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  •   time2000 reacted to this post about 9 months ago
    / #Porsche-Mission-E-Cross-Turismo / #2018 / #Porsche-Mission-E / #Porsche / #Electric-Car

    With an 800 volt electric architecture, the big news here is the Mission E Cross Turismo is capable of recharging using the new Ionity 350kW chargers, offering 250-miles range in 15 minutes. 590bhp allows 0-62mph in 3.5 seconds and 124mph in under 12 seconds. Porsche says its latest EV is already “road ready”.
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  •   Axel E Catton reacted to this post about 2 years ago

    Convertible Prototypes / #Porsche-911-Carrera-3.2-Speedster-Studie / #Porsche-984 / #Porsche-911-Speedster-Studie / #Porsche-911-Carrera / #Porsche-911-Carrera-3.2-Speedster / #Porsche-911-Speedster / #Porsche-928-Cabriolet / #Porsche-928 / #Porsche-Prototypes /

    The Unfulfilled

    We reunite three forgotten 1980s Porsche prototypes. Their story shows that the development from concept car to production can be a rocky road… Story: Matt Zuchowski. Photography: Konrad Skura.

    Porsche Prototypes

    The role of convertibles in Porsche’s history is regularly underestimated, often overshadowed by the mighty 911 coupé and some tin-top racing heroes of the past. For these three special roofless models, that role is further diminished for despite their decisive functions, they didn’t go down in history at all. The little known sad truth is that for every car which makes it to market there are countless others left by the wayside, at best ending up merely as sources of inspiration for certain future design solutions. There are even those that were virtually finished projects, ready to be put on the production line, yet for some reason they never left the guarded gates of their developer’s sanctum. In the case of Porsche, that’s its Development Centre in Weissach.

    Contrary to most other carmakers that choose to destroy their pre-production prototypes, or to at least keep them away from prying eyes, Porsche keeps virtually all of its stillborn forays. And what’s more, it recently decided to wheel some of its top secret projects out to the general public, presenting them at events and shows the world over, even lending them to selected media. And that’s how an inconspicuous white truck delivered three of these invaluable pieces of Porsche’s history one night to a place where we could carefully examine them, pondering on what might have been…


    Apart from all having similar paintwork and lacking roofs, the three cars presented here share another common feature: their stories are all linked, starting here with this pearl-white 911 Carrera 3.2 Speedster, which was presented as a concept car at the autumnal 1987 Frankfurt motor show. It revived the idea of a Porsche Speedster, whilst taking it to the next level.

    Prior to this, the last 356 Speedsters had rolled out of the Karosseriewerk Reuter garage decades earlier and the name associated with the special drop-tops had all but disappeared from the Porsche world. Fortunately, though, this special body style remained in the minds of both the brand’s enthusiasts and its management.

    It took a new #Porsche CEO, American, #Peter-Schutz , to put his faith in the #Porsche-911 and reengage its development with a convertible version included. What he had in mind was a raw, back-to-basics Speedster. It was a recipe that sounded familiar to Porschephiles. Alas, the company chose to go for a more versatile, luxuriously appointed convertible, not far from the default Targa.

    In 1986, another Speedster was penned according to the instructions of Peter Schutz, who dreamt up a Turbo-look wide-body car with a small 356-inspired airfoil barely giving any wind protection to passengers. In a matter of months Porsche chief engineer, #Helmuth-Bott , proposed a more advanced design based on the old narrow-body 911 SC, also with a rather symbolic windshield, but in this case combined with proportionally smaller side windows, which transitioned smoothly to the rigid removable tonneau cover behind the cabin. The Schutz and Bott cars gave rise to the 911 Carrera 3.2 Speedster Studie, officially revealed during the Frankfurt show of 1987. The toned-down pearlescent paint and classic 911 motifs co-created an unlikely futuristic concept car that creatively reinterpreted the Speedster genre.

    The light cabin cover can be lifted on hinges, but to get behind the wheel, I manage to slip in without raising the lid through a pet door created by opening the lower half of the door. The cabin isn’t much different from what the driver of a 1980s 911 was used to. Porsche did, however, show some creativity in choosing the colours to make the interior look at least unique, as everything was covered in white – from the steering wheel down to the floor mats.

