The Truth About Cars » Porsche http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 31 Oct 2014 19:42:59 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Porsche http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com/category/reviews/porsche/ Consumer Reports: Infotainment System Woes Mark 2014 Reliability Survey http://www.thetruthaboutcars.com/2014/10/consumer-reports-infotainment-system-woes-mark-2014-reliability-survey/ http://www.thetruthaboutcars.com/2014/10/consumer-reports-infotainment-system-woes-mark-2014-reliability-survey/#comments Tue, 28 Oct 2014 10:00:36 +0000 http://www.thetruthaboutcars.com/?p=936826 Consumer Reports released its Annual Reliability Survey for this year, focusing some of the attention on the woes experienced by a handful of infotainment systems. According to the publication, the absolute worse of the pack in 2014 was Infiniti’s InTouch system in the new Q50, with over one in five owners wanting to take a […]

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Infiniti InTouch - Infiniti Q50

Consumer Reports released its Annual Reliability Survey for this year, focusing some of the attention on the woes experienced by a handful of infotainment systems.

According to the publication, the absolute worse of the pack in 2014 was Infiniti’s InTouch system in the new Q50, with over one in five owners wanting to take a crowbar to the whole thing. The brand itself took a beating, dropping 14 points to 20th out of 28 as a result of the Q50’s issues, as well as the overall reliability issues in the QX60. Other infotainment systems ironing out the bugs included Ford’s MyTouch, Honda’s HondaLink and Fiat Chrysler Automobile’s UConnect.

Concerning overall reliability, Lexus once again took the top of the podium, while Toyota and Mazda respectively brought home silver and bronze, and Honda finished in fourth. Buick, meanwhile, was the only brand among the Detroit Three to place in the top 10, jumping from 16th to sixth on the strength of its entire portfolio.

As for why the other Detroit brands failed to reach the top 10, Consumer Reports says domestic small and compact cars, along with full-size trucks, are holding everyone back. Tesla also didn’t make the list, but that was due to criteria than low quality: the publication only rates brands with a minimum of two models, a situation that will be remedied when the Model X rolls out next year.

Finally, Audi took fifth behind the Japanese makes, while Porsche took ninth ahead of Kia. BMW and Volvo remained within the top 20. Only Mercedes-Benz took a hit among the Europeans this year, falling 11 spots to 24th thanks to the new CLA and S classes.

The Consumer Reports 2014 reliability survey obtained its information from 1.1 million vehicles, the largest survey of its kind in the publication’s history.

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Porsche 918 Hybrid Hypercar Nearly Sold Out http://www.thetruthaboutcars.com/2014/10/porsche-918-hybrid-hypercar-nearly-sold/ http://www.thetruthaboutcars.com/2014/10/porsche-918-hybrid-hypercar-nearly-sold/#comments Tue, 21 Oct 2014 10:00:23 +0000 http://www.thetruthaboutcars.com/?p=934098 Saving your pennies for a Porsche 918 Spyder? You may want to go ahead and take out a loan to get the down payment on the table, for the hybrid hypercar is nearly sold out. Automotive News reports production of the 918 will draw to a close in July 2015, while planned production is sold […]

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Saving your pennies for a Porsche 918 Spyder? You may want to go ahead and take out a loan to get the down payment on the table, for the hybrid hypercar is nearly sold out.

Automotive News reports production of the 918 will draw to a close in July 2015, while planned production is sold out through early April at the latest, according to Porsche Cars North America vice president of marketing, Andre Oosthuizen.

Regarding how many have been made thus far, Oosthuizen declined to say more than that it was doing well for itself. He added that 30 of the $847,945 spyders were delivered to customers around the world — each bestowing Porsche a deposit of $200,000 for the opportunity to own one — thus far.

 

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Ownership Review: Porsche 911 GT3 (997 Vintage) http://www.thetruthaboutcars.com/2014/10/ownership-review-porsche-911-gt3-997-1-vintage/ http://www.thetruthaboutcars.com/2014/10/ownership-review-porsche-911-gt3-997-1-vintage/#comments Fri, 17 Oct 2014 16:18:56 +0000 http://www.thetruthaboutcars.com/?p=928346 The last time my friend Derek allowed me to write for TTAC, I narrated a brief test drive of a Porsche 911 GT3 from the 996 generation, a a car that provided an intense and immersive driving experience, but that presented a heinous proposition as a sole car / daily driver, even for a young, […]

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The last time my friend Derek allowed me to write for TTAC, I narrated a brief test drive of a Porsche 911 GT3 from the 996 generation, a a car that provided an intense and immersive driving experience, but that presented a heinous proposition as a sole car / daily driver, even for a young, single owner with a short commute in a sunny clime.  Ostensibly, I had driven the car because I was considering replacing my old 911 with something more livable / less cantankerous / more rapid / etc.  While that particular edition of the GT3 proved a poor match for my needs, I still resolved to join the 21st century by upgrading to a more modern car.

Springtime of 2014 represented a good opportunity to start shopping for a new conveyance, with several enticing and new or recently updated offerings both on the horizon and within my price range.  I considered several options – even several non-Porsches! – including the Alfa Romeo 4C, the all-new F8X family of the BMW M3/4, the C7 Chevrolet Corvette Stingray Z51, and the 981 Porsche Cayman GTS.  Those are all new cars, with full factory warranties.  I’d learned my lesson owning an old German sports car with no factory repair safety net.

As I window shopped for new cars I also perused the Autotrader website and came across an intriguing advertisement for a 997 GT3.  Since the car was introduced, I had intensely desired Porsche’s GT3 from the 997 family, and if Halicki’s Gone in 60 Seconds cult classic were improbably re-made to fit my biography, my “Eleanor” would be a 997 GT3.  Unfortunately, the GT3 that was introduced when I was in high school violated the one sacrosanct rule of this entire exercise – the car was old and out of warranty.  It also featured some frighteningly expensive components (new PCCB brake rotors would cost almost as much as I paid for the 993!).

However.  The car was local.  I knew the seller.  The price was below market.  The car was nicely optioned (blinged-out PCCB brakes, full leather, Xenon lights) and well-maintained, with a clean PPI, perfect DME over-rev report, and only 14,000 miles from new.

I called the owner and bought it over the phone for the full asking price, 100% sight unseen, in less than five minutes.  I broke all of the rules.  I did it for two reasons:  1 – I desired the GT3 moreso than any of the other options, and would have chosen a GT3 over any of them if finances were of no concern. 2 – The attractive entry price, coupled with the dynamics of the GT3 market mean that I’m unlikely to suffer any meaningful depreciation.  In fact, I’ve been using the car as my primary vehicle / daily driver now for six months and plan to continue doing so for another year or two before selling it for about what I paid, perhaps a bit more.

So what’s it like?

Driving Experience:

Engine:

The defining feature of every GT3 from the 996 and 997 generations – up to and including the 4.0 RS zenith of the series – is the race-derived engine that Porsche nerds refer to as the “Mezger” engine, so named for Porsche’s visionary engineer, Hans Mezger, who designed the very first 911 engine, and whose very last project for Porsche was the development of the turbocharged lump that powered the 911 GT1 prototype that triumphed at Le Mans in 1998.  That pedigreed block forms the basis for the production car engine, and in 997.1 GT3 guise it displaces 3.6 liters (100mm bore, 76.4mm stroke), producing 415 bhp and 300 lb-ft of torque.  Performance is produced courtesy of high revs (8,400 RPM redline) and high compression (12.0:1); peak power output comes at 7,600 RPM, with peak torque entering at a lofty 5,500 RPM.  While power delivery is, uh, peaky, the engine is sufficiently tractable and civilized at low RPMs.  I’ve enhanced the car with a bypass exhaust from NorCal Porsche tuner Sharkwerks (mine is serial number 639 – it’s rather popular among the small community of GT3 devotees) and forced the exhaust valves to remain open all the time in order to drop 20 pounds from the rear, create an exceedingly antisocial racket and, most importantly, paint a big grin on my face every time I drive the car.

Click here to view the embedded video.

I cannot overstate the engine’s central role in my enjoyment of the car; it is raw, emotive, immediately responsive, and a key driver of value:  With rare exception, all Porsches ever made with a Mezger engine are appreciating or holding value, whereas those without an engine connected to Hans are depreciating.  Furthermore, the factory still uses the admittedly outdated warhorse engine in its 911-based race cars.  I’ve gone so far as to reference the engine’s provenance with an obnoxious vanity plate:

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Drivetrain:

The marvelous engine mates to a close ratio 6-speed manual that features shockingly short throws and a stiff clutch.  When cold or just trundling around town it can be balky and reluctant to engage properly, but the heavy control efforts begin to make sense when driving spiritedly, the intended use for which the entire car is optimized.  Perfectly rev-matched downshifts are a satisfying delight, although the plastic components in the stock lever and linkage feel slightly insubstantial – one of the GT3’s few letdowns as a tool for Freude am Fahren, to borrow a phrase from Porsche’s countrymen in Bavaria.  A dual mass flywheel mates to the aforementioned weighty clutch, whereas the RennSport brethren of the “base” GT3 received the single mass lightweight flywheel.  I have a factory lightweight flywheel in my 993, and I’d love to have the same part in the GT3, but I’d rather have the circa $5,000 associated cost in my pocket.

Suspension and Ride:

The 997 GT3 represented an all-over softening of the preceding generation’s rough edges, coupled with nicer styling – both inside and out – and a bit more grunt. The biggest changes occurred in the car’s suspension, as evidenced in the 997 version’s ride and handling balance. As the first generation of the GT3 to receive PASM – Porsche Adaptive Suspension Management – the contemporary marketing materials and reviews harped on the new, allegedly comfort-oriented suspension setup. The GT3’s PASM setup has two modes, one intended for street usage and the other, harder setting intended for track work. In reality, the “softer” setting is still rather stiff and has a tendency to porpoise over surface imperfections at a variety of speeds while road driving. The stiffer setting has only one legitimate use: illustrating to complaining passengers that the softer setting should be appreciated. The stiffer PASM setting doesn’t bother me in terms of ride quality per se, but it does irk me that that the front tires spend less time in touch with the road than they ought to over anything but perfect pavement. For example, let’s say you perform a panic stop on slightly undulating tarmc – the front wheels will skip over the bumps in the pavement as ABS pulsates away; it’s rather disconcerting. I’ve ridden in and driven all generations of the GT3 sold in North America, and the progressive leap in compliance over time is the most impressive enhancement in my observation. The facelifted 997.2 GT3 brought along mild, evolutionary PASM revisions, whereas the all-new 991 GT3 rides like a Cadillac in comparison to its forebears.

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Handling and Steering:

Despite my niggling complaints regarding suboptimal PASM tuning, I am an avowed fan of the car’s handling and steering feel. Although other cars doubtless offer more outright grip or fractionally higher slalom average speeds, the GT3 dutifully produces the expected objective figures while providing a fulsome stream of involving feedback to the driver. Perhaps you’re driving on a familiar two-lane road when you encounter a mild sheen of rain on the road; you’ll feel it. Perhaps you’re approaching “the limit” around a sweeper and wonder whether you have a bit more grip in reserve; you’ll feel it through the steering wheel and your posterior, and you’ll know. After driving the car for awhile – I’ve put 3,500 miles on mine in 6 months – I’ve gotten used to the chassis’s talents, but time spent driving other cars, including my older 911, brings things into sharp relief once more.

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Brakes:

As mentioned, my car came equipped with the optional PCCB – Porsche Ceramic Composite Brakes – setup. Whoever specced my car way back when elected to splurge $8,840 for this option; for that rather immodest sum, they received the following: Massive brake discs (15.0″ front, 13.8″ rear) replete with eye-catching yellow calipers, a circa 40 lb. reduction in unsprung weight, fade-free braking performance, and alleged dust-free operation (untrue). Now, on the other side of the ledger, a few reasons to reconsider PCCBs: Replacing the rotors with OEM parts will run you well over $20,000 (they’re a lifetime part in terms of wear, but, say, running into the gravel trap beyond Road Atlanta’s turn 10A could result in scratching the rotors, necessitating replacement); pads aren’t cheap either (I have a replacement coming soon, it’ll be four figures), and you have to replace them at about 50% life if you’d like to protect your ceramic rotors. Other mitigating factors: PCCBs offer absolutely no advantage versus the standard “Big Red” brakes in terms of stopping distance or pedal feel, and they sometimes squeal around town.

