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Porsche Taycan
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Porsche 911 992-Series
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Porsche 912 Club first gen pre-impact bumpers 912 (1965-1969) In the early 1960s, Porsche was planning to discontinue the Type 356, which would leave them with the newly-introduced Type 911 as ...
Porsche 912 Club first gen pre-impact bumpers

912 (1965-1969)

In the early 1960s, Porsche was planning to discontinue the Type 356, which would leave them with the newly-introduced Type 911 as their only product. Concerned that the considerable price increase of a 911 with flat opposed six-cylinder powerplant over the 356 would cost the company sales and narrow brand appeal, in 1963 Porsche executives decided to introduce a new four-cylinder entry-level model. Like the 911 (original internal factory designation "901"), the four-cylinder 912 was originally known at Zuffenhausen by a number with a zero in the middle, but the "902" designation was never used publicly. ("912" as project number was used after 1968 to indicate the 12 cylinder flat opposed engine developed for Porsche 917 racing car)

In 1963, Porsche assigned Dan Schwartz, later Chief Departmental Manager for Development, Mechanics, a project to oversee design and construction of a new horizontally-opposed four-cylinder engine for the 902, utilizing components from the new 901 six-cylinder engine, that would produce higher performance than their 356SC engine, and be less costly and complex than their Carrera 2 engine. Another option explored by Claus von Rücker was to increase displacement of the 356 Type 616 engine to 1.8 liters, add Kugelfischer fuel injection, and modify both valve and cooling systems. Considering performance, cost, and scheduling, Porsche discontinued both of these design projects, and instead developed a third option, to tailor the 1.6 liter Type 616 engine to the 902.

Before 911 production commenced in 1964, the Porsche Vehicle Research Department had set aside chassis numbers 13328, 13329, 13330, 13352, and 13386 through 13397 for research testing of the 902; research vehicle Serial Number 13394 is the oldest 902 known to exist today. In production form, the Type 912 combined a 911 chassis / bodyshell with the 1.6L, four-cylinder, push-rod Type 616/36 engine, based upon the Type 616/16 engine used in the Type 356SC of 1964-1965. With a lower compression ratio and new Solex carburetors, the Type 616/36 engine produced five less horsepower than the 616/16, but delivered about the same maximum torque at 3,500 rpm versus 4200rpm for the 616/16.

Compared to the 911, the resulting production Type 912 vehicle demonstrated superior weight distribution, handling, and range. To bring 912 pricing close to the 356, Porsche also deleted some features standard on the 911. As production of the 356 concluded in 1965, on April 5, 1965 Porsche officially began production of the 912 coupé.

Styling, performance, quality construction, reliability, and price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production. Porsche produced nearly 30,000 912 coupé units and about 2500 912 Targa body style units (Porsche's patented variation of a cabriolet) during a five-year manufacturing run.


Porsche 912 Targa

Production of the Targa, complete with removable roof and heavy transparent plastic rear windows openable with a zipper (later called 'Version I' by Porsche and the 'soft-window Targa' by enthusiasts), commenced in December 1966 as a 1967 model. In January 1968, Porsche also made available a Targa 'Version II' option ('hard window Targa') with fixed glass rear window, transforming the Targa into a coupé with removable roof.

The 912 was also made in a special version for the German autobahn police (polizei); the 100,000th Porsche car was a 912 Targa for the police of Baden-Württemberg, the home state of Porsche.

In the April 1967 edition, the Porsche factory's Christophorus Magazine noted: "On 21 December 1966, Porsche celebrated a particularly proud anniversary. The 100,000th Porsche, a 912 Targa outfitted for the police, was delivered." Porsche executives decided that after the 1969 model year, continuation of 912 production would not be viable, due to both internal and external factors. First, production facilities used for the 912 were reallocated to a new 914-6, a six-cylinder high performance version of the Porsche 914, Porsche-Volkswagen joint effort vehicle. Second, the 911 platform had returned to Porsche's traditional three performance-level ladder, including a most powerful 911S, a fuel-injected 911E, and a base model 911T, with pricing largely in line with market expectations. Third, more stringent United States engine emission control regulations also had a bearing on the decision; Ferry Porsche stated "It would have taken some trouble to prepare the 912 for the new exhaust rules, and with the arrival of the 914 we would have had three different engines to keep current. That was too many.
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2018 Porsche Cayenne Typ PO536
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Porsche Cayman 987C 2008 - 2012
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Second generation 971
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Porsche 718 Cayman/Boxster 982
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Porsche 911 996 generation 1998 - 2004
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1989-1994 Porsche 911 964
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Porsche Boxster 981-Series Porsche Boxster/Spyder Base Engine 2.7L/265-hp/207-lb-ft flat-6 Opt Engine 3.4L/315-330-hp/266-273-lb-ft flat-6; 3.8L/375-hp/309-lb-ft flat-6 Drivetrain Mid-engine, RWD ...
Porsche Boxster 981-Series
Porsche Boxster/Spyder
Base Engine 2.7L/265-hp/207-lb-ft flat-6
Opt Engine 3.4L/315-330-hp/266-273-lb-ft flat-6; 3.8L/375-hp/309-lb-ft flat-6
Drivetrain Mid-engine, RWD
Transmission 6M; 7-sp twin-cl auto
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 49%