    The Speedster Studie won’t be remembered as a car with the most carefully finished interior but then again, concept cars are not designed for that purpose. Their mission is to manifest an idea, and in this respect the Speedster Studie couldn’t have performed better. The positive reception it received at the show supported by favourable market trends led to the production of a limited series of 911 Speedsters in 1989.


    The USA was a crucial client for Porsche virtually from the very beginning of the carmaker’s history, and few people knew how to exploit the great potential of the American market as well as Berlin-born but Chicago-raised Peter Schutz.

    An open variant of the 928 seemed a natural extension of Porsche’s model line-up in the 1980s, which fitted perfectly with the Rodeo Drive and Beverly Hills set of the time. Porsche had already had a bash at creating a 928 with a removable roof back in 1977, four years before Schutz’s arrival, verifying the idea of the Targa body. The idea, however, was soon dropped, but the need for such a car remained, so the service of cutting away the roof from the 928 (or at least its middle section) was offered through the years by various independent companies.

    The Peter Schutz era at Porsche was marked by the much-anticipated comeback of the 911 but the company didn’t forget about its front-engined 928. It was thought to be a suitable basis for the new models extending the brand’s portfolio – amongst them a cabriolet, a four-door coupélimousine, and the mysterious 989. The Porsche Design Centre was asked to create several versions of the 928 convertible design, which were to be realised by the industry giant American Sunroof Corporation, whose new subsidiary was opened in nearby Weinsberg, specifically to fulfil Porsche’s needs.

    The prototype 928 Cabriolet was finished in 1987 after ten months of work. It was based on the most recent 928 S4 incarnation and armed with a new five-litre 32-valve V8 engine. Even if it looked like a simple development of the series production model, it turned out to be an advanced project with its modifications going deep into the structure of the car. As the 928 wasn’t originally designed with a convertible version in mind, so the prototype needed various retrofitted reinforcements into its halved chassis. Specifically for this Cabriolet, the team designed a stronger floorpan, a firewall and, most importantly, A-pillars.

    The car looks like a finished project, ready to be delivered to showrooms. Indeed that’s largely true of this prototype. Richly equipped with a four-seat interior, a potent powertrain and a projected price of about DM150000, the 928 Cabriolet really could’ve made it big in the US, if only it had a chance to prove itself. Just as it was finished, though, the US economy suffered a major financial crisis that left the dollar to DM exchange rate hugely unfavourable for Germans.

    The price of the deutsche mark rose, taking with it the potential price of the 928 Cabriolet, and so Porsche sales in America fell proportionally. All this while Peter Schutz had to make way for the next CEO, Heinz Branitzki. The new boss sought to limit the firm’s expenses by terminating many of its current activities. The cabrio and four-door 928 project were among the casualties; both were eventually cancelled early in 1991.

    PORSCHE 984

    The most inconspicuous car of our trio proves to be the most interesting and perhaps the most advanced. It took Porsche 27 years to admit that it had created this little roadster, revealing the news only in 2014. The 984 project started its life in 1984 as an external order from SEAT. At the time of entering German ownership, the Spanish brand needed a car to build its new image and international recognition upon and that led to another cooperation with Porsche. The Germans had already developed a four-cylinder engine for the Malaga, Ronda and Ibiza models but this time Porsche was asked to create a thoroughly modern, extremely compact roadster. The project, called ‘PS’, envisioned a car that was no more than 3675mm in length, 1100mm in height, and no heavier than 880kg. Also, it was expected to boast a see-through hard-top and some highly regarded Porsche mechanicals.

    When the project reached a stage requiring concrete action, SEAT realised it could not accept the budget requested by Porsche for evolving the prototype into a production-ready car. Porsche didn’t want to leave the promising 984 at that stage, though, and decided to carry on its work on the car. Nicknaming it ‘Junior’, Porsche slightly altered its priorities: the new car’s price would be limited to DM40000; it would offer low fuel consumption; a new solid roof would provide more headroom; the engine would move from its central position to the rear-engine accommodation more familiar to the brand, while a bigger share of parts could be sourced from the other Porsche cars.