That said, the brakes work impressively, whether you’re executing a full panic stop as an impromptu Heimlich maneuver to help your choking neighbor or wiping off a quick 50 MPH on a back road cruise. Despite the considerable expense, I wouldn’t consider buying another GT3 without ceramics.

Summary Performance Specs:

For the benefit of internet bench racers, I’ve borrowed some performance numbers from the pros in Ann Arbor.

Acceleration:  0-60 in 4.0 seconds; quarter mile in 12.4 seconds at 116 MPH

Roadholding: 0.99g

Braking: 70-0 in 149 feet

Ownership Experience:

Now for the practical considerations and downsides of GT3 ownership.

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Ground Clearance:

The front ground clearance for the car is a scant 3.8 inches.  Not only is the car rather low, but the front overhang is substantial.  Imagine you’re driving around with Jay Leno’s chin skimming along the ground in front of you, under a Damoclean multi-thousand dollar penalty if you hit a speed bump at anything above walking pace!  Exciting.  At first this was the most intimidating aspect of driving the car, as pulling into any parking lot involved an exciting game of wondering “Will I or won’t I scrape the front of my new toy?!?”  I’m already on my second front splitter (mercifully a sacrificial plastic piece that only costs a few hundred dollars), but I’ve learned to proceed with caution and take wide approach and departure angles whenever possible.  My car does not have the nose lift feature that Porsche offered on later GT3s, but I can now live without it, successfully navigating parking decks and gas stations with relative ease.

Fuel Economy and Range:

Speaking of gas stations…  The car makes numerous sacrifices at the altar of motorsports chic, but the small capacity fuel tank – just over 10 gallons – and laughable economy conspire to send me to my local Chevron (premium fuel only, of course) every 130 miles or so.  I can occasionally eke out a bit more range on highway hauls, but my average plummets when I go on pleasure drives on back roads, where I’ve burned a tank in less than 100 miles on several occasions.

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Interior:

Despite an MSRP well above $120,000, the GT3’s interior is decidedly no-frills.   The important aspects are executed with aplomb: terrific driving position and ergonomics, touch points swathed in purposeful, tactile Alcantara (ie, synthetic suede) and excellent visibility despite the surfboard / ping pong table out back.  The remainder of the interior, however, leaves a bit to be desired, at least for sybarites seeking sumptuous solace; the seats adjust manually, there is no navigation system, and the puny stereo – featuring only a single disc CD changer, people who own smartphones or MP3 players are out of luck! – is comprehensively overpowered by tire, wind, and engine noise, as the GT3  eschews essentially all sound deadening to pare back mass.  Moreover, the entire car is screwed together so tightly and rides so stiffly that any foreign object in the interior, even a single penny in the console cubby, will induce a maddening vibration / rattle.  As if that weren’t enough, the car makes its own vibrations due to harmonics at about 90 MPH, and they’re sufficiently acute that the view out the rear view mirror is distorted.

Insurance:

Although the car is seven years old now, it’s still fairly valuable and fairly high performance.  I’m 25 and possess a clean driving record (thank you Michael Valentine!), but insurance is still somewhat expensive.  I pay just under $500 per month to insure both the GT3 and 993 through a quality carrier (read: not an insurer that advertises on television).

Summary:

My GT3 is gloriously excessive, embarrassingly wasteful, astonishingly impractical, and supremely indulgent, a pur sang racer diverted from the race track to a relatively quiet, domesticated life at the eleventh hour.

Yet I endure these first world hardships with a smile, because I adore its uncompromising singularity of ideal and purpose.

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David Walton grew up in the North Georgia mountains before moving to Virginia to study Economics, Classics, and Natural Light at Washington and Lee University. Post-graduation, he returned to his home state to work in the financial services industry in Atlanta.  A lifelong automotive enthusiast, particular interests include (old) Porsches and sports car racing.

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Porsche Injecting Diesel Power Into Macan For US Market http://www.thetruthaboutcars.com/2014/10/porsche-injecting-diesel-power-macan-us-market/ http://www.thetruthaboutcars.com/2014/10/porsche-injecting-diesel-power-macan-us-market/#comments Wed, 15 Oct 2014 13:00:23 +0000 http://www.thetruthaboutcars.com/?p=931418 Porsche Macan enthusiasts in the United States who want diesel power will be able to order such a thing over a year from now, as Porsche is now hard at work bringing a diesel Macan to life. Automotive News reports the diesel-powered crossover will get its power from a reworked 3-liter turbo V6 diesel sold […]

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Porsche Macan enthusiasts in the United States who want diesel power will be able to order such a thing over a year from now, as Porsche is now hard at work bringing a diesel Macan to life.

Automotive News reports the diesel-powered crossover will get its power from a reworked 3-liter turbo V6 diesel sold in its native Europe and other markets, delivering at least 245 horsepower to all four corners. The vehicle would slot between the S and Turbo models as far as price is concerned, coming in at around $60,000 to start; the S has an MSRP of just over $49,000, while the Turbo begins at $72,300.

As for when the diesel Macan would arrive, the crossover may debut at the 2015 Los Angeles Auto Show before entering the showroom near the end of 2015 or at the start of 2016.

Meanwhile, those hoping for a base Macan in the U.S. will be waiting to exhale for quite some time. Porsche Cars North America vice president of marketing, Andre Oosthuizen, says there isn’t enough capacity to build the base model, sold in the United Kingdom and China, and won’t be under consideration “for the foreseeable future.”

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Ian James Corlett’s ElectroPorsche: From Beater To Electrifying Showstopper http://www.thetruthaboutcars.com/2014/09/ian-james-corletts-electroporsche-from-beater-to-electrifying-showstopper/ http://www.thetruthaboutcars.com/2014/09/ian-james-corletts-electroporsche-from-beater-to-electrifying-showstopper/#comments Sat, 20 Sep 2014 13:00:04 +0000 http://www.thetruthaboutcars.com/?p=909898 [AUTHOR'S NOTE: This story is one I've been pursuing since a couple of days before returning to TTAC on the back of the Bumpasaurus Rex last October. As today is my 36th birthday, this is my gift to you, dearest B&B. - CA] Meet Ian James Corlett and his 1966 Porsche 912. Corlett calls Vancouver, […]

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1966 Porsche 912 EV 16

[AUTHOR'S NOTE: This story is one I've been pursuing since a couple of days before returning to TTAC on the back of the Bumpasaurus Rex last October. As today is my 36th birthday, this is my gift to you, dearest B&B. - CA]

Meet Ian James Corlett and his 1966 Porsche 912. Corlett calls Vancouver, B.C. his home, where he works in the entertainment industry as a voice actor, director, producer, author and musician; his son and daughter, Phillip and Claire, also work in the industry as voice actors in their own right.

As for his 912, it may appear to be no more than a beautifully restored vintage Porsche, but as you’ll soon discover, there’s more than meets the eye with this particular sports car.

All photos provided by Ian James Corlett, Brendan McAleer and Wikipedia.

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“I didn’t start with the notion of electrifying a Porsche,” said Corlett. “I was gonna do an old VW Beetle, mostly because I love Beetles, and it was one of the first cars I ever had. But the electric kits and the conversions were relatively available, and lots of people had done them. So, I thought, ‘Well, that’s good, because the geometry works and it’s easy to bolt in an electric motor onto the existing transmission. So, that’s what I’ll do!'”

Corlett’s interest in all things electric began years ago during one of his “reverse midlife crisis” phases, when he happened upon a Vespa scooter whose engine lived up to its Italian heritage. Preferring to ride over working on the Vespa during the few sunny days Vancouver received in a given year, he turned to a since-defunct scooter shop in Seattle for help. There, Corlett obtained a 10-inch hub motor and custom components for the Vespa, then made the switch to electric power back home.

Another reason for going electric: To escape the leasing cycle, and to reconnect with the idea of ownership. Corlett grew up interested in European and Japanese vehicles, finding U.S.-made models of the 1970s and 1980s too big, heavy and brutal to his liking. His first cars included the aforementioned Beetle, his mother’s 1969 Datsun, a Honda Accord — his first new car — two Volkswagen Cabriolets with a Jetta in between, and ultimately, the first of many Porsche 911s.

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Though he owned his vehicles through his first 911 — a 1994 993 model — outright, the leasing bug would soon sting him and his wallet:

Somebody introduced me to this wizard of leasing, and they said, ‘No. Actually, people just don’t realize that leasing is all about the differential between what a car is going to be worth in a couple of years, and what you paid for it. You’re only really paying for that difference.’

With the then-low depreciation rates of Porsche’s offering in mind, and the leasing guru’s flexibility in setting up the contract, Corlett found leasing was less expensive than regular car payments at the time. However, the first lease was like “the drug dealer offering [a new customer] the first one for free,” with the second and third leases as easy as the first.

Alas, the rates would soon climb, Porsche began expanding its lineup, and residual values were falling hard. After the sixth 911, Corlett was quitting leasing for good, preferring to own his cars again, as well as use the money that would have gone into a new lease toward his children’s private school tuition and other fiscal responsibilities.

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Though his search began with numerous old Beetles, Corlett took to the idea of converting a 912 to electric power after his attempt to buy a converted 912 from an aerospace engineer in the Phoenix area on eBay ended with a last-second loss to a higher bidder; converting a 911 of similar vintage was a bridge too far in his mind. This new journey would end outside of the desert city, where Corlett snagged a 1966 beater with rust galore — thanks to its previous life outside of Arizona — instead of a hoped-for “very dry, desert car.”

“It was really a two-step process,” he explained. “We needed to restore the car, and then fit it and measure it for the electric components.”

The restoration proved to be daunting for Corlett’s electric dream. Opting to perform both steps in Phoenix — the labor costs were lower than in Canada — he left the 912 with a restorer who turned out to be as nightmarish as the vehicle itself upon media-blasting by the following restorer, Arizona Street Customs, months later.

The project ultimately took three years, though Corlett admitted that “it shouldn’t have taken three years,” citing a change in focus toward a move to a new house in Vancouver, as well as project-related issues:

One of the huge delays, as an example, was the batteries. We ordered $15,000 worth of batteries, and they had to come from China. We just made a wrong choice on who the supplier was. That was eight months of waiting, because the guy would sell large amounts of batteries in containers. He waited for a container to be full before he would fulfill his order from China and ship to the U.S. That’s just big, long delay for no good reason.

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Since coming home to Vancouver late last year, the 912 has been making the rounds at events throughout the area, such as the Luxury Supercar Weekend at VanDusen Botanical Garden, and the Key West Ford Shine & Show in New Westminster, B.C., where Corlett took home trophies in the best special interest and unfinished categories. He says he enjoys being able to take part in any event that allows him to show off his masterpiece in the brief window of sunny days between June and October.

The reaction to such a conversion? “I have had nothing but jaw-drops and great comments,” he proclaimed. “Now, that’s to my face. I’m sure there are people that feel differently. I’ve been really surprised by some of the Porsche people — and I know a lot of them in town — some of them that are just hardcore, real Porsche fanatics.”

One in particular, his mechanic — a “very abrasive guy of German heritage” who’s “not too fond of electric cars, period” — enthusiastically approved of the 912 during a shakedown following a suspension adjustment, allaying Corlett’s fears of taking a classic Porsche and transforming it into a vintage EV. Nonetheless, he’s very happy with the overall response his car is receiving.

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Registration and insurance for a unique vehicle like this was easier to obtain than one might imagine. The most difficult part was importation from the U.S. to Canada, though this was waved away by declaring the 912 as just a restored vintage vehicle. Once at home, registration was simply a matter of switching the “G” — for gasoline — to “E” — for electric — on the paperwork.

Finally, though the 912 has standard insurance at present, it may soon have coverage better suited for its unique features, which would provide the benefit of being insured and appraised properly.

Range testing is ongoing as far as long drives are concerned, having gone as far south as Corlett’s P.O. Box in nearby Blaine, Wash., as well some handling issues that need to be resolved before taking it 9/10ths. In the meantime, he switches between the 912 and his 2011 BMW 135i, the latter his daily driver. His reasoning for the BMW is the same as the 911s before: the ability to go from the school and the studio during the week, to the track during the weekends when not piloting or showing the 912 EV.

