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Porsche takes its track learnings and puts it directly onto the 911 sportscar with the global reveal of the newest 911 GT3. The 911 GT3 packs Porsche’s racing technology such as the double wishbone front suspension, swan neck rear wing and diffuser from the 911 RSR, and combines it with a normally-aspirated 510 horsepower, 4.0-liter 6-cylinder boxer engine practically unchanged from the 911 GT3 Cup car to create a high precision machine that’s perfect for the circuit, yet superb for everyday use. With a top speed of 320 km/h (318 km/h with the dual clutch PDK) it’s even faster than the previous 911 GT3 RS. It accelerates from zero to 100 km/h in 3.4 seconds. Moreover, the sophisticated aerodynamics enable the GT3 to generate more downforce without noticeably affecting drag. In the “performance” position, the manually set wing and diffuser elements significantly increase the aerodynamic pressure for high cornering speeds. Thus, during its final testing, it lapped the Nurburgring Nordschleife, traditionally the ultimate proving ground for all sports cars developed by Porsche, over 17 seconds quicker than its predecessor. Despite a wider body, larger wheels and additional features, the weight of the new GT3 is on a par with its predecessor. With manual gearbox it weighs 1,418 kilograms, with the PDK 1,435 kilograms. The front hood is made of carbon fiber-reinforced plastic (CFRP), with other weight saving measures coming from the lightweight glass windows, optimized brake discs, and forged alloy wheels. The lightweight sports exhaust system alone reduces the weight by no less than ten kilograms. For those who want to go on a more extreme level, the roof can be optioned to be made of exposed carbon fiber. The cockpit is in line with the current model generation. A new feature is the track screen: at the touch of a button, it reduces the digital displays to the left and right of the central rev counter, which reaches up to 10,000 revs, to information such as tire pressure indicator, oil pressure, oil temperature, fuel tank level and water temperature, which are essential when driving on the circuit. It also includes a visual shift assistant with colored bars to the left and right of the rev counter and a shift light derived from motorsports.

Source: https://www.motor1.com/news/731275/porsche-evs-worse-fake-gear-changes/ With the proliferation of EVs, changing gears is becoming a lost art. But it doesn't necessarily have to be this way. Hyundai lets you simulate gear changes in the Ioniq 5 N with a so-called "N e-Shift" function miming an eight-speed, dual-clutch transmission akin to a Veloster N's. Aftermarket shops have gone a step further by engineering EVs with manual gearboxes. Porsche, on the other hand, will have none of that. Speaking with Australian magazine Drive, Porsche development driver Lars Kern said the company is keeping an eye on what other automakers are doing. That includes Hyundai and its N division, which engineered what is arguably one of the most exciting EVs to date. However, the Zuffenhausen-based marque thinks artificial gear changes would do more harm than good. The latter statement is rather controversial considering Porsche slapped the Turbo badge on the Taycan. In addition, the second-generation Macan crossover has already spawned a Turbo flavor despite not having a combustion engine. We're beginning to wonder whether a potential electric 911, which won't come this decade, will get a Turbo badge. The gas model has been using it since 1975. Up until a few years ago, the "Turbo" moniker strictly referenced turbocharging, but now it's also a trim level indicating the fast version. But I get what Kern is saying. Faux gear changes would hinder the performance an electric motor with its instant response can deliver. Porsche believes an electric motor is better than an internal combustion engine, so why look back instead of focusing on the future? It's worth noting the Taycan actually has a two-speed transmission. First is used for a quicker standing start while the second is for efficiency and unlocking more power at higher speeds. The new Macan EV uses a single-speed setup. However, Porsche admits that early on, it too toyed around with the idea of artificial gear changes. The project was still in its infancy when it was axed since not a single EV prototype was built. Kern said the company even sampled the Hyundai Ioniq 5 N and its unconventional feature but they just didn't like it: Porsche is not backing down from electrifying its lineup since the Macan, Boxster, and Cayman with combustion engines are all going away to make way for EV replacements. In addition, the next-generation Cayenne will also be purely electric. However, the objective announced in 2022 to have EVs account for more than 80% of annual sales by the end of the decade is no longer in place. That lofty goal is now "dependent on customer demand and the development of electromobility," with a Porsche spokesperson saying the "transition to electric cars is taking longer than we thought five years ago." For this reason, the current Cayenne will retain the V-8 into the next decade and will be sold alongside the electric next-gen model.

Source: https://www.motor1.com/news/719326/porsche-911-hybrid-debut-may-28/ A completely new era for the Porsche 911 will begin on May 28. Porsche plans to reveal the first road-going 911 hybrid, pushing the iconic sports car into the modern era. We've seen the 911 hybrid in prototype form for over two years now. Porsche tells us that development is now complete, amassing 3.1 million miles in the process. Some of that mileage comes from the Nürburgring, where Porsche shares a rather tantalizing clue as to what badge the electrified 911 will wear. We're told the hybrid laps the Nordschleife loop in 7 minutes, 16.9 seconds, 8.7 seconds faster than "the corresponding version of the predecessor model." Basic math brings us to 7:25.6, and a quick look through recent Porsche 911 Nurburgring lap times brings us to the 992-generation Carrera S, which turned a 7:25 lap back in 2020. Images shared from Porsche don't reveal badges, but the lack of bonkers bodywork points to something on the milder side. A Carrera S with a hybrid powertrain certainly fits that bill. “For the first time in our icon’s 61-year history, we are installing a hybrid drive system in a roadgoing 911," said Frank Moser, Porsche vice president for the 911 and 718. "This innovative performance hybrid makes the 911 even more dynamic. We left nothing to chance during development and tested the new 911 under all sorts of conditions all over the world from the freezing cold to scorching heat, as was the case during the final stages of testing in Dubai." Details of the hybrid powertrain are as yet unknown. Porsche tells us it's aimed at performance, not efficiency, and we were previously told it won't be a plug-in hybrid. With a 'Ring time of 7:16, is should be plenty fast without losing its capability to carve corners. All will be revealed on May 28. Be sure to check back in 18 days time, we'll have everything you need to know.