    But the main goal remained the same: to create a modern small roadster slotting beneath the 944 that would help rejuvenate the brand’s entry-level client base. The company didn’t even need to do much to make the car look like the credible part of its family; with those round front lights it already looked like one. Contrary to the 928 or 968, here these lamps didn’t need to be raised: they hid the innovative ellipsoidal reflector spotlights, a recently introduced advanced solution that Porsche also used on the special 942 model, an extended 928 that was a gift from the company’s workers to Ferry Porsche on his 75th birthday. The 984 was meant to be an advanced car: in the early stages the development of an AWD system was taken into consideration for it, with the potential of a motorsport career in the future.

    Most of the car’s other parts came as ready solutions borrowed from other models from the brand: the brakes came from the older 911 SC, the steering from the future 964, the electronics from the current 928, while the gearbox was based on the unit that was installed in the 1976 912 E (an interim model that was offered in the USA between 912 and 914). An important innovation proved to be the independent multi-link suspension on the rear axle, developed by Georg Wahl, that was passed onto the 989 limousine and eventually ended up in production in the 993 of the early 1990s. Initially the 984 prototype was planned to be given a completely new two-litre boxer engine with four valves per cylinder, a double overhead camshaft, and a turbocharger.

    It was a power unit that potentially could be used in the aircraft industry in the future, too. But such an ambitious plan never materialised; instead the 984 was given a four-cylinder ‘Typ 4’ boxer from the 914 model, grown to 2400cc. That was enough to reach its proposed power output which was in the region of 120–150hp, which allowed this small and aerodynamic car to achieve aboveaverage performance figures: a 0-62mph time of less than eight seconds and a maximum speed of 143mph were good.

    Although Zuffenhausen’s engineers did take some shortcuts here and there, they undoubtedly put a lot of energy into developing the 984. This is most evident from behind the steering wheel. The first thing that comes to one’s mind inside the 984 is the well-known 944. The dashboard is differentiated only by a few details, like an intriguing cylinder temperature gauge – most probably included only for research and development purposes. The whole interior is upholstered using fine materials with astonishing care. The creatively folding roof, hidden in the boot in one section, can still be opened and closed. Seizing the steering wheel one can only imagine how great this little roadster might be to drive. Judging by the traces of intense use left on the underbody, Porsche test drivers appreciated its dynamic capabilities a lot. Sadly, though, we were never able to find that out for ourselves as, like with the 928 Cabriolet, the 984 was killed by the falling dollar. With each month that passed by the projected price of the car on the US market rose, right up to a point where the whole project was deemed unprofitable. After four years of budgetdraining development work the whole 984 venture was closed down in March 1988. From a short series of prototypes only this one example survives to this day. Others were destroyed in various ways, dismantled or crashed in tests. The only 984 left might have shared this fate, too, judging by its white and black research sticker on the rear lid.

    The 984 project did not, however, remain useless. It can be presumed that Porsche’s engineers took a good look at it when they were working on a roadster of similar proportions just five years later. It came to be known as the Boxster. The stories of these three cars joined together here prove that what we see offered from carmakers is just the tip of the development iceberg. The life of a prototype is tough and often completely pointless. Cars like these remain silent heroes of their brands, ending up mostly forgotten or underrated.

    The life of a prototype is tough and often completely pointless.

    Judging by the traces of intense use, Porsche test drivers appreciated its dynamic capabilities.

    The 928 Cabriolet was ready for production, destined for the US market, but a financial crisis halted the project…

    The 928 Cabriolet really could’ve made it big in the US, if only it had a chance to prove itself.