As far as future electrification is concerned, an experience with the Tesla Model S has Corlett thinking of an EV suitable for his family’s needs. As the premium sedan is too large, he says the Kia Soul EV will likely fulfill the role, if only because the Mercedes B-Class Electric Drive won’t be in Canada anytime soon.

By the way, he still has the electric Vespa, and he aims to have both it and the 912 out on the road to praise the sun next year.

OLYMPUS DIGITAL CAMERA 1966 Porsche 912 EV 02 1966 Porsche 912 EV 03 1966 Porsche 912 EV 04 1966 Porsche 912 EV 05 1966 Porsche 912 EV 06 1966 Porsche 912 EV 07 1966 Porsche 912 EV 08 1966 Porsche 912 EV 09 1966 Porsche 912 EV 10 1966 Porsche 912 EV 11 1966 Porsche 912 EV 12 1966 Porsche 912 EV 13 1966 Porsche 912 EV 14 1966 Porsche 912 EV 15 1966 Porsche 912 EV 16 1966 Porsche 912 EV 17 1966 Porsche 912 EV 18 1966 Porsche 912 EV 20 1966 Porsche 912 EV 21 1966 Porsche 912 EV 22 1966 Porsche 912 EV 23 1966 Porsche 912 EV Spec Sheet

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Wiedeking Ordered To Stand Trial Over Market Manipulation Charges http://www.thetruthaboutcars.com/2014/08/wiedeking-ordered-stand-trial-market-manipulation-charges/ http://www.thetruthaboutcars.com/2014/08/wiedeking-ordered-stand-trial-market-manipulation-charges/#comments Wed, 27 Aug 2014 10:00:37 +0000 http://www.thetruthaboutcars.com/?p=901441 Former Porsche CEO Wendelin Wiedeking may be facing jail time in the future if convicted on charges of market manipulation recently revived by a German court. Bloomberg reports the Stuttgart Higher Regional Court ordered both Wiedeking and former Porsche CFO Holger Haerter to stand trial in criminal court over the charges, linked to the failed […]

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Former Porsche CEO Wendelin Wiedeking may be facing jail time in the future if convicted on charges of market manipulation recently revived by a German court.

Bloomberg reports the Stuttgart Higher Regional Court ordered both Wiedeking and former Porsche CFO Holger Haerter to stand trial in criminal court over the charges, linked to the failed takeover of Volkswagen AG in October of 2008. The court proclaimed it found “numerous indications” of a possible hidden agenda to increase Porsche’s stake in Volkswagen from 74.1 percent to 75 percent “as they could suggest the opposite evaluation by the lower court.”

Both Porsche and attorneys for the two defendants believe the charges to be without merit, especially as they were overturned in a lower court back in April due to lack of sufficient evidence. The regional court, however, states that as far back as 2006, Wiedeking had plans to take over VW in secret.

In addition to the criminal case, a few civil suits are waiting in the wings in Braunschweig, Stuttgart and Hanover. The plaintiffs — investors who believed Porsche had planned to assimilate VW months before the October 2008 takeover attempt — are seeking over €5 billion ($6.6 billion USD) in damages.

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Corvette Stingray Bests Viper, 911 In Sales Through First-Half Of 2014 http://www.thetruthaboutcars.com/2014/07/corvette-stingray-bests-viper-911-in-sales-through-first-half-of-2014/ http://www.thetruthaboutcars.com/2014/07/corvette-stingray-bests-viper-911-in-sales-through-first-half-of-2014/#comments Thu, 17 Jul 2014 10:00:28 +0000 http://www.thetruthaboutcars.com/?p=867178 The current Corvette is doing well for itself as of late, not only moving off the lot at a greater clip between January and June of this year than last, but also besting the SRT Viper and Porsche 911. GM Authority reports 17,744 Corvette Stingrays made it to the highway during the aforementioned sales period, […]

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The current Corvette is doing well for itself as of late, not only moving off the lot at a greater clip between January and June of this year than last, but also besting the SRT Viper and Porsche 911.

GM Authority reports 17,744 Corvette Stingrays made it to the highway during the aforementioned sales period, over three times what was sold during the first six months of 2013. Meanwhile, only 354 Vipers managed to do the same — thanks to its high price and the velvet rope surrounding the one or two models available in most showrooms — as well as 5,169 of Stuttgart’s finest during those months. Nissan’s 370Z, priced much lower than the Stingray, also fared poorly against the Kentucky-built thoroughbred, 4,114 sold this year thus far.

Within the Chevy dealership, 2,723 convertibles and coupes left the lot in June, down from 3,328 in May. National Automobile Dealers Association forecasts the Corvette Stingray is on pace to hit 35,000 sold by the end of 2014, aided by the improved 2015 model and the introduction of the Z06.

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Porsche Developing Ferrari-Hunter With 600HP Flat-Eight http://www.thetruthaboutcars.com/2014/07/porsche-developing-ferrari-hunter-with-600hp-flat-eight/ http://www.thetruthaboutcars.com/2014/07/porsche-developing-ferrari-hunter-with-600hp-flat-eight/#comments Wed, 09 Jul 2014 10:00:16 +0000 http://www.thetruthaboutcars.com/?p=862113 Feeling outgunned by the Ferrari V8 family, Porsche is working on a suitable hunter that will be armed not with its long-standing flat-six, but with a new flat-eight. Autocar reports the new vehicle — dubbed the 988 within Stuttgart — is part of a new quartet of Porsches in development, including a turbo-four version of […]

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Feeling outgunned by the Ferrari V8 family, Porsche is working on a suitable hunter that will be armed not with its long-standing flat-six, but with a new flat-eight.

Autocar reports the new vehicle — dubbed the 988 within Stuttgart — is part of a new quartet of Porsches in development, including a turbo-four version of the Boxster and Cayman, and an all-new 911. The 988 is expected to arrive in 2017, and may likely take after the 918 in looks with a long rear deck covering the mid-mounted flat-eight; all four new models will be in place by 2019.

Powering the quartet is a new family of boxers, ranging from the aforementioned 2-liter turbo-four — capable of 280 horsepower — to the 988’s 4-liter quad-turbo-eight, delivering 600 horses and ~400 lb-ft of 458 Italia-killing torque in testing.

Underpinning the quartets will be an all-new architecture that will use different backsides depending on the position of the boxer, shared front structures, and three front axles with optional hybrid/electric AWD such as the system powering the 918.

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BMW M235i Bests Corvette, 911 In Consumer Reports Road Testing http://www.thetruthaboutcars.com/2014/06/bmw-m235i-bests-corvette-911-in-consumer-reports-road-testing/ http://www.thetruthaboutcars.com/2014/06/bmw-m235i-bests-corvette-911-in-consumer-reports-road-testing/#comments Mon, 30 Jun 2014 12:00:17 +0000 http://www.thetruthaboutcars.com/?p=855833 BMW’s M235i has earned the highest marks ever bestowed upon the German automaker’s lineup from Consumer Reports, while also besting the Porsche 911 and Chevrolet Corvette in road tests whose results were recently released online. Bloomberg reports the coupe earned a 98 out of 100 in its road test, falling one point short of the […]

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BMW’s M235i has earned the highest marks ever bestowed upon the German automaker’s lineup from Consumer Reports, while also besting the Porsche 911 and Chevrolet Corvette in road tests whose results were recently released online.

Bloomberg reports the coupe earned a 98 out of 100 in its road test, falling one point short of the all-time leaders, the Tesla Model S and Lexus LS460L. The 911 and Corvette, packing more firepower with less comfort than the M235i, earned 95 and 92 out of 100 in their respective road tests.

Deputy editor Jon Linkov proclaimed the M235i a “dual-purpose car” that anyone “could drive to work every day of the week” without leaving the driver in pain, followed by a weekend at the track taking on the likes of the 911 and Corvette. He added that this particular BMW “has almost a direct lineage” to BMWs of the past that lived up to the marketing of “Ultimate Driving Machine.”

Neither of the trio were recommended by the publication, however, as the BMW and the Corvette were too new for reliability reports, while the 911 has below average reliability according to those surveyed.

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JD Power Initial Quality Study Shows GM, Hyundai, Porsche Leading The Pack http://www.thetruthaboutcars.com/2014/06/jd-power-initial-quality-study-shows-gm-hyundai-porsche-leading-the-pack/ http://www.thetruthaboutcars.com/2014/06/jd-power-initial-quality-study-shows-gm-hyundai-porsche-leading-the-pack/#comments Thu, 19 Jun 2014 12:00:29 +0000 http://www.thetruthaboutcars.com/?p=846905 J.D. Power has released their U.S. Initial Quality Study for 2014, where General Motors, Hyundai and Porsche earned top marks despite consumers still struggling with the gizmology taking over their vehicles. Autoblog reports GM’s Buick, Chevrolet and GMC captured more awards than anyone else in the 2014 IQS, with six vehicles winning in their segments. […]

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2013 Buick Encore, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes

J.D. Power has released their U.S. Initial Quality Study for 2014, where General Motors, Hyundai and Porsche earned top marks despite consumers still struggling with the gizmology taking over their vehicles.

Autoblog reports GM’s Buick, Chevrolet and GMC captured more awards than anyone else in the 2014 IQS, with six vehicles winning in their segments. Meanwhile, Hyundai and Porsche were ranked best overall mass-market and premium brand, respectively, where the former reported 94 issues per 100 vehicles reported in the first 90 days, 74/100 for the latter. Porsche also dominated the IQS, having the best score of all brands surveyed.

On the other end of the scale, Fiat Chrysler Automobiles ranked poorly in the study, with Fiat holding dead last at 206 problems per 100 vehicles reported in the survey period. Jeep came second-to-last with 146/100, while Dodge was just below the industry average at 124/100. Only Ram and Chrysler fared the best, matching or just exceeding the average of 116/100.

Part of the results may be due to automakers pushing the envelope on technology and new features to make consumers’ lives easier. J.D. Power Vice President of Global Automotive David Sargent says “almost all automakers are struggling” to introduce these pieces “without introducing additional quality problems.” In turn, some consumers are noting the technologies involved are “hard to understand, difficult to use, or [do] not always work as designed.”

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Volkswagen To Triple SUV Lineup In Fight Against Toyota For Total Global Sales http://www.thetruthaboutcars.com/2014/06/volkswagen-to-triple-suv-lineup-in-fight-against-toyota-for-total-global-sales/ http://www.thetruthaboutcars.com/2014/06/volkswagen-to-triple-suv-lineup-in-fight-against-toyota-for-total-global-sales/#comments Wed, 04 Jun 2014 11:00:24 +0000 http://www.thetruthaboutcars.com/?p=836730 With Toyota still in its sights, Volkswagen plans to triple the number of SUVs in its lineup in its fight for the top sales podium among the Global Three. Bloomberg reports the current offerings — the midsize Touareg and compact Tiguan — will soon be joined by the upcoming seven-passenger CrossBlue-based SUV that will either […]

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With Toyota still in its sights, Volkswagen plans to triple the number of SUVs in its lineup in its fight for the top sales podium among the Global Three.

Bloomberg reports the current offerings — the midsize Touareg and compact Tiguan — will soon be joined by the upcoming seven-passenger CrossBlue-based SUV that will either be assembled in Mexico or Tennessee, coupe and long-wheelbase versions of the Tiguan, the Touareg and a subcompact based on either the Taigun or T-ROC concepts. The strategy would provide VW with the opportunity to meet Toyota across the latter’s range on its way to beat the Japanese automaker in global deliveries by 2018, and would build brand strength in the United States and emerging markets such as China.

Meanwhile, Audi, Bentley, Lamborghini and Porsche are also moving further into the SUV market, ranging from the Cayenne and new Macan — both of which are expected to account for 64 percent of all Porsche sales by next year, according to IHS Automotive — to the Q1 in 2016 and Urus in 2017. The overall game would net Volkswagen an operating profit boost over 6 percent of sales over the current rate of 2.9 percent, as SUVs are considered to be more profitable than other vehicles.