MINOR EPA ECON CITY/HWY: 18-22/24-32 MPG 0-60 MPH: 3.8-5.6 SEC*
BASE PRICE $53,095-$83,095
BODY TYPE Convertible

Porsche saved the best for last. Because a successor with a turbocharged flat-four is ready to replace the current-gen Boxster, Porsche is giving its popular roadster a proper send-off. The Spyder, a follow-up to the bare-bones Boxster Spyder from 2009, is the most impressive Boxster to date: 375 hp, suspension from the Boxster GTS, brakes from a 911 Carrera S, no standard air-conditioning, and no standard radio. It’s the ultimate expression of a no-frills, topless Porsche.

UNCHANGED A beautiful roadster with unreal performance
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Porsche 911 997
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Porsche Cayenne Second generation 92A
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Porsche 911 991 Club - Porsche 911/Turbo S Base Engine 3.4L/350-hp/287-lb-ft flat-6 Opt Engine 3.8L/400-475-hp/324- 325-lb-ft flat-6; 3.8L/520-560-hp/487-516-lb-ft twin-turbo flat-6; 4.0L/500-hp/338...
Porsche 911 991 Club - Porsche 911/Turbo S
Base Engine 3.4L/350-hp/287-lb-ft flat-6
Opt Engine 3.8L/400-475-hp/324- 325-lb-ft flat-6; 3.8L/520-560-hp/487-516-lb-ft twin-turbo flat-6; 4.0L/500-hp/338-lb-ft flat-6
Drivetrain Rear engine, RWD/AWD
Transmission 7M; 7-sp twin-cl auto
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 51%
An icon that meets the needs of every enthusiast.

BASE PRICE $85,295-$195,595
BODY TYPE Coupe, convertible
There’s a flavor of the iconic 911 for everyone. A newly introduced GT3 RS reigns supreme, but since the entire run of GT3 RS models (as well as the 911 GT3 it’s based on) is sold out, we say drive one if you can and then keep an eye on Craigslist. The GTS model has the most performance you can get without the help of forced induction, and the Turbo S model is the horsepower king. We love manual transmissions, but Porsche’s PDK automatic transmission is really, really good.

EPA ECON CITY/HWY: 14-20/20-28 MPG 0-60 MPH: 2.6-4.5 SEC*
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Porsche 959
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Porsche 911 2nd generation and G-Modell / 930 - 1973-1988
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Porsche 911 993 Club
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Porsche Panamera/S E-Hybrid/Turbo S Base Engine 3.6L/310-hp/295-lb-ft V-6 Opt Engine 3.0L s’chg’d V-6 + elec, 416 hp; 3.0L/420-hp/384-lb-ft twin-turbo V-6; 4.8L/420-440-hp/384-lb-ft V-8; 4.8L/520-...
Porsche Panamera/S E-Hybrid/Turbo S

Base Engine 3.6L/310-hp/295-lb-ft V-6
Opt Engine 3.0L s’chg’d V-6 + elec, 416 hp; 3.0L/420-hp/384-lb-ft twin-turbo V-6; 4.8L/420-440-hp/384-lb-ft V-8; 4.8L/520-570-hp/516-590-lb-ft twin-turbo V-8
Drivetrain Front engine, RWD/AWD
Transmission 7-sp twin-cl auto; 8A
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 46%
A Porsche sedan that’s best kept simple.

BASE PRICE $79,095-$201,495
BODY TYPE Hatchback

Deep down everyone buys a Porsche because the person wants a car that drives well. Something fun, something fast. The Panamera Turbo and Turbo S sure fit the bill, and the GTS model has a lovely naturally aspirated V-8. Pair that with the optional dual-mode sports exhaust, and the Panamera GTS can go from comfortable and quiet to loud and brash with the push of a button. Avoid the plug-in hybrid, which has a clunky powertrain and overly sensitive brakes.