    The Speedster’s cabin cover can be lifted on hinges. Its all-white colour scheme was designed to gain attention at Frankfurt.
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  •   Sam Dawson reacted to this post about 3 years ago
    CAR: #1966-Porsche-906-Carrera / #Porsche-906-Carrera / #Porsche-906 / #1966 / #Porsche

    $1,950,000 Symbolic, San Diego, USA

    Porsche built 110 examples of its 550 Spyder, the car made famous by its giant-killing success as a racer and infamous as James Dean’s death-mobile. Values are now north of $5 million – the most paid to date is $6,100,000 for the superbly original example sold by Bonhams at 2016’s Goodwood Revival auction. But the often illogical nature of classic car values means that the rarer, quicker, more advanced – and arguably far more usable – 906 is currently worth less than half as much as a 550. As an example, look at this superb example being offered by long-established California dealer Symbolic, which has an interesting and unusual history, being one of just three Porsche 906s consigned to Japan.

    Sold new through Mitsuwa, the only official Porsche dealership in Japan during the 1960s, the car was originally owned by a rag trade magnate called Shintaro Taki: he also ran a car dealership, Taki Motors, that operated a racing team for which he was the main driver. He raced the 906 throughout the 1966/67 season and notched up numerous victories in Japan, Hong Kong and Macau.

    Taki upgraded to a 910 in 1967 and sold the 906. It was acquired by the English journalist and racer Peter Bellamy in 1970 and painted British Racing Green. He continued to campaign it extensively in Japan before shipping it to Australia and selling it to the then CEO of Maranello Concessionaires who displayed it in his private museum for the following 26 years.

    The car returned to Japan in 1991, later entering the collection of Toshio Tachikawa who engineered a rather nice reunion story by entering it for Japan’s La Festa Mille Miglia and putting Taki at the wheel.

    A decade ago, Tachikawa sent the 906 back to Weissach for a five-year restoration that included re-building and re-fitting its original engine and gearbox. It then sat for a decade in Tachikawa’s private museum before being bought by another Japanese collector prior to its purchase by Symbolic in 2015.
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  •   Richard Meaden reacted to this post about 4 years ago
    Exit music. Porsche’s turbocharged four-cylinder 718 Boxster is a dynamic marvel – but it’s lost its soulful soundtrack. Words Robert Coucher. IGNITION / New Cars / #Porsche-718-Boxster / #Porsche-718 / #Porsche / #2016 / #Porsche-718-Boxster-S-982 / #Porsche-718-Boxster-S / #Porsche-982 / #Porsche-718-Boxster-S / #Porsche-Boxster-982 /

    The new 718 Boxster is the first flat-four-powered #Porsche since the 914 of the 1970s. Its name references the mid-engined, four-cylinder racing ‘seven-eighteen’ that won the Targa Florio in ’59, ’60 and ’63. While most roadgoing Porsche 356s of the 1950s and ’60s were fitted with Volkswagen-derived pushrod engines – I had one and never liked the VW soundtrack that much – the 718 had the legendary Fuhrmann quad-cam that was famous for its wall of deafening sound.

    The new car comes as an entry-level 2.0-litre with 295bhp (£41,739) or the 2.5-litre, 345bhp Boxster S (£50,695). Both are turbocharged, more powerful by 35bhp, and deliver 74lb ft and 44lb ft more torque respectively. Despite looking like a mere update, the design is almost entirely new (bootlids, windscreen and electric roof are carried over), yet it looks more aggressive and the 3D nomenclature on the rear lid is a lovely detail. A reprofiled upper dashboard features inside and, with the Sports Chrono Package, you get a little Ferrari-inspired manettino switch where you can dial in Normal, Sport or Sport Plus. Steering is 10% more direct, and the base Boxster employs the brakes from the previous Boxster S while the 718 S features four-piston calipers from the 911 Carrera. Its uprated suspension is combined with a beefed-up rear subframe.

    The engine starts with a tough grumble. Move away and the steering immediately reveals exactly the right amount of weight and feel, the ride in Normal setting is extremely good, the six-speed manual gearbox is flick-with-two-fingers light and uber-direct, though the clutch is quite firm and long of travel. The seven-speed PDK trans is bullet-quick, now so good it makes the manual seem wrong in this bang-up-to-date package. Here in Portugal, both prove agile and taut, with superb lateral control through the slalom cones and lane-change test. Yet it’s on winding mountain roads that the 718 S really comes alive, thanks to the extra grunt provided by its turbocharger’s variable geometry. Its steering is pin-point accurate, the brakes are hugely powerful and feel some, the chassis dynamics heroic and all that power is a real rush. The perfect sports car of the moment, then?