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Capsule Review: Lone Star Region Porsche Club’s Every-Man’s Autocross With A 911 Carrera 2 http://www.thetruthaboutcars.com/2014/05/capsule-review-lone-star-region-porsche-clubs-every-mans-autocross-with-a-911-carrera-2/ http://www.thetruthaboutcars.com/2014/05/capsule-review-lone-star-region-porsche-clubs-every-mans-autocross-with-a-911-carrera-2/#comments Mon, 26 May 2014 16:00:08 +0000 http://www.thetruthaboutcars.com/?p=812682 Porsches and drugs are similar vices. They’re expensive, rather addictive and always fun to try — at least once. But there’s always a “gateway” drug, a low-risk and easily accessible drug to just get a sniff of what the air smells like outside of the box. To the Porsche Club of America, whose events mostly […]

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Porsches and drugs are similar vices. They’re expensive, rather addictive and always fun to try — at least once. But there’s always a “gateway” drug, a low-risk and easily accessible drug to just get a sniff of what the air smells like outside of the box. To the Porsche Club of America, whose events mostly comprise of High Performance Driving Events (HPDE) and track days, they needed a gateway race to warm Porsche owners up to the idea of exploring their car’s potential. What was needed was an autocross, a low-risk and affordable taste of motorsport.

Full Disclosure: Lone Star Region Porsche Club of America provided the 1990 911 Carrera 2 and entry fee for this event.

Enter the Lone Star Region Porsche Club of America’s (LSRPCA) refreshed autocross program. After a mild hiatus, the region restarted the autocross program to draw in new members; and partly to have another reason to autocross, these events can be as fun for the instructors as it can be for the entrants. The morning started at about 7:30 am, I arrived a bit early to talk to a few friends and meet the crew running the event. The staff was compromised of PCA members of all skill levels, from local autocrosses to seasoned factory Porsche racers.  As participants rolled in, the shape of the field began to take shape. There was a gaggle of Miatas, of course. I followed a white first-generation Boxster into the event. A pair of 1LE Camaros made an interesting appearance. A yellow 946 Turbo even made it in, and a venerable array of air-cooled and late model 911’s made up the last half of the field. As a truly open event; even one of the regular rallycross AE86 Carollas nearly made it to the event, but when the alternator quit alternating while driving to Houston, they had to give up on the trip.

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I met up with my friend, Seth, to meet the this 911 I’d be attempting to not ruin. A  beautiful red 1990 Carrera 2 sat in the middle of the lot, basking in the golden-hour light. The car is a clever compromise; the wife’s daily driver, and his weekend toy. With an agreed amount of mechanical sympathy, he shared the keys with me for a day. The ’90 911 Carrera 2 is a time machine. Not knocking on a modern Porsche, but the air cooled ones smell and feel like they’ve just rolled away from a craftman’s hands. Thoroughly brilliant driving dynamics wrapped up in a classic suit. Occasionally the mood is interrupted with a few gimmicks of the era, like a popup cassette tape holder, but you still can’t help wanting to don a smoking jacket and cigar after stepping away from the experience.

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Just look at it. Post-80’s bumper covers really did bring the styling of the then-new 964 up to spec of the modernized chassis. And that RS wing? A little gratuitous, but so perfect. The event is structured like an average SCCA Autocross. Registration and tech inspection are quick and painless, and there’s ample time for course walking at your own pace. Seth and I were walking the course, and talking about how to approach the course with the 911’s quirks in mind. We spotted a rookie pretty quick, a tall fellow in a salmon shirt and white Dockers, and went along to go introduce ourselves. Seth did a course walk around with him, one-on-one, to give a quick run through on course memorization and how to approach each section. We eventually caught up with the main group of instructors, who were leading a group course walk for all interested drivers.  While not a habit for SCCA Autocross, LSRPCA found it beneficial to set time aside to run the groups through and give an introductory lesson.

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The event is ran like a typical autocross. Entrants were given work assignments, a required job using the body count of entrants to help staff the event, mostly as corner workers. Autocrosssing regulars of the region make up the more critical elements the event; like handling lap timing, organizing drivers in grid, and timing the starting gap between drivers, as the course crosses itself in one section. Corner working is simple enough: keep an eye out for cars that have hit penalty cones, radio in the offenders, reset any dislodged cones, and generally be the eyes-and-ears of the event. My morning started running timing, experienced from helping run our local rallycross events. We started on time, and the run group was even keeping to schedule, something that can be difficult with new drivers figuring out the pace and rhythm of the time between runs. Things like drivers being unready when it’s time to queue up, slow driver changes with a shared car, little things.

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The diversity is refreshing. A healthy level of competitiveness is brought out of some drivers when a purple MX5 starts knocking down faster laps than a newly-bought 911. Most of the newer drivers were quick to adapt to the autocross format, and quickly found more and more time. Instructors were available two ways: They can drive you (in your own car, or one of their’s), or they can ride along and provide instruction. I wrangled Steve Bukowski, Performance Driving School Chair for LSRPCA, to help me adjust a bit quicker to the 911’s quirks. With in two laps, I had dropped around 3 seconds off my consistent, but slower early runs. My issue is a common one is a common one of mine. I regularly compete in rallycross. While it teaches a lot about weight transfer, corner entry is a different record in the juke box. My natural habit is to enter hot, upset the chassis, and rotate the car into corner with the nose facing the exit before I even reach the apex. This isn’t how you play autocross, and the Porsche would revolt with sobering understeer.

The 911 is a an interesting car to drive. They behave like nothing else, and if under-driven, will fight you in every direction. With poor weight transfer at lower speeds, it’ll understeer at turn in; and with poor throttle commitment will step out the rear like a rudder if you pull back. I knew that going in; never-lift was the contingency plan. If you trust it, and shift weight forward for just a second, the rear tires build a little slip angle, just enough so that you dial the steering wheel back to center. This is how the edge of a master chef’s knife feels — smooth, sharp. If exploited correctly, you can make a 911 truly dance wherever you want. But it takes work, it’s a state of mind. A break in concentration, or a lack of commitment, and it fights you.

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But it was easy to build confidence with the LSRPCA instructors, including Seth, my loaner 911’s owner. With an approachable, while still technical approach to instruction, his strength is in getting drivers past the mental barrier of entering performance driving. Raceday jitters can paralyze a person, and such was the case of a particular Boxster owner.

After my runs, my work assignment was to help operate the timing system. The system uses a two pairs of light sensors that start and end a unique timer for each car as they break through each pair of sensors. The times are automatically recorded by AX Aware, timing software ran on a tiny netbook. Raw times and raw penalties are separately recorded on paper, as backup.

If a run’s time exceeded 100 seconds, the timing system would begin to miscount the number of cars on course. This should never happen — but it started to happen during my work stint. We quickly identified the driver, and Seth approached him. He was making a common autocross-rookie mistake: Getting lost. Though Houston Police Academy has a nearly figure eight shaped road course, it connects to an open parking lot. Taking that parking lot full of cones, and visualizing a course in it is one of the toughest aspects to autocross. It can be infuriating when, despite the best attempts, the cones never translate into sense.

With the problem now identified, Seth worked with the driver over the next few runs. First thing was course navigation, second was keeping his eyes up, looking forward to the next turn — instead of looking down at the turn he was currently navigating. While the first run with Seth still timed out the system, his next run had dropped his time down into the mid-70’s; a remarkable 30 second improvement. Slowly, the driver began to enjoy himself. His fastest run came down to a clean 68 second run.

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This is who the LSRPCA wants to capture. The Porsche owner who has yet to truly explore their car correctly. It was later mentioned by another racer that our problem Boxster driver had been blasting through traffic that morning, perhaps a bit recklessly, on the way to the autocross. No doubt the autocross was a humbling, though productive experience for him. As drivers become more comfortable with high performance driving, they can easily step up to LSRPCA’s more regular track day events to further hone their skill. The autocross program, from its catered lunch to the friendly instruction, provides an attractive start for Porsche owners. If you’re around the Houston area, and have a Stuttgart speed machine in the garage, look into the Lone Star Region PCA’s website, here, to find out about future events.

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Stuttgart Prosecutors Call For Appeal In Wiedeking Market Manipulation Ruling http://www.thetruthaboutcars.com/2014/05/stuttgart-prosecutors-call-for-appeal-in-wiedeking-market-manipulation-ruling/ http://www.thetruthaboutcars.com/2014/05/stuttgart-prosecutors-call-for-appeal-in-wiedeking-market-manipulation-ruling/#comments Tue, 06 May 2014 13:00:10 +0000 http://www.thetruthaboutcars.com/?p=816001 Two weeks after the Stuttgart Regional Court threw-out charges of market manipulation levied at former Porsche CEO Wendelin Wiedeking in December of 2012, prosecutors have called for an appeal of said ruling. Automotive News Europe reports the prosecutors filed a motion to gain more time to review the case prior to deciding whether to appeal […]

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Two weeks after the Stuttgart Regional Court threw-out charges of market manipulation levied at former Porsche CEO Wendelin Wiedeking in December of 2012, prosecutors have called for an appeal of said ruling.

Automotive News Europe reports the prosecutors filed a motion to gain more time to review the case prior to deciding whether to appeal the ruling made in favor of Wiedeking and former Porsche CFO Holger Haerter.

The charges in question came after an investigation of the October 2008 announcement that Porsche, under the former CEO and CFO, would use options to boost its ownership of Volkswagen from 74.1 percent to 75 percent, effectively taking control of the latter. The announcement briefly caused a run on VW stock among short sellers on the basis that the automaker would fail. The charges claim Porsche misled investors during the failed takeover.

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VW Group, Led By Porsche, Aiming For 10 Million In Sales By Year’s End http://www.thetruthaboutcars.com/2014/03/vw-group-led-by-porsche-aiming-for-10-million-in-sales-by-years-end/ http://www.thetruthaboutcars.com/2014/03/vw-group-led-by-porsche-aiming-for-10-million-in-sales-by-years-end/#comments Fri, 14 Mar 2014 11:37:26 +0000 http://www.thetruthaboutcars.com/?p=771258 Volkswagen Group’s goal of selling 10 million units annually may come as soon as the end of 2014, with Porsche leading the way in operating profitability. Automotive News reports the target, originally set for 2018, is on-track to come this year, according to CEO Martin Winterkorn. The group sold 9.72 million units last year, beating […]

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Volkswagen Group’s goal of selling 10 million units annually may come as soon as the end of 2014, with Porsche leading the way in operating profitability.

Automotive News reports the target, originally set for 2018, is on-track to come this year, according to CEO Martin Winterkorn. The group sold 9.72 million units last year, beating General Motors to become the world’s second-largest automaker.

Fueling the growth are rising volumes in Europe and China, and introductions of over 100 models between now and the end of 2015, including new and updated SUVs for Volkswagen and Porsche.

Speaking of Porsche, the premium sports car brand’s profit earnings tripled to 2.58 billion euro last year, while those of VW and Audi fell to 2.89 billion and 5.03 billion, respectively. Overall revenue for Porsche totaled 14.3 billion euro on sales of 155,000 units worldwide.

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Porsche’s Bernhard Maier: China Could Become No. 1 in 2014 http://www.thetruthaboutcars.com/2014/01/porsches-bernhard-maier-china-could-become-no-1-in-2014/ http://www.thetruthaboutcars.com/2014/01/porsches-bernhard-maier-china-could-become-no-1-in-2014/#comments Fri, 10 Jan 2014 12:00:50 +0000 http://www.thetruthaboutcars.com/?p=695753 In a sign that the 21st Century could belong to China after all, Porsche’s head of sales and marketing Bernhard Maier predicts that the United States will finish second on the podium to China as far as 911s and Macans are concerned by the end of 2014 at the earliest. Though Maier’s ultimate goal is […]

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Porsche 911 GT3-R Hybrid in China

In a sign that the 21st Century could belong to China after all, Porsche’s head of sales and marketing Bernhard Maier predicts that the United States will finish second on the podium to China as far as 911s and Macans are concerned by the end of 2014 at the earliest.

Though Maier’s ultimate goal is for Porsche to have “qualitative, sustainable and profitable growth” — defined as an ROI over 15 percent with a return on equity of over 21 percent, thus allowing Porsche to remain the most profitable automaker in the world while financing their investments through net cash flow — in opposition to volume, he believes that China could become the automaker’s No. 1 single market as soon as 2014, if not sometime in 2015, knocking the United States from the top.