EPA ECON CITY/HWY: 15-18/24-28 MPG*, 50 MPG-E COMB
0-60 MPH: 3.5-5.2 SEC
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Porsche Boxster 986-series first generation At the other extreme of the roadster market in terms of age and spec is the 986-series Boxster, launched by Porsche in 1996 and remaining in production ...
Porsche Boxster 986-series first generation

At the other extreme of the roadster market in terms of age and spec is the 986-series Boxster, launched by Porsche in 1996 and remaining in production for eight years. All versions were powered by an ex-911 horizontally-opposed six-cylinder engine, this time mid-mounted to ensure more predictable handling and roadholding than you’d expect from the Boxster’s big brother. The end result was a ‘proper’ Porsche with real driver appeal and impressive performance, reinforced further once the 3.2-litre Boxster S took a bow in 2000.

You can spend a lot less than £10,000 on a Boxster nowadays, but stretching your budget should bring extra peace of mind – as well as a superior car in every respect. In fact, you should end up with an excellent late-model 986-generation Boxster S, a machine that would have cost the best part of £40,000 when new, and which offered a mighty 250bhp – enough for a top speed of 160mph-plus, hitting 60 along the way in less than six seconds. The downside (inevitably, of course) is that tax and insurance for a late-model Boxster will be significantly dearer than for an older classic.

Buying a late 986 hopefully also means avoiding the engine issues of the earliest Boxsters, which can include cracked cylinder liners and failure of the intermediate shaft bearing (responsible for transmitting drive from the engine’s crankshaft to the timing chains, which in turn operate the camshafts). 2000-on cars are far more robust, but you should always insist on a full service history and evidence of a high level of maintenance.
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Porsche 918 Spyder
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Porsche 914 and 916/6. Unless you were born into it, a Porsche was always something that came with success. Now there is a Porsche you can afford on the way to success. The Mid-Engine Porsche. ...
Porsche 914 and 916/6.

Unless you were born into it, a Porsche was always something that came with success. Now there is a Porsche you can afford on the way to success.
The Mid-Engine Porsche.

It's a two-seater in the classic sports car tradition. But right behind the two seats is an engine in our race car tradition.

Weight distribution is 45% in the front and 55% in the back. Handling is just short of fantastic. The car simply goes where you point it.

With the engine in the middle, other advantages come to light. Tires wear better because each wheel carries almost the same load. Brakes work smoother for the same reason.
Other advantages included in the list price are rack-and- pinion steering, a five-speed all-synchro gearbox, and a built-in roll bar.

There are two trunks. (The removable fiberglass roof stores in the rear trunk.)

The price includes a 1.7-liter, 4-cylinder engine with fuel injection forgoing and 4- wheel disc brakes for stopping - price also includes the name Porsche.

‘Suggested retail price East Coast P.O.E. (West Coast P.O.E. slightly higher). Local taxes and other dealer delivery charges, if any, additional. For the nearest dealer that sells Porsches and Audis.

"I wanted to design a car young people could afford.”

Dr. Ferry Porsche.
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PORSCHE 928 BEST BARGAIN GT! It was designed to replace the 911 and move Porsche into new markets, but history records that the V8-powered Porsche 928 did nothing of the sort despite being hailed a...
PORSCHE 928 BEST BARGAIN GT!

It was designed to replace the 911 and move Porsche into new markets, but history records that the V8-powered Porsche 928 did nothing of the sort despite being hailed as the World’s best GT in the 1970s. Unlike 911s, the 928 remains incredibly cheap to buy (if not own), and can be great value if you find a solid, honest service-historied car. Just don’t run away with the idea that it’s an alternative to a 911 because the portly, front-engined (invariably automatic) 928 isn’t that sort of sports car.
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Porsche 924 and 944 cars Club PORSCHE 944 TURBO It’s no secret that the 944 was developed from the 924, Porsche replacing the VW/Audi engine with its own four-cylinder unit – effectively one ban...
Porsche 924 and 944 cars Club

PORSCHE 944 TURBO

It’s no secret that the 944 was developed from the 924, Porsche replacing the VW/Audi engine with its own four-cylinder unit – effectively one bank of the 928’s V8 – and adding aggressive wide-arched styling. With the standard 2.5-litre engine the 944 was a brisk car but when Porsche turned its turbocharging expertise to the car in 1985 it gained the pace to challenge the 911. With 220 bhp on tap, it was foo for 0-60 mph in just 5.9 seconds, which made it faster than the non-turbo 911 and not far behind the 911 Turbo.

In purely technical terms, the 944 was the best model produced by Porsche to that date, easier to drive fast than the 911, cheaper than the 928 and faster than the 924. What’s more they’re a practical car to own as a modern classic today.
How much? £1000-£10,000

Classic status: Without a doubt. Unless you’re an air-cooled Porsche snob…

The ‘poor man’s Porsche’ offers driving thrills at affordable prices. Get in quick, though...