Lo and behold! sgCarMart kickstarted its very own SGCARMART REVIEWS on the 3rd of November with the new Mercedes-Benz CLA with Julian from the Editorial Department (some of you may find him familiar from MCF events) and cool kid James from Marketing. We're now on episode 2 with the Skoda Octavia RS 245! We're still new at this so don't forget to show some love! Like, subscribe and leave your comments on our Youtube channel! Let them know what cars you want them to review next. 💟

Link: https://carsnkopi.wordpress.com/2024/04/24/tokyo-auto-otaku-2024-porsche-experience-centre-tokyo/ For Porsche enthusiasts, petrolheads, and driving enthusiasts seeking automotive excitement in Tokyo, Japan (safely and under controlled conditions), the Porsche Experience Centre just outside the bustling metropolis might offer the perfect solution for a thrilling morning or afternoon outing. The 43-hectare facility, opened in 2021, is the ninth Porsche Experience Centre globally and offers visitors the chance to discover Porsche vehicles in various controlled conditions, some of which are unique compared to other PEC courses worldwide. And because yours truly was in Tokyo, I was given the chance to drop and have a taste. Getting to and from PEC Tokyo, situated just outside the city centre, is most conveniently done by car. Public transportation options are limited and can be time-consuming. Opting to drive also presents the opportunity to experience the Tokyo Wan Aqua-Line Expressway and visit the picturesque Umihotaru rest area along the way. From Umihotaru, PEC Tokyo is only a short drive away and soon, you’ll be greeted with PEC Tokyo’s exterior that features an Edo Kiriko cut glass design motif, as well as a collection of fine Stuttgart machinery awaiting their drivers. Let’s head inside. Seeking refuge from the winter chill (or summer heat, depending on the time of your visit) within the cozy confines of PEC allows you to enjoy amenities such as a café, a restaurant, and a PEC Tokyo shop stocked with plenty of goodies. Additionally, there’s a simulation lab where you can embark on virtual outings to various circuits around the world, piloting a myriad of machines from Porsche’s illustrious past and present. But of course, the first thing you’d see once you head through the front door is a curated display of P-cars. On my visit, there was a custom-painted Taycan (by American painter Kaves), a stunning Cayman featuring 906 Colours, a vintage 911 and even their 919 Hybrid LMP racing car. | Since my driving session was scheduled for later in the day, I popped into the simulation lab for a quick session before heading to Restaurant 906. While it may not rival Restaurant Christophorus in Stuttgart, it certainly holds its own. However, with a view of the entire circuit calling for attention, one can’t help but feel the excitement building as I hastily downed my lunch, albeit it with a tinge of guilt knowing how much effort went into preparing each dish. With lunch done, it was time to hit the track. PEC Tokyo offers a full range of courses varying in intensity for all driver skill levels across a portfolio of cars. The list of cars available is as extensive as it is impressive. You can choose from a Macan S, Macan GTS, 718 Boxster, 718 Cayman GTS, 4.0 718 Cayman GT4, 718 Cayman GT4 RS, Panamera GTS, Taycan 4S, Taycan GTS, Taycan Turbo, Taycan Turbo S, 911 Carrera, 911 Carrera S, 911 Carrera 4S, 911 Carrera GTS, 911 Turbo S, 911 GT3 and the 911 GT3 RS. A specially prepared Cayenne is also available for off-road trails for those who prefer going off the beaten path. For enthusiasts seeking a broader experience, programs are available to sample multiple cars in a single session, allowing for both car-to-car comparisons and exploration of drivetrain variances. For my 90-minute drive, my steed of choice (or rather, chosen for me) was a beautiful red 911 Carrera GTS. While 90 minutes may seem limited, with a dedicated instructor providing one-to-one coaching, it’s ample time to fully explore the capabilities and boundaries of the cars. At PEC Tokyo, various driving experiences are available, including practising launch control, slalom driving, full braking, an area for emergency manoeuvres with a kick plate to send your car sideways in either direction and even a wet low-friction handling oval for drifting sessions. Unlike other driving centres I’ve visited in other locales, PEC Tokyo uniquely offers these experiences buffet-style. There’s no set schedule to adhere to, giving participants the freedom to pick and choose what they’d like to do at any given time. Of course, if it gets crowded, some waiting time would be involved, but if you manage to drop by during a relatively quiet period (like me), you’ll pretty much have the entire facility to yourself. As one might expect, I spent a big chunk of my time drifting (or rather, attempting to drift) the 911. Unlike the BMWs I’m more accustomed to, I discovered that balancing a 911 in a sustained sideways drift is a much more engaging process, one where the fine line bordering control and spinning out is much more delicate with very little room for error. Featuring numerous elevation changes and iconic corners borrowed from renowned circuits worldwide, such as the Carousel from the Nürburgring and the Corkscrew from Laguna Seca, the track offers an exhilarating driving experience. I found myself spending the majority of my time here, enjoying countless laps with the GTS effortlessly soaking up every corner. So much so that I actually ended my session early as the physical strain began to take its toll. As the sun began its descent, casting a beautiful glow over the premises, I couldn’t help but feel exhausted yet fulfilled. Saying goodbye to my encouraging instructor, I embarked on my journey back to central Tokyo, reflecting on the afternoon well spent.