    Almost. Phasing out that wonderful flat-six in favour of these turbocharged flat-fours has ushered an elephant into the room – and it’s tonedeaf. The power and delivery of the S’s 2.5-litre engine is peerless – better than the 2.0-litre, which suffers some lag – but the soundtrack is flat and droning. At low revs it emits a hint of that gruff Subaru Impreza syncopated throb but it’s dull at a cruise and, while it revs willingly to 7500rpm, it does so with little aural joy.

    For the S to crack 60mph in 4.2 seconds with a top speed of 177mph (4.7sec and 171mph for the base Boxster) is incredible, especially considering the engine capacity and new-found claimed efficiency (fuel economy is improved by 13%). But these gains come at the expense of one of the automotive world’s most evocative and heart-warming soundtracks. And that’s sad.

    Left and below 718 Boxster looks familiar yet different. The big news is midmounted and rarely seen: four cylinders not six, plus a turbo.
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  •   Richard Meaden reacted to this post about 4 years ago
    Spider vs Spyder / #2016 / #Alfa-Romeo-4C-Spider / #Porsche-Boxster-Spyder / #Porsche-Boxster / #Porsche / #Alfa-Romeo-4C / #Alfa-Romeo /


    In the past six months the collectors’ car market has undeniably changed. We now have reached a point at the top of the supply and demand curve, where the majority of investors would rather continue to advertise their rarities at tomorrow’s prices, than part with them at adjusted ones. However, contrary to a genuine economic crisis, this stagnation is a direct result of the luxury of being able to afford to wait.

    This situation has led many of the automotive ‘speculectors’ to safely tuck-away their A-level possessions in dedicated storage facilities, while living their automotive desires through other products until the tide passes; for example banning the 911 GT3 RS to under a tarpaulin, while enjoying that Cayman GT4 on the road. As today’s junior sportscars comfortably outperform yesterday’s supercars, fun and emotion certainly do not need to take the back seat.

    Enter Alfa Romeo 4C Spider and #Porsche-Boxster-Spyder-981 . These cars are both products originating from the same target, ie the return to the essential. Despite a theoretic overlap in price – and in this specific case in shade of colour – the two brands could not have come-up with a more diverse result. Porsche’s ‘raw’ Spyder features a manually-operated softtop paired with an analogue gearbox, while Alfa’s even ‘rawer’ Spider showcases a carbon tub and fully digital dashboard.

    Alfa Romeo created the 4C as a democratic halo car for their newly repositioned marque, an automotive ambassador of all good things Alfa to come. Unlike the Alfa Romeo 8C Spider before it, production of the 4C Spider is not limited, thus stands a larger chance of actually being driven. Romantically, one would like to proclaim the 4C Spider as today’s Dino 246 GTS, but the little Italian Lolita is more of a nextgeneration Elise S1; inspiring engineers with a similar chassis revolution in its segment.

    The Boxster Spyder is Porsche’s dissertation with distinction. Arguably only made possible due to the co-existence of various 911, Boxster and Caymen models; the advantages of being able to apply economies of scale have never been so evident and unfair. With regard to materiality and perceived haptics the Boxster Spyder can shame products costing fourtimes its list price. The undeniable highlight of the Boxster Spyder is its gearbox – manual perfection close to extinction.

    The fact that the Alfa Romeo 4C Spider requires the bigger compromise with regard to usability, will ultimately make it a much rarer sight than the Porsche Boxster Spyder. Additionally, while both can – theoretically – be configured to the same price-level, even when ordering the Porsche with every conceivable extra, Alfa Romeo 4C Spider ownership ultimately requires the larger bank balance. This is due to the simple reason that the Alfa cannot be considered a second car – or whisper it – first car, but the Porsche Boxster Spyder can. The Alfa is more comfortable as the fifth car, for that very special day in the year.