In China, the Cayenne and Panamera are Porsche’s two best-sellers, with more growth potential in 2014 due to a product changeover with the second-generation Panamera creating a shortage in the market. Overall, their current balance of global sales is divided evenly between the Americas, Europe and Asia, with the Macan leading the way toward growth in mature and emerging markets.

Speaking of the Macan, Maier has high hopes for the compact SUV, which will debut in European showrooms in April, with the United States following soon after before China gets theirs in August. Serving as one of two entry points into Porsche’s paradise — the other being the Boxster — Maier expects 50,000 units to head out on the highway by the close of 2014, with overall sales fast approaching Porsche’s 2018 goal of 200,000 units/annually by next year.

Why so soon? Maier says that when Porsche outlined their strategy back in 2011, the automaker sought to go all in with both guns blazing the global marketplace. With market forces expecting an increase in the luxury segment by over 4.5 percent, and annual global sales demand climbing to 100 million, 200,000 yearly sales by 2015 appears to be possible.

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Turbos, Diesels Rule Top 10 Engine List in 2014 http://www.thetruthaboutcars.com/2013/12/turbos-diesels-rule-top-10-engine-list-in-2014/ http://www.thetruthaboutcars.com/2013/12/turbos-diesels-rule-top-10-engine-list-in-2014/#comments Fri, 13 Dec 2013 11:30:57 +0000 http://www.thetruthaboutcars.com/?p=678850 ‘Tis the season for year-end Top 10 lists celebrating and lamenting all things in the world of life, and the automotive industry is no exception. Ward’s Automotive has announced its list of the 10 best engines for 2014, and it’s a turbodiesel-intercooled festival of power this year. The winners on the 20th anniversary of this […]

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Audi 3.0 TFSI Engine

‘Tis the season for year-end Top 10 lists celebrating and lamenting all things in the world of life, and the automotive industry is no exception. Ward’s Automotive has announced its list of the 10 best engines for 2014, and it’s a turbodiesel-intercooled festival of power this year.

The winners on the 20th anniversary of this list are as follows:

  • 3.0L TFSI Supercharged DOHC V6 (Audi S5)
  • 3.0L Turbodiesel DOHC I6 (BMW 535d)
  • 3.0L Turbodiesel DOHC V6 (Ram 1500 EcoDiesel)
  • 83 kW Electric Motor (Fiat 500e)
  • 1.0L EcoBoost DOHC I3 (Ford Fiesta)
  • 2.0L Turbodiesel DOHC I4 (Chevrolet Cruze Diesel)
  • 6.2L OHV V8 (Chevrolet Corvette Stingray)
  • 3.5L SOHC V6 (Honda Accord)
  • 2.7L DOHC H6 boxer (Porsche Cayman)
  • 1.8L Turbocharged DOHC I4 (Volkswagen Jetta)

Of note, Ford’s three-pot EcoBoost marks the first time an automaker won a spot on the list with only three cylinders, while Fiat scores a first-time win with its 83 kW electric motor found in the 500e. On the other end, only two engines from last year’s list returned — Audi’s 3.0-liter TFSI and Honda’s 3.5-liter V6 — while six of the 10 are oil-burners, a first for Ward’s.

General Motors scored two wins this year for the first time since 2008 with the Cruze’s 2-liter turbodiesel I4 and the new Corvette Stingray’s 6.2-liter naturally aspirated V8. Among trucks, the Ram 1500 EcoDiesel is the sole winner, based on the strength of its 3-liter turbodiesel stump-puller.

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Capsule Review: Porsche 911 GT3 (996 Vintage) http://www.thetruthaboutcars.com/2013/11/capsule-review-porsche-911-gt3-996-vintage/ http://www.thetruthaboutcars.com/2013/11/capsule-review-porsche-911-gt3-996-vintage/#comments Sun, 24 Nov 2013 14:00:04 +0000 http://www.thetruthaboutcars.com/?p=506001 Over an uncharacteristically lazy Labor Day weekend, I found myself chatting with Derek Kreindler about subjects near and dear to the apex of TTAC’s masthead:  semiotics, the musical oeuvre of John Mayer, and – briefly – automobiles. Given my mild disappointment with Porsche’s newest mid-engined cars, he suggested a Porsche 911 GT3 from the 996 generation, […]

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Over an uncharacteristically lazy Labor Day weekend, I found myself chatting with Derek Kreindler about subjects near and dear to the apex of TTAC’s masthead:  semiotics, the musical oeuvre of John Mayer, and – briefly – automobiles. Given my mild disappointment with Porsche’s newest mid-engined cars, he suggested a Porsche 911 GT3 from the 996 generation, pronouncing it “certified badass.”  I protested that they were quite rare, and I’d never had the opportunity to drive one, but I’d check local listings to pacify him.  Lo and behold, there was a Speed Yellow example on a used car lot less than 10 miles away from me.  I called and confirmed that the car was still available; I could test drive it provided I arrived at the dealer within 30 minutes.  I was out the door before the receiver went dead.

When I arrived at the dealer at the tail end of a slow Saturday afternoon, one of the few remaining employees offered “you probably know more about these cars than I do.”  I was assured that this was the case when he pulled the car around and encouraged me to go for an open-ended test drive alone, a 24 year old given the keys to a searingly Speed Yellow, barely domesticated $60,000 race car with a weighty clutch and 380bhp unbridled by any electronic nannies to save me from tears and expensive bodywork.  I had also watched  this marketing clip just a few hours before; alas, I was unable to make it to Road Atlanta that day, but it was quite easy to imagine doing so in the future:

Click here to view the embedded video.

The 996 model years are roundly criticized by detractors for a variety of reasons:  the abandonment of air-cooling, the arrival of thoroughly modern chassis and interior designs that killed the charming anachronisms unique to the 911 genus, and those unfortunate headlights.  Fortunately, the GT3 version of the car is the most handsome of its contemporaries, with a subtle yet purposeful aerodynamic bodykit and a stance that is unmistakably motorsport-derived.

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After taking in the car’s sheetmetal and brilliant paintwork, it was time to drive away lest the dealer representative change his mind.  A previous owner had chosen to retrofit the seats that many GT3s abroad enjoyed from birth; affectionately called “Dumbo seats,” they cost well over $5,000 including shipping, provided you can find a pair.  They are veritable hip-huggers and quite form-fitting for a Southerner who’s fond of fried chicken.  Nevermind, once ensconced within – you sit “in” them rather than “on” – they offered tremendous lateral support and transmitted every scintilla of feedback to my posterior.  Unfortunately the rest of the interior was a letdown, all amorphous plasticky curves, bereft of the never-obsolete quality that oozes from the earlier air-cooled cars.

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GT3s of all generations eschew the vestigial 911 rear seats in favor of a natty placard reminding you what type of car you’re driving, as well as an expanse of carpeting into which the finest of used car dealers will vacuum an attractive stripe pattern if you ask nicely.

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Left foot firmly on the non-floor-mounted clutch pedal, I inserted the key – still on the left – and cranked the engine.  After a whirr from the starter, the engine barked before settling into a clattering, lumpy idle, in the fashion of the air-cooled engine introduced in the 964, from which the Mezger engine inherits much of its base architecture.  Among the 996 attributes I cataloged above, an additional criticism leveled against the car relates to the fragility of the all-new engines fitted to the standard, “cooking” Carreras, which were somewhat prone to unexpected, catastrophic failure.  Fortunately, the Mezger engine is the descendant of decades of motorsport glory, so it avoids those issues, although it has some minor issues of its own (chiefly, the weeping rear main seal that plagues garage queen cars).  Gingerly testing the clutch pedal, I pulled into traffic.  The GT3, with its low ride height, heavy clutch, and recalcitrant shifter was not exactly at home in the bump-and-grind traffic found in the land of strip malls, fly-by-night buy-here-pay-here used car lots, and Compramos Oro enterprises, so I made way for a nice office park nearby.

The first chance to test the car’s abilities came on a downhill cloverleaf ramp.  Predictable 911 traits surfaced as the front end washed wide before the rear end hooked up, giving the first opportunity to test the powertrain as I merged into traffic.  The flat-six’s lungs engulfed oxygen as the revs soared, the gruff induction noise giving way to the mechanical rattle and hum of symphony in the key of P-flat as redline neared, before I slotted third gear, then fourth… at which juncture I confirmed the stopping power of the binders; sufficient to leave welts where the seatbelt met flesh.  As thrilling as the powerplant was, it was let down a bit by the gearbox; Porsche chose to fit the “base” GT3 with a dual mass flywheel, reserving the racier single mass, lightweight flywheel for the GT3 RS, a car not offered on our shores in 996 guise.  After fitting the more aggressive clutch and flywheel assembly to my car, I’d argue that the minor refinement compromises – audible gear lash at idle and low revs – would suit the nature and character of the high-revving GT3.  Furthermore, the 996 GT3’s shifter features somewhat long throws and imprecise engagement, demerits rectified in the later 997 generation of the GT3.

Once at speed on a section of I-75 that I know quite well, the compromises of the GT3’s chassis revealed themselves.  Although the longer wheelbase of the 996 reduced the tendency of the 911 to porpoise over bumps, and the superior dampers provided body and wheel control that embarrassed my 993, the ride was extraordinarily firm, inducing a wince at every surface imperfection and expansion joint.  Fortunately I only had to travel a few miles before I reached the office park I had in mind – a loop of nearly a mile that rises and falls as it winds around a leafy complex full of anonymous office buildings along the Chattahoochee river.

After a cautious exploratory lap of the deserted office park, I pushed a bit harder on subsequent circuits.  Once apace, the characteristics that were vices on the highway became virtues; the chassis provided supreme mechanical grip at reasonable public road speeds, the steering was sublimely tactile, weighting up and – crucially – unweighting with remarkable clarity and fluidity, the helm positively shouting its feedback where my 993 whispers and modern Porsches are absolutely mute.

The GT3 was a physical, intense drive, snaffling over bumps and cambers with the rear end poised to step wide at the slightest provocation, perhaps attributable to its Pirelli tires of unknown age or provenance.  Once used as intended, the entire car resonated with unmistakable, pur sang race car heritage.  After a few more loops I returned the GT3, reflecting on Porsche Motorsport’s ministrations on the 996 as I re-traced the earlier route in my familiar 993.  A lengthier sojourn would have provided more opportunity to assess the car’s range of abilities in situations both mundane and special, but I was able to form a sufficient opinion of the car in a brief period of time.  Although the car shone brightly in a spirited environment, its optimization for that narrow usage rendered it torturous as a daily driver candidate, my intended use for any car I might purchase.

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David Walton grew up in the North Georgia mountains before moving to Virginia to study Economics, Classics, and Natural Light at Washington and Lee University. Post-graduation, he returned to his home state to work in the financial services industry in Atlanta.  A lifelong automotive enthusiast, particular interests include (old) Porsches and sports car racing.

 

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Los Angeles 2013: Porsche Cabrios Make LA Auto Show Debut http://www.thetruthaboutcars.com/2013/11/los-angeles-2013-porsche-cabrios-make-la-auto-show-debut/ http://www.thetruthaboutcars.com/2013/11/los-angeles-2013-porsche-cabrios-make-la-auto-show-debut/#comments Thu, 21 Nov 2013 02:24:22 +0000 http://www.thetruthaboutcars.com/?p=658314 Want to feel the wind rush through your hair as you turn the wheel in anger? Then Porsche has what you need in the form of the 911 Turbo and Turbo S cabriolets. For $161,650 for the Turbo or $194,850 for the Turbo S, you’ll be able to feel the power of the 3.8-liter flat-six […]

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2014 Porsche 911 Turbo Cabrio 02

Want to feel the wind rush through your hair as you turn the wheel in anger? Then Porsche has what you need in the form of the 911 Turbo and Turbo S cabriolets.

For $161,650 for the Turbo or $194,850 for the Turbo S, you’ll be able to feel the power of the 3.8-liter flat-six pushing anywhere from 520 to 560 twin-turbo horses from zero to 60 in 3.3 to 3.1 seconds, all through Porsche’s own PDK seven-speed transmission. Handling and active aero are available with a push of a button, while their aggressive looks should help others on the road get the hint, as it were.