https://www.autoblog.com/2018/12/27/porsche-taycan-pricing-report/

Source: https://www.motor1.com/reviews/690621/2025-porsche-macan-ev-review/ Welcome to the future. The future of Porsche, at least, and Audi, too, eventually. Underneath that whisp of cladding and all the black vinyl is the new, all-electric Porsche Macan, the first product built upon Volkswagen Group's Premium Platform Electric. PPE is set to deliver a new generation of high-end electric Porsches and Audis to boot. After a day of hustling a prototype of the new Macan around California roads, I'm here to say that the future is looking bright. Bright, but also perhaps a bit murky. While this is an EV Macan, it won't be called "Macan EV" or "Macan Electric." It's just called Macan, and while it is set to enter the market in early 2025, the internally combusted Macan isn't going away. Yes, you'll have your choice of not one but two models built on two different platforms, both called Macan, at dealerships soon. Confusing? A smidge, yeah, but this is very definitely the one you'll want. The Next Generation When it comes to first acts, it's hard to do better than the Taycan. Porsche's first EV made the transition from luscious concept to desirable production machine smoother than most. It'll be a hard act to follow, but from what I just experienced behind the wheel, the new Macan won't be lingering in the second-album doldrums. Let's get some of the critical figures out of the way first – or as many as we can, at least. Porsche is still playing its cards pretty close to its chest on this one, so we're not quite dealing with a full deck. The electric Macan's PPE platform will deliver a battery pack with a capacity of around 100.0 kilowatt-hours, with a range that Porsche says will test "well beyond" 500 kilometers on the European WLTP test. That equates to somewhere north of 310 miles of range, a significant boost over the Taycan's current maximum rating of 246 miles. However, that is on the rather more challenging EPA test cycle. With all that uncertainty, it's difficult to say what the Macan's US, EPA-rated range will be, but somewhere in the 275 to 300 mile range seems reasonable. And how about power? All Macans will be all-wheel drive with a dual-motor setup, but three different power levels will be available. Porsche has yet to figure out just how to brand this thing, but you can imagine it arriving in dealers as something like a Macan 4, 4S, and Turbo to follow current Taycan branding. Porsche again doesn't have specific power figures available, but I was told the top-shelf Turbo trim would manage around 450 kilowatts. That's just a tick over 600 horsepower. The top-shelf Macan GTS today offers 434 hp. That is a healthy jump, to say the least. That power will surely come with a considerable increase over the GTS's roughly 4,400-pound curb weight, too, but Porsche hasn't confirmed a figure. And, just to round out all the TBDs, we don't have pricing on the electric Macan either, but don't be surprised if it starts above the Macan GTS, which currently has an MSRP north of $85,000. Monster Macan Now that we've established all the unknowns let's dig into the known: This thing is a monster. I drove a variety of flavors of electric Macan on a beautiful day hustling through the Malibu hills, but I started in a model that Porsche's engineers would only describe as "top" trim. That meant all the power, all the handling goodies, and the air suspension, lacking only the rear steering option. So, that meant somewhere north of 600 hp put to the road through two electric motors. Unlike on Taycan, the rear motor no longer has a two-speed transmission, but it is augmented by an active rear differential with torque vectoring. I started my day, as so many SoCal drivers do, stuck in traffic, dawdling along over some questionably paved stretches of asphalt. My first impressions were of a car that's remarkably compliant and comfortable for commuting. It's quiet, too, as you'd expect an EV to be, but given this was such an early prototype, I'd expected some squeaks and rattles or some degree of excessive road noise. There wasn't a hint. The roads cleared as I got out of town. As the asphalt started snaking, I was able to pick up the pace. Dropping the Macan into Sport mode delivers an immediate and noticeable change in character. The throttle response immediately sharpens, the suspension likewise stops being so soft and starts getting real. After being nearly lulled to sleep in earlier gridlock, I confess I was not expecting the new Macan to be such a powerhouse in the turns. The harder I pushed, the better it responded, really coming alive when I twisted the mode dial over to Sport Plus. Soon I was comfortable enough to have the all-season Continental tires at both axles squealing in complaint through the corners. The Macan did remarkably well at managing the grip from those increasingly overtaxed tires. Yes, the Macan tended to understeer, but in the sort of safe, predictable way that makes sense for a car like this. That understeer wasn't terminal by any means. Turning the wheel a little more and adding a little throttle resulted in the nose coming around every time, that rear differential doing its magic. Oversteer was easy to provoke, and the Porsche's various stability management systems were kind enough to let me enjoy it. In hours of overly aggressive driving, tires squealing, I only felt one significant intervention. And the power? Addictive. On Sport Plus, the throttle is incredibly sharp, the kind of delivery that may cause neck injuries for passengers not receiving fair warning before you step on it. The power requires some modulation as you accelerate out of tight corners, but that rear differential does a lot of work to keep the thing moving in the right direction. I later sampled cars with the rear-steering system, and that just added more agility to the mix. It's paired with an even sharper variable steering ratio to make the car feel almost too eager to get to the apex, a feeling that is utterly addictive. And the less-powerful electric Macans? While they certainly lacked the eye-opening thrust of that top Turbo (or whatever Porsche calls it), they're still properly quick. Their accelerative performance should be easily on par with any of the internally combusted Macans. The feeling across the range there is equally good when it comes to braking. The brake pedal has confidence-inspiring firmness yet still enough travel to comfortably work through traffic without complaint from back-seat passengers. That feel, though, is entirely synthetic. The electric Macan uses a brake-by-wire pedal system that, behind the scenes, relies on electric regenerative braking as much as possible before seamlessly calling in some help from the physical brakes. Thanks to the Macan's 800-volt battery system, the car can pull a lot of juice from those motors during regen, meaning you'll only need the physical brakes under serious decel. If and when the brake performance is degraded due to temperature or the like, a Porsche engineer told me the pedal feel will modulate to give feedback to the driver. But, on a hard, hot day of charging through the California hills, I never felt a hint of fade, simulated or otherwise. Sadly, though, there's one fly in this ointment: one-pedal driving. Porsche is still sticking to its guns: If you want to slow down, you'll need to move your foot from accelerator to brake. I can't argue with the engineers that it may be the more efficient way to drive, but then you also can't argue that PDK transmissions are quicker and more efficient than manuals, and yet Porsche is quite proud to offer those to its sports car enthusiasts. Plenty of electric car enthusiasts prefer one-pedal driving, myself very much included, and as Porsche gets more serious about EVs, it'd be nice if the company acknowledged that. After all, adding a high-regen mode is a heck of a lot simpler than adding a third pedal.