    Italian temptation v German rationale is probably the best way to describe the difference between the letters ‘i’ and ‘y’. The Spyder is a car one instantly wants to commit and spend the rest of one’s life with, while the Spider is that weekend affair; and as with other things in life, it is probably best not to compare the two, for this only underlines the downside of one as opposed to the highlight of the other.
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  •   Richard Meaden reacted to this post about 4 years ago
    New Porsche Panamera Official pictures of posher, pacier exec contender

    #Porsche-AG says the new 416bhp V8 Panamera 4S Diesel is the fastest diesel car in the world”

    / #Porsche-Panamera-V8 / #Porsche-Panamera-II / #Porsche-Panamera-4S-Diesel / #Porsche-Panamera-4S / #Porsche-Panamera-Turbo / #Apple-CarPlay / #2016 / #Porsche

    Bigger, better Porsche Panamera is revealed. Wraps off larger, more aggressive-looking four-door with extra tech.

    The Porsche Panamera has been around since 2009, with the four-door coupé benefiting from a facelift just over three years ago. Now it’s time for an all-new model, and the second-generation Panamera has been revealed at Porsche HQ in Stuttgart. The new model gets the familiar long bonnet, pronounced shoulderline and large alloy wheels, with subtle tweaks to the bodywork. It’s 35mm longer, 5mm wider and 5mm taller than before, with a 30mm longer wheelbase.

    New air intakes and a redesigned grille give the front end a more aggressive look, while at the rear there are new LED lights that stretch right across the back. It’s here where Porsche has most obviously linked its new Panamera to the rest of the current Porsche range, with many similar design elements found on the updated 911 and new 718 Boxster and Cayman ranges. Big exhaust pipes and a rear wing that deploys automatically complete the look.

    Inside, there’s a new dashboard layout, with touch-sensitive surfaces replacing the previous car’s array of buttons. A centrally mounted tachometer also harks back to the legendary 1955 Porsche 356 A.

    The new car includes two seven-inch displays in place of the dials, as well as a 12.3-inch touchscreen featuring online sat-nav, Apple-CarPlay integration and an updated voice control system. Under the bonnet is a new engine range, with only the Panamera 4S, 4S Diesel and flagship Turbo available from launch. The new V6 and V8 engines are cleverly packaged to make them more compact, mounted lower in the car to improve the centre of gravity.

    The most powerful 4.0-litre V8 Turbo model gets 542bhp and 770Nm of torque, meaning 0-62mph in 3.8 seconds (or 3.6 seconds with the optional Sport Chrono pack) and a top speed of 190mph. Economy of 30mpg and emissions of 214g/km are improved over the previous model thanks to cylinder deactivation tech.

    A 2.9-litre twin-turbo V6 powers the 4S model, with 20bhp more than before for a total of 434bhp. It will sprint from 0-62mph in 4.2 seconds with the Sport Chrono pack, return 34.5mpg and emit 186g/km of CO2.

    Porsche says the Panamera 4S Diesel is the fastest diesel car in the world. The powerful V8 develops 416bhp and a huge 850Nm of torque – giving 0-62mph in 4.3 seconds and a 177mph top speed. It still claims 41.5mpg and 178g/km emissions. Elsewhere, the car is available with a ‘Sport Response’ button to boost engine responses. Taken from the 918 Spyder hypercar, this offers Normal, Sport, Sport Plus or Individual drive modes.

    The new Panamera has 50 litres more boot space than before, at 495 litres. Fold the 40:20:40 split rear seats and you get 1,304 litres – that’s a rise of 41 litres. UK prices have yet to be released, but the 4S will start at 113,027 Euros in Germany – suggesting an entry-level Panamera will cost around £90,000. The first cars will arrive in showrooms in November.

    Overlapping dials now digital, with analogue rev counter; rear display controls air-con.
    SPACE Increase in wheelbase should benefit passengers in the rear. New LED tail-lights stretch across back of car.
    ALL-NEW Revised air intakes and grille give the Porsche a more aggressive nose; inside, the large touchscreen has Apple CarPlay connectivity.