Though the duo should arrive on our shores sometime early in 2014, Porsche has yet to specify the exact date.

2014 Porsche 911 Turbo Cabrio 01 2014 Porsche 911 Turbo Cabrio 02 2014 Porsche 911 Turbo Cabrio 03 2014 Porsche 911 Turbo S Cabrio 01 2014 Porsche 911 Turbo S Cabrio 02 2014 Porsche 911 Turbo S Cabrio 03

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Bark’s Bites: The Foolish Indiscretion of Youth, Plus One Porsche http://www.thetruthaboutcars.com/2013/11/barks-bites-the-foolish-indiscretion-of-youth-plus-one-porsche/ http://www.thetruthaboutcars.com/2013/11/barks-bites-the-foolish-indiscretion-of-youth-plus-one-porsche/#comments Wed, 13 Nov 2013 14:30:05 +0000 http://www.thetruthaboutcars.com/?p=649258 There is much discussion on this site about Porsche ownership and the joys and perils therein. David Walton has opined about his very positive 993 purchase and experience. The EIC, owner ofa few Porsches himself, has lamented the recent decline of Porsche, both from a product and merchandising perspective. However, there is one TTAC contributor […]

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There is much discussion on this site about Porsche ownership and the joys and perils therein. David Walton has opined about his very positive 993 purchase and experience. The EIC, owner ofa few Porsches himself, has lamented the recent decline of Porsche, both from a product and merchandising perspective. However, there is one TTAC contributor whose Porsche ownership experience predates even theirs. That’s right, it’s your dear friend, Bark M.

The year was 1999. The scene? The lush campus of The Ohio State University in the serene Midwestern metropolis of Columbus, Ohio. I had just turned in my 1996 Infiniti G20 at the end of a thirty-six month lease, and, much to the chagrin of my father (who had been paying for it), it had been a very painful experience. Three years in the streets, parking lots, and loading zones of the world’s largest college campus had not been kind to my rebadged Primera. There were several dings in each panel, and my band’s touring schedule throughout the Midwest meant that I was about fifteen thousand miles over my 36,000 mile limit. Yikes.

So after he wrote a five thousand dollar check to cover my mistakes, Dad made it explicit, in both senses of the word, that I would be paying for my next car. Uh-oh. My part-time job at Sam Ash Music, plus my weekend music gigs, didn’t add up to a whole lot of income. I figured that I could probably afford about $200 a month for a car payment, which was sounding dangerously like used Civic territory. So what was a college kid who was used to cruising campus in a relatively swanky ride to do?

Dad picked me up from my campus apartment early on a Saturday morning and took me used car shopping. My incredibly spoiled self could barely contain my disgust and disdain as we looked at one early Nineties sedan after another in various states of disrepair. The blue velour interiors in Accords. The female-repelling exterior designs of Stanzas. Escorts and Cavaliers sneering at me. I just couldn’t take it.

But wait. As we were driving from one dealership to the next, there it was, a golden savior sitting on the lawn in front of an apartment complex. A beautiful, masculine, exotic, tantalizing Porsche 944. And the “For Sale” sign indicated a cost of only $10,000! My eyes brightened immediately as I turned to look at my father from the passenger seat of his Infiniti QX4.

“Don’t get any stupid ideas. This is Ohio. What the f—k are you going to drive in the winter?” I shrank back down in my seat, defeated and deflated. I was going to end up with a Ford Taurus. I was never going to get a date again. I sulked through the rest of the day. Finally, Dad pulled into a small independent lot near his subdivision. This dealer was of the upscale import variety, stocking a host of BMW, Audis, Mercedes, and even some Italian cars. I honestly had no idea why he had decided to stop by this lot — there was clearly nothing here for me at $200 or less a month.

Apparently, the old man had another idea. Sitting in the corner of the lot, almost as an embarrassment among the other high-line imports, was…no, wait…really…another Porsche 944, resplendent in red! Okay, so this one looked a little bit rougher than the gold example from earlier in the day, but it was still a PORSCHE! And the sticker on this one was only eight grand.

“How are these things in the snow?” Dad asked the gruff salesman, who clearly had bigger and more important cars to sell than the poor little four-banger.

“Terrible.” He flicked aside the remains of his cigar. “If you want a car that’s good in the snow, go buy a Honda or a Nissan.” Dad glared at me.

“Yeah, we tried that.”

I couldn’t wait to get my hands on the keys. The salesman reluctantly went out on a test drive with me. We took a jaunt through the country roads of Delaware County, and I tried to remain cool as I drove a rear-wheel drive car for only the second time in my life (see a future volume of Bark’s Bites for “How I blew up somebody else’s FD”). It was a 1988 model with a 2.7 liter engine. It had leather seats, a CD changer that the previous owner had installed, and even a car phone in the passenger seat footwell! Oh, man. So what if it had 144,000 miles on the clock? It had a manila folder full of service records in the back seat, AND it had been traded in by the hottest female news anchor in the city-she only sold the car because her super-wealthy husband had bought her an identical convertible version.

I knew it was just going to be perfect.

My dad was waiting for us upon my return. “Dad,” I said breathlessly, “I’ll take it.” He looked at me, knowing full well what type of decision I was making, and said, “Fine. You can buy it.” We negotiated the price down to $7000 and just like that, I was a proud future PCA member.

First stop after delivery? My friend-of-a-friend who was a master Porsche mechanic (yes, I said AFTER delivery). He pulled out the service records from the backseat. Everything had been done at Blagoi’s, an extremely reputable import repair shop at the time in Columbus. Further reading of the service records indicated that the timing belt had been recently replaced, which was apparently a real bugbear with the 944. He gave the car his seal of approval. After I told him who had owned the car previously, he looked me in the eye in the creepiest way possible and said, “Mmmmm. Sniff those seats.”

I named the Porsche Hermann and I loved it like a brother. I drove that car EVERYWHERE. I experienced firsthand how women who didn’t know anything about cars sure as hell knew that I had a Porsche; and they didn’t even know it was an eleven-year old example of the “entry-level” Porsche, either! I landed a girlfriend who was six years older. She had a real job and a real apartment in the city, and people thought that I was her wealthy boyfriend. I bought a set of Blizzaks for it to run in the winter, and it plowed through the snow problem-free all season long. Somebody smashed a beer bottle against the windshield at a bar one night, and the windshield won! In short, it was perfect, just like I had known it would be. Sure, it head a head gasket issue that cost me $99 one time, and yes, it leaked oil on my dad’s previously pristine driveway once, (I was there for that, it nearly resulted in Bark’s premature death —- JB) but other than that, it was perfect.

All was right with the world on the February day I drove it up State Route 315 from campus toward my brother’s house for dinner. I zipped through traffic, ignoring the speed rating on the Blizzaks and pushing the car up near triple digits. The Porsche had worked its remarkable magic yet again that day, this time on the Korean waitress at Damon’s who was really only a waitress one day a week so that she could hide her income from stripping at night. I looked down at her number written on a napkin on my passenger seat, and said, “Thanks, Hermann. We’re not a bad team, you and I.”

In that instant, everything changed. As I swerved over to exit on Bethel Road, a construction vehicle that had been working on the overpass backed in front of me on the off ramp. I was faced with an instant decision: plow into the side of it or go off the road. I chose to go off. The Blizzaks didn’t much care for hitting the dirt at ninety-plus miles per hour and instantly threw me into a spin. I countersteered as hard as possible to no avail, only slowing the car enough to make the inevitable much less painful.

The inevitable was a breakaway light post, situated right next to the ramp. Hermann smacked it with his front left fender, creating a remarkable thud, slicing it at the base and sending it tumbling down the ramp where it came to a rest across two lanes of the freeway. Unfortunately, it landed on the trunk of a passerby first.

I sat frozen in the black leather Recaro, horrified at what had just happened. I looked out of my window to see other drivers stopping and getting out of their cars. Thank God, I thought. They’re coming to help me. Turned out they were just stopping to move the light post out of the way of traffic, and then they got back into their cars and drove away. The worker who had been driving the construction vehicle quickly decided that he wanted no part of this story and hightailed it out of there, and so did the rest of the crew.

Luckily, this was 1999, and I had just purchased My First Cell Phone from Sprint a few weeks before. I stopped shaking just enough to dial my insurance company. I told them what happened and then dialed my brother and told him what happened. I couldn’t dial the number stored under “Dad.” Not just yet. I couldn’t face that wrath just yet.
Fifteen minutes later, my brother showed up, driving his Land Rover Discovery the wrong way down the off ramp. He photographed everything, including the tire tracks showing where the construction vehicle had backed out in front of me. A cop showed up, took one look at a college punk driving a Porsche, and immediately cited me for failure to control (A month later, The City of Columbus would send me a $756 invoice for “Breakaway Light Post, one”).

Heartbroken and terrified, I watched as the tow truck came to take Hermann away to Achbach Auto Industries, where I already knew they would declare him to be a total loss. My brother was kind enough to lend me his Plymouth Colt until my insurance company was able to cut me a check for my car, but strangely my new Korean friend wasn’t as impressed by me sitting behind the wheel of it.

In a week or so, I had a check for $1500 in my pocket and a decision to make: Find another 944 or make a more sensible choice? Well, it turns out I didn’t have much of a choice at all. When I finally did make that call to Dad, he wasn’t too keen on co-signing for another Porsche for me. I took my check to the closest Hyundai dealer and bought a 2000 Hyundai Tiburon in black. The ladies sure didn’t love it as much. It wasn’t rear-wheel drive. It sure as hell wasn’t a Porsche. And after my brush with a light post, that was just fine with me.

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New or Used? : The Unwelcomed Gift Edition http://www.thetruthaboutcars.com/2013/10/new-or-used-the-unwelcomed-gift-edition/ http://www.thetruthaboutcars.com/2013/10/new-or-used-the-unwelcomed-gift-edition/#comments Mon, 28 Oct 2013 12:00:26 +0000 http://www.thetruthaboutcars.com/?p=632138 I’ve written before for “New or Used?” regarding my ’04 Scion xB 5MT that I (mistakenly) ended up trading in towards my family’s 2013 Outback 3.6R last year. Since then I’ve been driving my wife’s ’06 Accord EX-L V6, now at 105k. It’s a nice enough car to drive, but was never “my” car, if […]

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mbeans
I’ve written before for “New or Used?” regarding my ’04 Scion xB 5MT that I (mistakenly) ended up trading in towards my family’s 2013 Outback 3.6R last year. Since then I’ve been driving my wife’s ’06 Accord EX-L V6, now at 105k. It’s a nice enough car to drive, but was never “my” car, if you know what I mean (and I’m sure you do).


Due to my recently starting a new job, the wife has given the go-ahead to look for something new that’s modestly priced. I became smitten with a 2013 VW GTI 6MT and was mere seconds away from signing the lease agreement. I had completed the credit application, indicated the radio stations I like, and then started examining the P&S contract, but got that funny feeling you can get and pulled the plug. I don’t know what it was. Dealer shenanigans. Fee overload. Slight indecision perhaps, as I’m only driving a grand total of 8 miles per day for my new commute. (Do I really need to change cars??) Or perhaps it was the X factor.

The X factor is my father-in-law. Due to age and health he is no longer driving. My mother-in-law recently traded his minty 1986 928S4 to their contractor for some money owed. She is offering to give me his 2006 Cayenne S with 75k miles. I’m feeling pressure from the wife to accept it. I’ve offered to take it and sell it for them, but my wife feels that there is a sentimental thing going on, and they want to see us drive it. I really would have preferred that 928.

Sure the Cayenne a nice car, but again it’s not really “me.” Although I’m 6′ 3″ I like small cars with stick shifts that I can throw around, not heavy pseudo-SUVs that get 12 MPG city/. However, am I crazy to turn down a free Cayenne?? I have concerns because (A) it’s not my kind of car, (B) the Carfax has 3 accidents on it, (C) maintenance costs are going to be crazy. Supposedly the frame is fine, but I know he had more than 3 fender-benders (he should have stopped driving years ago), and we have two small children so I would want to verify that. Also the car has been immaculately maintained. He did pretty much whatever the dealer’s service department told him to do.