The new face does not look like a Porsche at a quick glance. Putting the look aside, one of the highlight is it unique active suspension system. The optional Porsche Active Ride, available for E-Hybrid, allows the car to lean into corners like a motorcycle, by keeping the body flat and even overcompensate for the vehicle’s pitch and roll movements The standard two-chamber, two-valve air suspension with Porsche Active Suspension Management separates the damper’s compression and rebound control for greater comfort. Rear-axle steering is also optional for all model. Panamera Turbo E-Hybrid Porsche Panamera 4 Porsche will offer four different E-Hybrid powertrains, including the all-powerful Panamera Turbo E-Hybrid. It packs a revamped twin-turbocharged 4.0-liter V8 engine and an electric motor powered by a 25.9-kilowatt-hour battery. Total output is 670 horsepower and 929 Newton-meter of torque, sending power to all four wheels via an eight-speed PDK transmission. It can hit 100 kilometers per hour in 3.0 seconds and reach a top speed of 314 km/h. The Panamera and Panamera 4 get a turbocharged 2.9-liter V6 engine under the hood. It produces more power than before, pumping out 348 hp and 499 Nm of twist – an increase of 23 hp and 50 Nm, respectively. The V6 can propel the regular model to 100 km/h in 5.0 seconds and help it reach its 272 km/h top speed. The all-wheel-drive Panamera 4 can achieve that same feat in 4.7 seconds, reaching 270 km/h.

Source: https://www.motor1.com/news/712023/porsche-911-hybrid-confirmed-summer-debut/ Porsche's Annual and Sustainability Report for 2023 is out, all 239 pages of it. The most important detail mentioned in the lengthy document is news about the 911 hybrid. We get to see the electrified sports car early this summer with a six-cylinder engine. It's touted as an "ultra-sporty hybrid" and promises to make the iconic sports car "even faster and more efficient." The partially electrified model will be a new member of a revamped 911 lineup, likely known internally by its "992.2" codename. Interestingly, Porsche hints there will be more than just one version with a hybrid setup, saying the hardware will be used in "selected derivatives of the 911 model line." Porsche doesn't go into any details about the 911 Hybrid, although it does say the newly developed powertrain takes after the firm's racing division. Presumably, lessons learned from the 919 and 963 programs have helped the road car division engineer an electrified 911 to meet increasingly stringent emissions regulations. About a year ago, CEO Oliver Blume said the new car wouldn't be a plug-in hybrid, so no charging port. Separately, Frank Moser, Vice President of 911 and 718 model lines mentioned last year the hybrid model "should not get too heavy," which would explain the non-PHEV route. A plug-in hybrid would've required a bigger battery pack, adding weight and complexity while creating packaging issues. According to sources close to Porsche, the 911 Hybrid will reportedly have a 48V starter motor built into the dual-clutch automatic gearbox. The umpteenth variant of the 911 is said to have an electric motor powering the front wheels while the combustion engine is going to drive the rear axle. Consequently, it'll have all-wheel drive. The e-motor is expected to get its juice from a small, lightweight lithium-ion battery pack developed specifically for this application and mounted behind the rear seats. The weight penalty is unlikely to exceed 220 pounds compared to an equivalent version that doesn't have the extra hybrid bits. The juiciest rumor surrounding the 911 Hybrid is the possibility of an electrified GT2 RS with a mild-hybrid setup. The combined output from the electric motor and a twin-turbo 3.8-liter flat-six is expected to surpass 700 horsepower. The torque figure is unknown, but rumor has it that a "significant increase" is planned over the 911 Turbo S' 590 pound-feet. A weight distribution of 39:61 front/rear is mooted. The crown jewel of the 992 family is apparently scheduled to come out in 2026. A fully electric 911 isn’t happening this generation since Porsche has said an EV won’t be released this decade. The goal is to keep selling 911s with combustion engines for as long as possible, even if that means switching to synthetic fuel to meet stricter regulations. Porsche has been producing nearly carbon-neutral eFuel since late 2022 at its factory in Chile. It's worth noting the European Union has already agreed to exempt synthetic fuels from the 2035 ban on new cars that generate harmful emissions. It could mean the 911's days with combustion engines are not numbered after all.