    “New car is 35mm longer, 5mm wider and 5mm taller than before, with a 30mm longer wheelbase”
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  •   Richard Meaden reacted to this post about 4 years ago
    The new mid-engine roadster with a four-cylinder engine: #Porsche-718-Boxster / #Porsche-718 / #Porsche / #Porsche-718-Boxster-S / #2017 / #Porsche-718-Boxster-S-982

    Kuala Lumpur. Sime Darby Auto Performance (SDAP), the official importer of Porsche in Malaysia, introduced the new 718 Boxster on 2nd August 2016 at the Glass House, Kuala Lumpur.

    “The new 718 Boxster models offer a significant leap in power and performance compared to the previous generation. It is a mid-engine sports car that combines the sporting spirit of the legendary 718 race car with that of the sports car of tomorrow,” said Arnt Bayer, Chief Executive Officer of SDAP at the launch.

    The centrepiece of the new model series is the newly developed four-cylinder flat engine with turbocharging. With a 2.0-litre engine, the 718 Boxster develops 300 horsepower, while the 718 Boxster S employs a turbocharger with variable turbine geometry, generating 350 horsepower from 2.5 litres of displacement. In the S-model, Porsche also uses a turbocharger with Variable Turbine Geometry (VTG). In fact, Porsche is now the only manufacturer to offer VTG technology in production cars with petroldriven engines, both in the 911 Turbo and in the 718 Boxster S. Impressive here is the considerable power gain of 26 kW (35 hp) compared to the previous Boxster models and the greater efficiency of the new turbo engines. The new 718 Boxster models have fuel economy improvements of up to 13 per cent.

    The rear of the new models, meanwhile, is a strong expression of the superlative sporty performance that they are capable of. The cleanly-defined lines and two slim taillights that are connected by a solid accent trim are all designed to add width and prowess to the sleek overall silhouette of the new 718 Boxster models. A quintessential Boxster characteristic, the fabric roof, can be opened and closed in just 9 seconds up to a speed of 50 km/h.
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  •   Richard Meaden reacted to this post about 4 years ago
    Outside Line Richard Meaden by #Drive-My

    Money no object. Three words, endless possibilities for the imaginative petrolhead. Meaden gets the ball rolling with his perfect flight of fantasy.

    Thinking. Always a dangerous pastime. Especially when you’re a freelance journalist who has turned procrastination into an art form. Still, what is life without daydreams? That’s what I say. Especially when you can turn a few hours of staring out of the window and drinking copious cups of coffee into a long-overdue evo column. I blame my erstwhile colleagues Nick Trott and Jethro Bovingdon for prompting my latest catastrophic distraction and litany of missed deadlines. The former for asking us to concoct our ultimate McLaren Special Operations (MSO) project a few issues back, the latter for reminding me of his N24 drive in Jim Glickenhaus’s eponymous home-brewed racer.

    Where am I going with all this? Rather pleasingly, the haphazard wiring in my brain has taken these random sources of diversion and arrived at what is surely one the most pressing questions of any petrolhead’s life. Namely, what would you commission as your one-off supercar?

    As is always the case with these flights of fantasy, money has to be no object. Likewise, I rarely allow my tenuous grip on engineering to inhibit my desires. In any case, if anyone dared say something wasn’t possible, I’d refer them back to the ‘money-no-object’ bit, for as Bugatti proved with the Veyron, unlimited budget is the ultimate engineering solution.

    So, the six million dollar (or in all likelihood, rather more) question is: what to build? After considerable deliberation, a number of blind alleys and one or two changes of heart, I’ve settled on… a Porsche. Surprise, surprise, I hear you cry, but incredibly, given you’re reading evo, it has nothing to do with a 911. You see, while I have major lust for Stuttgart’s rear-engined icon, I’ve got a real thing for Porsche’s early sports prototype racers. Naturally this includes the #Porsche-917 , but the true apple of my eye is the unspeakably gorgeous #Porsche-908/01 from 1968.