Part of me thinks I should drive it for 1-2 years and then trade it towards something I want, while the other part of me would be worried about being stuck with a 10 year old SUV with a bad Carfax. And of course the third part of me (if that’s possible) is sick of driving an automatic.

I’m getting some serious pressure to act on this soon. Any advice from you, along with the best and brightest, would be greatly appreciated.

All best,

Steve Says:

Any gift that comes with strings attached is not a gift. Ever. When family members give you something that you must absolutely positively keep under the penalty of (insert snubbing method here), then what you end up with is a family tie that will bind and gag you and your family. 

I’ll give you a personal example. My MIL is a truly generous person and, one day, she decided to give me and my wife a doghouse. The only problem was that we didn’t have a dog. So about a year later, we have a garage sale. The kid down the street just got a puppy and it just so happened that they were the same folks who Freecycled a trampoline to us the year before.

So what did I do? Well of course! I gave them the doghouse!

My wife goes outside about an hour later, and invariably asks where the doghouse is. I tell her what happened and she tells me in no uncertain terms that my MIL is going to be ticked off to the nth degree.

My response was, “And??? This is our house! Just tell her we exchanged it for the trampoline. If she complains then we know it wasn’t a gift ”

Is your wife an only child? Then take the car if, and only if, it is truly a gift with no strings attached. Thank your in-laws profusely for their generosity either way it turns out, and consider yourself a lucky man. Don’t complain. Not even if it isn’t ‘your’ type of car. Just be a mensch, and when this isn’t such a hot button issue, you can sell it and set up a fund to handle any health issues for your in-law’s. By that time you will also have a better perspective on the security of your new job.

If your wife has siblings, then you can’t keep this car. Don’t even try. Let them know that you hope your father-in-law will live for a long, long time. Then you can do the right thing for everyone.

Research the true market value of the vehicle. Post the vehicle for sale online.  Handle the transaction for your in-law’s. and then finally, thank them for thinking of you and your wife.

As for your desire to buy a stickshift, I’ll let the folks here sort that part of your life out.

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There’s Nothing New Under The Sun – Test Drive Reviews of Porsche’s Entry-Level Sports Cars http://www.thetruthaboutcars.com/2013/08/theres-nothing-new-under-the-sun-test-drive-reviews-of-porsches-entry-level-sports-cars/ http://www.thetruthaboutcars.com/2013/08/theres-nothing-new-under-the-sun-test-drive-reviews-of-porsches-entry-level-sports-cars/#comments Sun, 18 Aug 2013 14:37:56 +0000 http://www.thetruthaboutcars.com/?p=498901 Depending on the type of mood in which I find myself after waking, as well as the type of mood in which I find my car after its waking, I vacillate between being buried in the masterpiece or selling the lemon in short order.  Recently my relationship with my Porsche 911 has been somewhat strained.  […]

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Fortune Cookie Depending on the type of mood in which I find myself after waking, as well as the type of mood in which I find my car after its waking, I vacillate between being buried in the masterpiece or selling the lemon in short order.  Recently my relationship with my Porsche 911 has been somewhat strained.  A relatively minor issue prompted my most recent trip to the dealer, yet I was set to depart with another four-figure bill.  In a moment of weakness I strolled over to the other side of the dealer and perused their new offerings, in particular the updated 981 Boxster and Cayman twins.  Perhaps relatively predictable depreciation losses would be preferable to the Russian roulette of ongoing high-dollar maintenance.

A particular brand of Porsche enthusiast, usually those who own either of the junior siblings, will claim that those are the “real” sports cars now, considering ownership of the elder 911 an indefensible signifier of a poseur as the icon ascends to the lofty grand touring segment.  I’ll concede that they might have a point, as the entry-level sports cars are smaller and lighter, more in keeping with the original ethos of the giant-killing momentum cars that made the badge famous in the first place.  Plus, they feature a mid-engined architecture that is dynamically optimal, at least on paper, whereas the 911 is a curious outlier with the bulk of its mass situated over the rear axle.The significant price differential in favor of the 981s is, of course, purely coincidental.

Despite being on the youthful side – I’m 24 and look younger – I had my own Porsche in tow, and I was wearing a suit, so booking a test drive of both a Boxster S and a Cayman S proved easy.  Plus, I had recently received a serendipitous fortune cookie, so I had to do some (window) shopping. Despite being an avid Porschephile, I have enjoyed minimal exposure to the more modern product offerings.  It is a common tenet among many serious Porsche owners to maintain without irony that whatever car they happen to own at the time is the absolute pinnacle of the company’s capabilities, with the ensuing model years representing a fundamental sea change in Porsche’s values, fueled by cynical profit pursuit and the triumph of marketing and accounting over engineering, culminating in inexorable decline.  Porsche themselves have even poked fun at this attitude.

Porsche Cynical Poster

NB: Had I been able to locate a digital copy of the above poster with sufficient resolution, you would be able to read the following in the text pane to the right – “255,000 people have an older one in their garage and could talk to you for hours about why theirs is the best year and although we are deeply proud of our heritage we maintain no loyalties to any particular vintage and recommend a brief yet thorough test drive of the newest model available. (Which, incidentally, now has a top speed of 168 miles per hour.)”

The now-deposed 997 owners express reservations over the electrically assisted steering on the latest and greatest 991, whereas the 993 owners bemoan the loss of the air-cooled engine and the ur-911’s original footprint and cabin layout, the 964 owners mourn the upright front fenders that allowed the driver to see how much the car understeered (which was worst just before the car snapped to oversteer!), the G-series owners insist that something was lost with the end of the torsion bar era … all the way back to the 356 owners who are still unconvinced by this whole “911” fad.  Meanwhile they were all sneering at those who were stuck pushing around a front-engined 924,944, 968, or 928, as well as all Boxster and Cayman variants.  When viewed objectively and dispassionately, it’s a facile contention, and it reminds me of similar remarks made at my college graduation; a relatively obscure and stubbornly conservative liberal arts school situated in rural Virginia, my alma mater invariably produces graduates who express a tinge of pity for anyone who attended the school after they did, confident that the experience is diluted evermore each year, and the essence of the place is endangered.

And what about the essence of Porsche?  Is it endangered?  Do they still build true sports cars, and is the 981 stable the rightful inheritor of the air-cooled cars’ legacy?  Most importantly, could it replace my 993?  Of course I had to see for myself, but I received plenty of unsolicited advice from family friends and coworkers. One family friend volunteered that the new Boxster was actually a surprisingly handsome car, representing an improvement over the 986 and 987 cars’ “bar of soap silhouette that [he] would be embarrassed to be seen in.”  A coworker who allegedly maintains a businesslike relationship with rapper Rick Ross, the “Hottest MC in the Game” and a confirmed 911 enthusiast, promised to leverage his professional network and urge the Teflon Don to talk me down from the precipitous proverbial ledge of trading my 911 for a “chick car.”  Concurrently, another colleague warned me that the primary determinant of vehicular desirability was the presence of “sick fuckin’ technology,” helpfully suggesting the purchase of an Acura ILX instead.  Ironically, the latter colleague also professes a meaningful personal connection with RO$$, so I’m anticipating a phone call from a blocked number any day now.  Failing that, I’ll look for Ricky Rozay at the next Porsche Club of America ice cream social.

Click here to view the embedded video.

The Boxster S I drove was resplendent in white.  While the new car undoubtedly looks more muscular, a bit like the last decade’s Carrera GT supercar if you squint a little, I don’t think the refrigerator hue will do the soft top car many favors as it ages. Ellis Boxster 1 Sure it looks good now but so did the new pair of tennis shoes I received each school year as a kid, only to look tired and worn before the first snowfall.  Or perhaps the new Boxsters will age as gracefully as a bathtub 356, who knows? I do know that I prefer the external aesthetics of the new Cayman over the Boxster.  The Cayman S tester was also white, but the more aggressive front fascia treatment and “Platinum Satin” wheels manifest a remarkable improvement in the car’s overall look.  True, the cheaper to manufacture coupe will cost you a few grand more, and painting the wheels will tack on $845, but the krauts know how to extract the most from their patrons.  Seriously, in Guards Red the Cayman S could wear a Pininfarina badge. Ellis Cayman 1 The interior of both cars is also a marked improvement over the previous generation, featuring superior materials – but certainly not standard full leather – and a rising central console that salespeople will tell you invokes the aforesaid Carrera GT.  Personally, I think it more readily elicits comparisons with the Cayenne and Panamera breadwinners. The Boxster S was equipped with the good ol’ G50 6-speed manual… Ellis Boxster Interior … while the Cayman S featured the optional 7-speed PDK transmission and Sport Chrono Package, which total just over $5,000 combined. Ellis Cayman Interior I drove the Boxster S first.  After releasing the strange emergency brake – an oversized button mounted down and to the left of the steering wheel – the controls struck me as typical Porsche, although all inputs felt a bit less substantial, requiring less heft than my tractor of a car.  The sweet manual transmission featured a relatively light clutch with very gradual takeup – the polar opposite of my car – but it was familiar enough that I could heel-and-toe with ease after a few exploratory shifts.  The 3.4 liter engine in the S-variant Boxster produces 315 hp, before running out of steam at 7800 rpm, with peak torque coming in at 266 lb-ft.  Although the test drive was conducted two-up, the Boxster is considerably lighter than my 993, which left the factory with 282 hp and has doubtless sacrificed some of those stallions to the angels’ share – just like the finest Scottish exports – during the interim.  Consequently, the Boxster felt considerably more rapid than my immediate frame of reference.

The Cayman S came next.  I self-identify as a luddite who prefers the interaction of three pedals and a lever over the new-fangled dual clutch setup, but I did find the PDK quite beguiling.  Apart from the humdrum efficiency gains afforded by the extra ratio, the PDK transmission – when coupled with Sport Chrono –  makes a case for itself through enhanced straight line performance, far in excess of the 10 hp and 7 lb-ft incremental gains given to the Cayman S over the lump in the Boxster S.  The PDK + Sport Chrono equation allows the driver to indulge in Launch Control, in which the computer optimizes all parameters and slingshots you forward from a dead stop.  It’s great fun, and impossible not to inscribe a shit-eating-grin on the driver’s face, but it strikes me as a party trick you’d use to dazzle your friends.  It’s an expensive gimmick, that’s all.  As for a holistic assessment of PDK, it’s difficult for me to say whether it would still keep my attention on, say, my 247th day commuting to work without a clutch pedal.

Neither car I drove had the optional Porsche Sports Exhaust, but both provided a sufficient, if somewhat subdued soundtrack.  Even the base setup emits little flourishes of overrun on downshifts, but they come across as synthetic, like Porsche by Pro Tools. Neither car I drove had the optional Porsche Active Suspension Management either, instead riding on the standard, passive dampers.  That was fine, because the all-new chassis underpinning both 981s is a gem.  The combination of enhanced stiffness – heightened more so by a modest yet perceptible margin in the hard top car – and wider tracks versus the precedent 987 cars gives the new cars tremendous composure when pressing on, and the mid-engined orientation endows the car with remarkable agility, particularly through sudden transitions.  The Boxster and Cayman provided sufficient confidence to push the cars into gentle four-wheel drifts when space permitted, something I would not  (intentionally) do in my car.  In my 911 the script reads like this: pronounced, seemingly terminal understeer that rapidly gives way to exuberant oversteer, requiring four attentive limbs to control the car.  It’s akin to the sensation you experience while being towed behind a speed boat that has changed course ahead of you – a spell in the predictable, placid doldrums before being fired across the wake.  Conversely, the modern mid-engined cars slow everything down like Bullet Time in The Matrix, so even a ham-fisted hack feels like a virtuoso, selecting a slip angle from a continuous menu of options.  It is deeply impressive, but perhaps a little less thrilling overall.

Braking has historically been a strong suit for Porsche, and the junior twins performed as expected in this regard, with reassuring retardation bolstered by well-judged sensitivity to modulation.  Both cars had the standard steel brakes, identified by their red calipers, which more than sufficed in all situations encountered; the additional outlay for the bling yellow PCCB calipers is probably overkill, especially as both cars stickered well north of $70,000 already. So what about the steering?