Overview Porsche is transforming its current lineup of luxury SUVs and sports cars into a veritable stampede of electrified steeds. Before the gas-powered 718 Cayman and 718 Boxster bid farewell, Porsche plans to debut an all-electric 718 EV that's rumored to be available in both hardtop and convertible variants. Few details are available beyond confirmation of its existence, but Porsche did say the electric 718 will ride on a newly developed sports-car platform that works to keep the vehicle as light as possible. Expect a rear-motor-only version to serve as the entry-level 718 EV, while an all-electric GTS equivalent will likely use all-wheel drive to provide additional grip and even brisker acceleration. The 718 EV should have at least 250 miles of driving range, and will likely use a similar 800-volt architecture that allows the large Taycan to DC fast-charge at a rate of up to 270 kWh. We'll update this space as specs become available; we expect the 718 EV to launch sometime in 2025. What's New for 2025? The 718 EV is all-new for 2025 as the Porsche's third electric car, arriving shortly after the launch of all-electric Macan. At a media roundtable in 2023, Porsche CEO Oliver Blume said the all-electric sports car would replace the gas-powered 718 Cayman and Boxster, both of which will persist for roughly two years after the EV debuts. Pricing and Which One to Buy The price of the 2025 Porsche 718 EV is expected to start around $78,000 and go up to $105,000 depending on the trim and options. Base $78,000 (est) S $85,000 (est) GTS $105,000 (est) This is a shot in the dark, but having experienced the gas-powered 718 Cayman and Boxster so thoroughly, we'd put good money on the base 718 EV providing plenty of thrill and usable range to forgo the wildly premium price of a higher horsepower version. It's still too early to say for certain, but go ahead and prove us wrong, Porsche. Slap another 200 horsepower on top, why don't you? https://www.caranddriver.com/porsche/718-ev

Source: https://www.motor1.com/news/705965/thieves-use-tin-snips-to-steal-porsche-taycan-headlights/ People steal things from cars all the time. Whether it's the wheels, the catalytic converters, the radio, or just stuff from the interior, it happens all the time. In the case of this Porsche Taycan Cross Turismo, the thieves decided to steal the headlights. Reddit user No_Supermarket9751 posted photos of the bizarre crime that happened to his friend, and the end result is oddly disturbing. The incident happened on Monday night in Düsseldorf, Germany, No_Supermarket9751 told Motor1. The Porsche was parked on the road, and the thieves used tin snips to cut into the fenders for access to disconnect the lamps. The poor Taycan looks like it just got finished fist-fighting a can opener. No_Supermarket9751 said his friend alerted the police, and the crime is under investigation. This Taycan is clearly out of commission until the headlights are replaced the body damage is fixed. Depending on which lighting options were equipped from the factory, the headlight assemblies can cost between $2,829.43 and $3,602.11, and the control modules are $373.49 to $889.32. There's also a $325.39 motor for each light. The fenders are $652.96 each. Plus, they need to be painted and mounted. This is going to be an expensive repair. This isn't the first time thieves have targeted the Taycan's headlights. While researching this story, we found a forum topic about thieves taking the headlights from a Taycan in 2021. It also happened to another Porsche in 2020, according to a Reddit post. So if you park a Taycan on the street, keep an eye out.

Source: https://www.motor1.com/news/706202/porsche-thinks-combustion-engine-ban-could-be-dealyed/ Porsche CFO believes sales of new cars with combustion engines could continue in the European Union after 2035, and Lincoln is cutting 100 dealers in the United States this year. This is AM Drive, Motor1's daily look at the news you need before you get in your car. Porsche Thinks The Combustion Engine Could Survive Beyond 2035 in The EU Porsche Chief Financial Officer Lutz Meschke attended the world premiere of the Macan EV this week in Singapore where he let it slip the combustion engine's future might not be as dark as claimed. Speaking with Automotive News Europe, the company's CFO said: "There's a lot of discussions right now around the end of the combustion engine. I think it could be delayed." He was referring to the sales ban on new cars with combustion engines in the European Union from 2035. For the sake of clarity, the ban refers to cars that generate emissions, so in theory, hydrogen-burning combustion engines or ones that run on synthetic fuels could be allowed. In March 2023, Reuters reported on the European Commission's draft to allow sales of new ICE cars after 2035 provided the vehicles run on climate neutral fuels. Later in September, the news agency followed-up with a story about another draft demanding automakers to demonstrate that their cars can run entirely on e-fuels that are carbon neutral. In the case of Porsche, the Zuffenhausen-based marque projects more than 80 percent of cars delivered globally annually will be EVs by 2030. In the meantime, a gas model will be prematurely retired in the European Union where the first-generation Macan will cease to exist later this year due to upcoming cybersecurity regulations. The fully electric, second-generation model will indirectly take its place, but at a much higher price tag.

Porsche will present the new all-electric Macan on Thursday, 25 January 2024. The second generation of the successful SUV will be unveiled in Singapore, with the world premiere broadcast live in the Porsche Newsroom. Shortly before the world premiere of the new Porsche Macan, Michael Mauer discusses the challenge of updating the familiar design of the successful SUV. “The new Macan is the first model that we are electrifying from an existing, established product identity,” says the Vice President Style Porsche. In his view, “every new sports car has to be very clearly recognisable as part of the Porsche product family and the model in question, but also has to be perceived as ‘the new one’”. Mauer believes that this visual consistency is critical for the Porsche brand. Striking the right balance between “quintessentially Porsche” and “innovative” is a tricky proposition at times, admits the designer. The switch from an internal combustion engine to an all-electric powertrain in the Macan posed a challenge for the Style Porsche team while offering new possibilities. Stay tuned for more updates.