    Why? Years ago I had the immense privilege of driving one of the original factory 908/01s during a trackday at the Nürburgring. Given the very same car raced in (but sadly retired from) the 1968 Nürburgring 1000km, this was truly a day to remember.

    The beauty, delicacy, speed and exquisite engineering of this fierce and fragile machine stuck with me, only to return to the forefront of my mind during my aforementioned daydream.

    Imagine, I thought, what it would be like to make a modern homage to the 908/01, in much the same manner Jim Glickenhaus did with his spectacular Enzo-based, Pininfarina-designed P4/5. Initially I thought a 918 Spyder would be the ideal basis. But then I had to concede it would be too big and complex. And even if you could junk the batteries and motors, it would have a V8 when the 908 had a jewel-like 3-litre air-cooled flat-eight good for 350bhp. It’s at this juncture I should give special mention to evo’s resident curmudgeon, Stuart Gallagher, for his enduring tirade against the 718 Cayman’s less-than-sonorous flat-four. I’m not a great fan of the engine myself, but if two were joined at the crank I reckon I’d have the perfect modern flat-eight. Strip away the turbos, drop in some high-compression pistons and prickly cams, have a play with the firing order and speak to Mr Akrapovic and my project has a suitably special motor.

    The 908 was built around a spindly alloy tubular spaceframe, which the bodywork wraps like an eggshell, only thinner. My 908 will have a chassis made from tubes, but ones fabricated from carbonfibre, perhaps collaborating with a bicycle manufacturer, as they understand the material. The body would also be carbon, the contours of which would be shaped by Rob Dickinson, obsessive genius behind Singer Vehicle Design. Not only would the panels be flawless, but Dickinson’s eye and lightness of touch would capture the essence of the 908/01’s perfect proportions while adding a contemporary twist to elevate the car from re-creation to 21st century tribute.

    Naturally my 908 would have a manual transmission, complete with birch gearknob, and the finished car would be painted white, like all Porsche’s factory prototypes, perhaps with a flash of red or blue around the nose. It would have 600bhp and weigh less than 1000kg. It would be road-legal but track-capable; trimmed for minimalist comfort, but well suited for long European drives. The trouble with this kind of fantasy is the whole process gets rather addictive. Indeed, as I prepare to conclude this column, I’m thinking the perfect accompaniment to the #Porsche-908 would be a more ambitious, #Porsche-917LH -inspired machine. Perhaps powered by an 8-litre, 1000bhp flat-12 made from a spliced pair of #Porsche-911-GT3-RS motors. It needs more thought, obviously, but I’m sold on the idea. Now if you’ll excuse me, I think I’d best make myself another coffee.

    ‘Initially I thought the #Porsche-918-Spyder / #Porsche-918 would be the ideal basis, but it’s too complex’

    Richard is a contributing editor to evo and always the last columnist to deliver his words / @ DickieMeaden / #Porsche / #2017 / #1968 /
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  •   Andy Everett reacted to this post about 4 years ago
    / #2017 / #Porsche-911-RSR / #Porsche-911-RSR-991 / #Porsche-911-991 / #Porsche-911 / #Porsche-991 / #Porsche-911-RSR-991.2 / #Porsche-991.2 / #Porsche /

    There were tears in the paddock when Porsche arrived at Le Mans in the summer only to discover Ford had been sandbagging in the opening rounds of the 2016 World Endurance Championship with its new GT racer.

    For 2017, then, Porsche has thoroughly redeveloped its 911 RSR to provide its factory team with the best possible GT racer for tackling the challenge from Ford and others. Changes include a new midmounted (yes, a 911 that’s not rear-engined) normally aspirated, 503bhp 4-litre flat-six engine.

    Meanwhile, the aero design of the carbonfibre bodywork – including a sizeable rear diffuser – is claimed to be on a par with that of the Le Mans-winning LMP1 919 Hybrid. There is also a radar-based ‘Collision Avoid System’ to detect fastapproaching LMP cars and warn RSR drivers of potential danger. Porsche anticipates entering 19 races with the RSR in 2017, debuting at the Daytona 24 Hours in January.
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