If you don’t think the 944, and the truly remarkable price/performance package it delivers for MGB money, is a real Porsche, it begs the question: what is a real Porsche?

Let us not forget that the very first Porsche, the 356, borrowed heavily from the VW Beetle, which was designed by Ferdinand Porsche. Then there’s the Porsche 924 - a significant machine, not merely because it saved the company from bankruptcy, but also because it offended Porsche purists.

What became the 924 had in 1976 started as a Porsche design project for VW/Audi. Then, when Volkswagen backed out, it become a Porsche assembled by Volkswagen with bits from the VW/ Audi parts bin, including the Audi 100’s four-cylinder engine. Not only was it water-cooled but, for the first time in a Porsche, it was put at the right end of a car.

The 924 served Porsche well, slotting in comfortably below the 911. In 1982, with the 924 still in production, the 944 was introduced to fill in a growing gap between the 924 and the base 911SC.

The floor pan was 924, as was the profile (although butched up a bit), but the four-cylinder engine was Porsche’s own, essentially half the 928’s V8 canted over. As with the 924, the gearbox was mounted in the rear transaxle to provide near-equal weight distribution. However, despite the common genes there’s a gulf between the first 125bhp 924 and the initial 163bhp 944, with its sub-eight-second 0-60mph time and near-140mph top speed. The sub-supercar/hatchback/coupe had become a GT.

I suppose you should also know that it’s a tight-fit 2+2 coupe and, although production was still contracted out, the 944 retained Porsche’s famed build quality and came with a zinc-galvanised body.

It also evolved rapidly. The 944 Turbo of 1985 punched out 217bhp to hit 60mph in 5.9 seconds and top out at 152mph. In 1987 the 944 S, with 16-valve head, filled in between the 944 and Turbo.

In 1989 the S2 increased capacity to 3.0 litres, and with 211bhp was only a little shy of the Turbo, although the Turbo S launched in 1988 brandished 247bhp. Then, for the last two years, there was a cabriolet, available with normally aspirated and turbocharged motors. That’s only a précis, because along the way virtually every aspect of the 944 was developed and improved.

In its ten-year life the 944 sold 175,000 units and, along with the 924, helped restore financial security to Porsche - until Black Monday and the stock market crash of 1987 kicked the company into turmoil once more. Driving enthusiasts will tell you that the 944 is an extremely sweet performer and handles superbly, without that sphincter-tightening tendency to swap ends that 911 zealots so relish but which real-world motorists are relieved to live without. And as more people become aware of its talents - and more ratty ones head towards the scrapyard, increasing the car’s rarity - so the 944’s values are starting to rise.

Until recently the 944’s problem was one of perception. Your man in the street carped: ‘Yeah, but it’s not a real Porsche.’ But let’s remember that they once asked that about the VW-Porsche 914...

PRICE POINTS

UK LAUNCH At launch in 1982 the 944 cost £12,999, bridging the gap between the base 924 at £9103 and the 911SC at £16,732. That also pitched the 944 just beneath the pacier £13,998 924 Turbo. For wider-world comparisons, Mazda’s RX-7 came nearly four grand cheaper at £9199, while the Lotus Eclat was in base 911 territory at £16,750. Ferrari’s Mondial was £24,500, just £750 less than the Porsche 928S.

944 EVOLUTION At launch in 1985 the 944 Turbo cost £25,311; the 944 S, appearing two years later, cost £23,977; and in 1989 the final evolution S2 was priced at £31,304.

TODAY After decades in the doldrums, the 944’s descent to the bottom of the values curve has ended and prices are beginning to bounce vigorously upwards for good-quality examples. Unlike air-cooled 911s, later-built models have higher values, on account of youth and model evolution. Most valued are Turbos and the last S2s: the highest online asking price in the UK trade is £24,995 for a low-mileage 1991 Turbo S; a rare 1992 Turbo cabriolet, one of 100 right-hookers, is on offer for £19,995. In Belgium there’s a 68,000km 1991 S2 cabriolet, described as mint, up for £20,000. Amazingly, though, in the UK auction market, only two 944s have ever topped £10,000, and average 944 auction values over the past 24 months stand at just £4625. Away from the trade sales market, double that buys very nice examples of any but very superior Turbos, S2s and cabriolets. This is MGB money, for chrissakes, and it’s buying you a whole load of dynamic excellence.
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Porsche Macan Club, sell and buy car, news about and other
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Total 356
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Porsche 968 Club
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