Porsche Is One Step Closer To Producing Synthetic Fuel This could save the combustion engine. With new combustion car sales being banned within the next decade to lower global emissions, many automakers are switching to EVs. Porsche has already started embracing electrification with the Taycan and will launch an electric version of the Macan next year. At the same time, the German automaker is also fighting to save the combustion engine. Last year, Porsche announced a partnership with Siemens Energy to develop a new, almost carbon-neutral synthetic fuel that will extend the life of the combustion engine. After all, the bans will only apply to new combustion car sales, so millions of gas-powered cars will still be on the road polluting the environment. Now, Porsche is one step closer to producing synthetic fuel as construction of the Haru Oni manufacturing plant near Punta Arenas, Chile, where the synthetic fuel will be produced, has begun. Porsche plans to start producing synthetic fuel at the plant next year. Initially, the plant will produce 34,000 gallons of synthetic fuel in 2022, before increasing to 14.5 million gallons by 2024 and 145 million gallons by 2026 at a cost of around $7.6 per gallon. "Porsche was founded with pioneering spirit. That's what drives us, we thrive on innovation. We also see ourselves as pioneers when it comes to renewable fuels, and we want to drive development forward. This fits in with our clear overall sustainability strategy," said Michael Steiner, Member of the Executive Board for Research and Development at Porsche. "It means that Porsche as a whole can be net CO2 neutral as early as 2030. Fuels produced with renewable energy can make a contribution to this." Steiner adds that the Porsche 911 is "particularly suited to the use of eFuels," which will help keep classic Porsche cars on the road without requiring any mechanical modifications. You might not need to convert your classic Porsche 911 into an electric restomod just yet, then. However, the synthetic fuel will initially be used in Porsche Mobil 1 Supercup race cars from 2022. Producing synthetic fuel will be a complicated process. Using wind power, electrolysers split water into oxygen and hydrogen. CO2 is then filtered from the air and combined with the hydrogen to produce synthetic methanol, which is then is converted into eFuel. Porsche is confident the e-Fuel will reduce carbon emissions in combustion engines by up to 90 percent.

Source: https://www.motor1.com/news/705013/porsche-steer-by-wire-explained/ In early December Porsche took a highly modified 911 Carrera 4S to the Ojos del Salado volcano in Chile to break the world record for highest altitude driven by a vehicle. The car, driven by three-time Le Mans winner Romain Dumas, had a myriad of rock crawling-specific mods to help it up the mountain. But none were more interesting than its steer-by-wire system, the first to appear in any new Porsche product. Built in collaboration with German parts supplier Schaeffler, the steer-by-wire system is the most significant upgrade found on Edith, the record-setting 911, versus Doris, the original prototype shown in 2019, which uses an unmodified production steering rack. Unlike some other steer-by-wire systems, Porsche’s “Space Drive” steering system is totally digital, with no physical connection between the steering wheel and the front wheels. According to Porsche, the steering gear itself is motivated by a servomotor, while the steering wheel is connected to a force feedback module to generate feedback to the driver. Everything is managed via a box of electronics found where the passenger seat would be, and controlled via a panel that sticks out from the right side of the dash. While most steering systems are developed to translate as much feel and feedback as possible to the driver, Porsche’s Space Drive goes in the opposite direction. It’s designed to remove unwanted forces coming from the front end into the steering wheel in favor of smoothness and stability. As it turns out, the last thing you’d want from a steering wheel is sudden jolts from big rocks while scaling the side of a mountain. That “kickback” is something engineers strived to eliminate both for performance and safety reasons. “[Dumas] didn’t want to get these big impacts on the steering wheel,” Sven Schaarschmidt, chassis engineer for the car, told Motor1. “He wanted to have a good feeling about what the traction was, but he didn’t want that.” The Space Drive system also has a large amount of adjustability, says Schaarschmidt. “You could adjust it if you want to feel more,” he told Motor1. “You can adjust everything as you like. You can change the ratio, you can limit or adjust the steering wheel forces, you can do everything.” In practice, the steering feels more simulation than reality. It was clear that even after a short test drive through a medium-difficulty off-roading course in Malibu, this system was developed for a singular objective, and that objective was not traditional steering feel. It strives to accomplish something different, removing as many sensations from the steering wheel as possible while still communicating a general sense of where the front wheels are pointed. Sadly Porsche didn’t let us fiddle with the adjustability, so we couldn’t get a sense of what changes could be made to modify the sensations going to our fingertips. With steer-by-wire systems becoming more and more common in passenger vehicles, it’s likely we could one day see such a system implemented on a Porsche road car. While we’re sure Porsche would engineer a more feel into its mass-production steer-by-wire system, the adjustability of it all is even more intriguing. Even today’s electrically assisted systems provide a relatively low amount of adjustability when it comes to feedback and resistance. If there’s any company that can do steer-by-wire right, it’s Porsche.

https://topgear.com.sg/news/porsche-studio-singapore-to-open-at-guoco-midtown-in-the-second-half-of-2023 Singapore - Porsche Singapore Pte. Ltd., the new venture formed by Eurokars Group and Porsche Asia Pacific, announces a new partnership with real estate developer GuocoLand, and unveils the location for its upcoming Porsche Studio Singapore. In the second half of 2023, the iconic German sportscar brand will be housed at the upcoming Guoco Midtown integrated mixed-use development at Beach Road, with the intention of delivering more customer-centric experiences and bringing the brand closer to its fans in Singapore. “We are excited to announce the location of the upcoming Porsche Studio Singapore at Guoco Midtown today. In addition to test drives, vehicle personalisation and a selection of own and partner products, Porsche Studio Singapore aims to be a premiere brand destination with its convenient city-centre location - a place where fans and customers alike can immerse themselves in new experiences, connecting and exchanging ideas with other likeminded Porsche enthusiasts,” said Mr. Andre Brand, General Manager Porsche Singapore on the announcement. “Guoco Midtown is an innovative development that integrates new concepts to redefine the way we work, live and play. Through this partnership with Porsche Singapore, we are glad to play a role in creating a new experiential automotive retail concept that combines innovative product showcases with authentic community engagement,” said Ms. Valerie Wong, Group General Manager (Asset Management) of GuocoLand. Porsche Studio Singapore combines new, heritage and special Porsche car displays with an integrated F&B experience, as well as co-working and community exhibition spaces to redefine customer experiences in store. Outside, adjacent event spaces within the Guoco Midtown development have also been earmarked as modular event venues for larger-scale Porsche community gatherings and family events. “Porsche is the brand for those who follow their dreams, and with Porsche Studio Singapore, we want to dream big and create a space that is both experiential for customers and fans, but also a home for us to interact closely with our Porsche community,” said Mr. Andre Brand. In the interim, Porsche plans to open a Porsche NOW Pop-up at Guoco Tower, from early January 2023 to the public, as well as customers and fans.

