before it was released, the Panamera could certainly have been considered a gamble by Porsche. While it is true that their SUV experiment conducted a few years earlier – with the Cayenne – was an overall success, further diluting its lineup with another 4-door vehicle seemed like a questionable move by the company best known and revered for its relatively diminutive sports cars.

Fast forward 10 years and over 235,000 sales later, and it appears the risk has been duly rewarded. The Panamera has undergone a variety of changes over the years to address a modern marketplace with rapidly shifting demands and tastes. There must be huge credit given to Porsche’s fleet-footedness in responding to change, as this is certainly what has allowed a niche car within a high-end brand to not only survive, but thrive.

Porsche Panamera prototypePorsche Panamera prototype

Further fueling the initial precariousness of this move, were the failures of previous saloon prototypes such as the 989. Adding to that even more, was the reveal of Panamera prototype – with its design eerily similar to its failed predecessor.

With parent company VW involved in the design process, the car was prioritized to be utilitarian in nature. This presented challenges in providing the Panamera with the sleek and sporty design that Porsche executives and customers alike would have likely preferred at the time.

However, the idea of the Panamera really took flight with both Porsche’s existing and future customer base. It provided an alternative to buyers who wanted something more sporty (and less soccer-mom-ish) than an SUV, but more useful than the 2-door sports car – the only other choices offered by Porsche at the time.

Porsche was really on the ball in ensuring that its option and trim list was diverse enough to encompass a broad spectrum of customers, which included performance-junkies, luxury/executive aficionados, and everything in between.

Porsche 2012 Sport TurismoPorsche 2012 Sport Turismo

As times changed, the Panamera continued to evolve. The 2012 Sport Turismo provided the first major styling change, offering a wagon version of the car. 5 years later, the Turbo S e-Hybrid would boast the latest and greatest of Porsche hybrid technology, sharing many of its characteristics with the hybrid 918 Spyder halo car.

It will be very interesting to see how the Panamera’s journey continues – will its evolution be ongoing, or does the eventual release of other Porsche models like the Taycan, signal an abrupt change of course?