Whoa, dunno what to say. LoL, plastic parts for the win. JD power quality 2022. Problems per 100 cars. The lesser the better. See 2:08min. Who is on top of this list? Not Toyota. Who is at the bottom? See for yourself. Haha... In Chinese, scared ppl dunno how bad.

Porsche Taycan Cross Turismo Spotted, Brings Wagons Into The Electric Era Porsche is continuing the development of the Taycan Cross Turismo, the electric model’s upcoming wagon variant, at the Nurburgring. The long-roof version of the electric Porsche Taycan was seen being driven quite hard on the German track, with the test car said to be the range-topping Turbo S model because of the characteristic wheel design. Despite Porsche having already revealed the Taycan in full production guise, the Cross Turismo model still retains most of the plastic cladding on its body, including the fake headlight and roof line covers. Porsche’s intentions of adding a second bodystyle to the Taycan range became official back in 2018 with the reveal of the Cross Turismo concept, which posed as a crossover-styled wagon featuring extra body cladding and a raised ground clearance. Customers will be offered pretty much the same powertrain options with the regular Taycan, which as of now starts from the base 4S, the 4S Performance Battery Plus, the Turbo and the Turbo S models. All versions feature two electric motors, one per axle, for all-wheel drive and a two-speed transmission mounted at the back. Performance should be on par with the regular Taycan, which on the range-topping Turbo S version offers up to 750 HP (761 PS) and 774 lb-ft (1,050 Nm) of torque on overboost, along with a neck-snapping 0-60 mph in 2.6 seconds (0-100km/h in 2.8) and a top speed of 161 mph (260 km/h). As with almost every wagon variant available in the market, the upcoming Taycan Cross Turismo is expected to offer a much more practical (and larger) luggage space, together with slightly more room for the heads of rear passengers. The Porsche Taycan Cross Turismo is expected to launch in the end of 2020, and if you find yourself wondering how the final product will look like, just take a look at the 2018 concept.

https://www.thedrive.com/news/42806/new-porsche-718-cayman-gt4-rs-laps-nurburgring-quicker-than-last-911-gt3 "New Porsche 718 Cayman GT4 RS Laps Nurburgring Quicker Than Last 911 GT3 The Cayman line is set to get a new halo model with devastating performance. The 718 Cayman GT4 is a highly competent vehicle, but as it turns out, the platform is capable of even more. Enter the Porsche 718 Cayman GT4 RS. In the development of this new beast, Porsche did what every good German automaker does, and took it to the Nürburgring. Results were impressive, as you see in the official lap video. With Porsche development driver Jörg Bergmeister behind the wheel, the GT4 RS laid down a 7:09.3 laptime around the 20.832-kilometer Nürburgring-Nordschleife circuit, while posting a 7:04.511 lap on the 20.6 km layout. The latter is a full 23.6 seconds quicker than the existing Cayman GT4, making it clear that the RS is no minor upgrade. The laptimes were set with a production model vehicle, though equipped with a racing seat for driver safety. A set of sticky Michelin Pilot Sport Cup 2 R tires were used, which are an available option for the car. Andreas Preuninger and Jörg Bergmeister celebrate after setting a rapid laptime in the Porsche Cayman GT4 RS. It's a rapid laptime for a car that isn't even top of the Porsche range. It compares well with the 6:43.3 second time set on the 20.8 km course by the 911 GT2. It should also let owners walk away from the Tesla Model S Plaid on a single lap, let alone during sustained running. Perhaps most notably, though, it bests the time set by the old 911 GT3, which lapped the course in 7:12.7 back in 2017. "During development, we gave the 718 Cayman GT4 RS everything that characterises a genuine RS: lightweight construction, more downforce, more power and, of course, an even higher level of responsiveness and feedback to driver inputs," said Andreas Preuninger, who holds the title of Director GT Model Line at Porsche. Preuninger also noted the value of testing at the Nürburgring, adding that "The fantastic lap time of the Nordschleife is impressive proof of how clearly noticeable these improvements in driving dynamics are." Porsche hasn't yet revealed the exact specifications of the GT4 RS. However, based on Preuninger's statements, expect more than the 414 horsepower and 317 lb-ft of torque of the GT4, and a curb weight a little less than 3295 lbs. Speculation in the car world is rife, with expectations the GT4 RS could boast up to 500 horsepower. These figures are backed up by little hard information, however, so should be taken with a grain of salt. Meanwhile, the obvious aero mods on the GT4 RS should help with sticking the car to the track in high-speed cornering. Bergmeister refers to the car as an "uncompromising driving machine," noting that "it feels as nimble as a go-kart on mountain roads, yet is impressively stable and well-balanced on the racetrack." We'd certainly love to take a go-kart out on the Tail of the Dragon, but it likely wouldn't be anywhere as near quick as the GT4 RS. Bergmeister's opinion carries some weight, but not only due to his fast laptimes. As a development driver, he spent over 500 hours behind the wheel during the car's development. The GT4 RS will be fully revealed at its world premier in November, but for now, marvel at the hot tour of Germany's most famous racing circuit. The first Cayman to bear the RS moniker seems like it will live up to the badge."

https://www.businesstimes.com.sg/transport/porsche-to-open-malaysia-factory-first-outside-europe Malaysia boleh! Porsche buatan Malaya 🙂 [KUALA LUMPUR] German luxury carmaker Porsche will open its first factory outside Europe next year in Malaysia, officials said on Friday, seeking to meet strong demand in the Southeast Asian country. The manufacturing site in the northern state of Kedah will carry out final assembly of specific models for the local market, the company and Malaysian officials said. Malaysian Trade Minister Azmin Ali said the move was a "strategic decision by Porsche signifying its commitment to build a long-term presence in" Southeast Asia. Albrecht Reimold, a board member of the Volkswagen-owned brand, said the new plant, being established in collaboration with a local partner, was a "standalone project and modest in size and capacity". But he added that "it signals our willingness to learn and adapt to specific local market conditions". Should be interesting, but many questions abound: How will the QC be? Can we get our hands on a cheap Porsche.. https://www.theedgemarkets.com/article/porsches-entry-malaysia-create-highquality-jobs-niche-tech-capabilities-says-azmin Current Malaysian prices: https://www.porsche.com/pap/_malaysia_/ I'm guessing they will get lower?

When the kind folks over at Porsche ask if you'd like to spend an afternoon behind the wheel(s) of an entire fleet of Stuttgart's finest, chances are you'd say yes! And that was how we managed to join in the fun as Porsche Singapore played host to the Porsche World Road Show, a professional driving event organized by Porsche AG that has so far toured over 45 countries around the world with the cars and instructors flown in straight from Germany. Talk about an amazing gig! First things first, confession time, up till today, I've never actually driven a "new" Porsche and the only experience I've had driving a P-car in anger was with our old 944 Turbo and with a tonne more restraint, a friend's 993 C2 Tiptronic Cabriolet. So, as you can imagine, I was pumped! And perhaps a little curious about how the rear-engined machines would dance. I even brought along my little RWB along for the ride. Along with showcasing a curated selection of their cars, Porsche Singapore also took the opportunity to unveil their latest GT3RS and wasted little to no time wringing it out for an entire day on their makeshift track created at the Changi Exhibition Centre. With the formalities and paperwork all sorted, it was time to drive after we split into our pre-arranged groups. For my group (made up of seasoned petrolhead journalist), it was time for us to satiate our need for speed at the handling circuit. The cars at our disposal? A Taycan, a 911 Targa, a 911 Carrera S, a 911 Turbo S and the (as we were about to find out), the sublime Cayman GT4RS. While two laps in each car might not have been enough, the pace and speed at which we (or at least our group) pushed these machines gave all of us a pretty good taste of what each of them was capable of. We had plenty of opportunities to accelerate full bore before going hard on the brakes, and then feed power back in to get the rear end to bite down once again. And, unsurprisingly, there was one car in particular that got everyone's pulse racing a tad higher than the others—the Cayman GT4 RS. With its sonorous 4.0-litre, naturally aspirated, flat-six engine sourced from the latest 911 GT3, it was a feast for the senses. Driving it flat out wasn't just exhilarating; it was intoxicating as my hairs stood on ends the first time it howled it's heart out to 9000rpm, vibrating our eardrums to aural climax. What a car! Of course, even though it was a Porsche event, the driving courses were not limited to just the high adrenaline, heart pumping experiences as a pseudo off-road section was also created to highlight the capabilities of their Cayennes as we gingerly tracked various obstacles that no brand-new Cayenne owner would ever subject their expensive luxury SUVs to. With the "off-road" segment done and dusted, it was back to a low-slung sports car in the form of a lovely and beautifully balanced 718 Boxster GTS that everyone shared as we took turns (hehe) punting it around carefully placed cones in a simple slalom course. While this particular car has surely taken a beating through its various travels, I still wouldn't say no if Porsche AG gave me the keys. Alongside the Boxster was a Viper Green Turbo S Cabriolet that gave us the 0-100-0 experience with launch control thrown in just for fun. To wind down our day, we were also treated to a simple and rather sedate road drive in a small convoy around the roads of Changi and considering I'm rather familiar with these roads, I chose to hang back in the comforts of a Panamera. So, having had a pretty good taste of the cars Porsche has to offer, all I need now, is some extra cash for one. Gofundme anyone? Big thanks to Porsche Singapore for the invite, it was an amazing afternoon, we hope it comes again next year!

Honestly, I can't tell that it is a new gen Cayenne with just a quick glance at the photos, too evolutionary imo. Like many I am guessing that Dieselgate is hitting hard on VAG and budget cut on the development of newer Porsche model are evident... The new SUV will be officially unveiled tonight / tomorrow morning. Stay tune for more updates.

I rented a Porsche (more than 10 years old) and it broke down on its own due to overheating, now company wants me to pay $3k for repair. What should I do? Background story: I have alerted the company multiple times when it was blinking the overheating signal and they told me to just add coolant. They have my deposit in cash

https://carsnkopi.wordpress.com/2023/01/08/art-attack-the-art-of-dreams-singapore-2023/ Happening at GBTB and Mandela Club until 15th Jan if anyone is keen to have a look!