The transition away from hydraulically-assisted steering toward electrically-assisted steering has incensed owners and fanbois alike.  The new steering setup – which included the optional Power Steering Plus in both cars I drove – still allows the driver to position the car with both precision and accuracy, and it becomes weightier once at speed, just like the preceding cars. It performs all of the essential functions that a sports car’s helm should, but part of that Porsche essence is gone; there’s no more tugging, or writhing, or superfluous tactility.  It’s all very efficient, and not in a good way. So what’s there to conclude?  Keen readers already know that the 981 is a very good car, that it shades the primitive, old, air-cooled 911s in every objective measure.

Is there a banal, hackneyed platitude about “soul” to tie these observations and experiences together?  No, the denouement is this:  If you believe that Porsche is evolving through Sisyphean endeavor, gradually pushing the boulder up the mountain a bit more with every passing model year – a bit more power, a bit more economy, a bit more space – then you’ll find no surprises with the newest junior sports cars.  Conversely, if you fear that Porsche is caught  in entropic freefall, you won’t be surprised either, for there’s nothing new under the sun when it comes to Porsche, they stick to the script.

David Walton grew up in the North Georgia mountains before moving to Virginia to study Economics, Classics, and Natural Light at Washington and Lee University. Post-graduation, he returned to his home state to work in the financial services industry in Atlanta.  A lifelong automotive enthusiast, particular interests include (old) Porsches and sports car racing.

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Review: 2014 Cayman S vs. 1998 911 Carrera S http://www.thetruthaboutcars.com/2013/07/review-2014-cayman-s-vs-1998-911-carrera-s/ http://www.thetruthaboutcars.com/2013/07/review-2014-cayman-s-vs-1998-911-carrera-s/#comments Tue, 23 Jul 2013 19:10:51 +0000 http://www.thetruthaboutcars.com/?p=496771 My friend Rob Z. is the quintessential nice guy: even-tempered, affable, a firm handshake and a decent sense of humour. We meet up on a sunny Saturday morning in East Vancouver and he rolls open his garage door. Well. Clearly I’m going to have to murder him. Me too, but you can’t. Like Jerry Seinfeld […]

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My friend Rob Z. is the quintessential nice guy: even-tempered, affable, a firm handshake and a decent sense of humour. We meet up on a sunny Saturday morning in East Vancouver and he rolls open his garage door.

Well.

Clearly I’m going to have to murder him.

Captain Obvious
Me too, but you can’t. Like Jerry Seinfeld recently said of his ’73 911 2.7RS, Rob’s 1998 911 Carrera S is a “dead-guy car”. The next owner is upstairs eating cheerios and watching cartoons, but as far as anyone buying this last-of-breed, insanely low-mileage air-cooled 911, it’d have to be over Rob’s cold, dead body. WHICH CAN BE ARRANG- sorry, sorry.

(Entirely justifiable) homicide aside, finding and purchasing a car like this is much more difficult than simply popping your head ’round the door of your local Porsche dealership and plonking down the order for the car I’ve parked next to it, a second-generation Cayman S. The lithe two-seater can be leased, if you so desire, and can be painted any colour you’d like – Rob would slightly prefer if his 911 were white, but there’s no used-Porsche factory. Well, apart from Singer.

Anyway, there’s been a lot of talk recently about how the Cayman (along with the Boxster) is Porsche’s new proper sportscar. I posted a pretty good early-morning shot of the car’s sleek new lines set against the Vancouver city skyline on facebook and a TTAC contributor opined, “Cayman is the new 911.” That’s as may be, but is it the old 911?

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For starters, just look at it.

To my eye, this is an exceptionally good-looking car, balanced, well-proportioned, and frankly beautiful. In a world where manufacturers are continually telling us how “aggressive” the styling on their new minivan is, the Cayman manages to project purpose without looking like a Tapout t-shirt. It’s a miniature supercar.

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Park it next to the 993 and the Cayman’s modernity comes apart a little. Rob’s 993 came lowered on Bilsteins, properly done, but bound to cause consternation and condemnation amongst some purists – but it wouldn’t be a 911 if someone wasn’t turning up their nose at it. As such, the friendly-faced little 911 is lower in the nose and sleeker than the low-slung Cayman, despite a high greenhouse that makes it actually taller.

Even so, I parked the Cayman S across from an Aventador convertible at the local Cars and Coffee and it garnered only slightly less attention than the Lambo. Those wagon-sized 20” wheels are ridiculous on-paper, but strike me dead with dysentery if they don’t look fantastic. Everywhere I went, people were excited to see the car: “Is this the new one?” they’d ask with big smiles. That has never happened to me with a 991.

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The other thing I was asked, repeatedly, was, “How’s the steering?” Usually, this query was delivered with the concerned tone of voice of someone asking about the progress of your irritable bowel syndrome. My answer? Not bad. Not great, but not bad.

Driving the Cayman back-to back with the 993 does the newer car a great disservice, as you don’t really notice what you’re missing until you do so. The 993’s steering is extremely light, but fizzes and pops with every small road imperfection, sending frissons from your hands up your arms to the pleasure-centres of your brain. It’s phenomenal, a vinyl recording of a live concert.

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The Cayman’s steering is an MP3 of the same event. Compressed and filtered for modern consumption, the brain simply fills in the gaps and you get on with the business of enjoying the exceptional chassis, excellent transmission (auto or stick) and delightful engine. But after driving something like the 993, you can’t help but ask, “why have they done this? It’s slightly worse!”

However, you only need drive a Cayman S a few feet to know that this is going to be a wonderful little car. There’s a litheness to it that’s missing from the 911, a nimble athleticism that doesn’t give a good God-damn about chromed projections of affluence. Hit the button for “Sport+”, slot the PDK transmission into full manual and walk on it – this thing goes like Hell.

The 911, on the other hand, drives like Heaven. The seats are more comfortable than the Cayman’s, the brightly-lit cabin is less a jet-fighter cockpit than an aerobatic aircraft’s plexiglass canopy, and there’s all sorts of other interesting quirks like the slightly offset pedals and metallic delicacy of the door locks. When new, this 993 had 282hp, a full forty less than the 325hp Cayman S.

Even though the PDK-equipped Cayman is heavier, by about a hundred pounds or so, the 993 is no slouch. I wind it up through the gears respectfully and Rob says, “don’t be afraid to drive it.” All righty then.

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What a machine. The thrumming whirr from that big flat-six, the precision of the steering – it’s all just as good as everyone says. And, in a 993, there’s no real heavy lifting, no difficulty in driving it quickly with confidence. “I do sort of feel like I’m wrecking it by driving it,” Rob says, which given the just-over eleven thousand miles on the odometer, is not an entirely unreasonable thing to say. “Who cares?” I reply, “This is your car, then his.” Behind the passenger, there’s a booster seat – the boy that one day inherits this masterwork will doubtless have fond memories.

No one will really “inherit” the Cayman. It’s not that sort of car – it’s brilliant, and much, much faster than the 993, even moreso than paper-racing the two might show. It’s absolutely the best car Porsche currently builds, engaging, exhilarating… expendable. If you’d like to know why I think that, just read Jack’s piece on his Boxster.

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However, this Aqua Blue two-seater will make a decent three-year lease for somebody who will put five thousand miles a year on it, and then a great CPO deal for the second owner who will drive it into the ground, and by “ground” I mean Porsche service centre. Or possibly some joke about electrical grounding faults.

Call it a decade or so of useful service, a machine that never fails to grab you by the lapels – as long as you have the throttle mapping set correctly. It’s far too expensive, of course, and for the money you could easily have a new ‘Vette Stingray or a CPO 997 (and isn’t that the biggest argument against the Cayman?).

Yet it’s an excellent sportscar – when I drove the 991 Carrera S last July, I concluded with something like: “It is probably the best car I will drive all year. And I don’t want one.” Well, the Cayman is probably going to be the best new car I drive this year, and I do want one.

But.

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Especially if you’re considering a weekend toy, you could instead have a genuine air-cooled 911. It’s slower, it’s noisier, it’s not as safe, and it’s much less efficient. It’s also cheaper – this one is about two-thirds the cost of the Cayman plus-or-minus a medium-length jail term – and they don’t depreciate.

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A nice safe conclusion then: the usable classic is better than synthesized modernity. Not quite. If you had just one parking spot, no pair of diesel cargo-haulers to handle day-to-day duties – Rob has an ML and a Golf Wagon – you’d be far better off with the Cayman as a weekday warrior and not worrying about preserving a 993. It’s not a car for forever, but it is a car for right now, wherever and whenever right now might be.

Porsche Canada provided the Cayman reviewed and insurance
Rob Z. is just on a long vacation, I swear, don’t ask me any more questions.

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Review: 2013 Porsche Cayenne Diesel http://www.thetruthaboutcars.com/2013/06/review-2013-porsche-cayenne-diesel/ http://www.thetruthaboutcars.com/2013/06/review-2013-porsche-cayenne-diesel/#comments Tue, 25 Jun 2013 14:18:55 +0000 http://www.thetruthaboutcars.com/?p=493202 Heresy can be fun. Certainly it is so for an Irishman, what with Behan’s, “wonderful lack of respect for everything and everyone.” And so, it has to be said, I’ve developed a certain fondness for Porsche’s big fat trucks and sedans precisely because they get up the nose of the purists – folks who think […]

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Heresy can be fun. Certainly it is so for an Irishman, what with Behan’s, “wonderful lack of respect for everything and everyone.”

And so, it has to be said, I’ve developed a certain fondness for Porsche’s big fat trucks and sedans precisely because they get up the nose of the purists – folks who think that Stuttgart’s time would be better spent trying to figure out how to build a durable, engaging sports-car experience rather than some donk-wheeled gin-palace with an expiry date like a lit fuse. I mean, they’re not wrong, it’s just a wee bit amusing to see how mad they get. Look – that one’s just bitten a policeman.

This two-tonne blasphemy is even better than usual, it’s a diesel. A truck-engined Porsche! Well, we’ve been here before: 924 fans eat your heart out.
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Of course, you don’t buy a spendy Teutonic crossover just to annoy air-cooled aficionados, so the Cayenne must be judged on its own merits, should it have any. This one does, but almost all of them were optional extras. Nominally speaking, the base diesel-powered version has an MSRP of $56,600, for which you apparently get the equipment level of a front-wheel-drive Nissan Rogue.

Glancing over the hilarious add-ons for my tester vehicle (Canadian MSRP $64,500), highlights such as an adjustable air-suspension ($4550), Bi-Xenon headlights ($2130), satellite radio ($1280) and full leather interior ($4170) are all satisfyingly costly and faintly ridiculous.

However, when it comes to P-car options, I tend to take the view that baseline MSRP is almost irrelevant – almost no other company will let you add as many minor tweaks until you get exactly the machine you want, which they expect you to do. While this nugget of purest umber stickered at a laughable CDN$97,385, expect most mid-level US cars to price out around $65K, and be decently equipped at that level.
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The styling – um. Yes. I mean, it’s brown, right? That’s supposed to be in. (Actually, I have to say the new-style Cayenne has a much better schnozz than the old one – overall still a bit bulbous from some angles.)
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If the exterior’s a bit iffy, at least the same can’t be said for the gorgeous, leather-lined guts of Porsche’s heretical heffalump. Like the Panamera, this buttony cockpit has the air of a private jet and depending what seats you option, the comfort of same. I particularly enjoyed the ambient lighting and it hardly bothered me at all that the trunk seems not quite big enough for such a large vehicle.
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Prodding the Audi-sourced (again, shades of 924) diesel six-cylinder to life, the immediate impression is of how far ye olde oil-burner has come. Were it not for the gauche “diesel” script adorning either flank of the Cayenne, you wouldn’t really know this thing ran on tractor juice. Under throttle, however, there’s a bit of a castanet effect – apparently it’s possible to option added sound-deadening material to assist with the problem. Or, and I know this is a bit of a stretch, turn on the stereo.

There is a bit of understeer. Seems ridiculous to bring it up really – understeer is one of those automotive journalism tropes that’s as well-worn as a Civil War era outhouse seat (i.e. every ass has used it). However, I think I can safely say, with all asterisks clearly marked as to my very average driving skills, that plunking a cast-iron boat anchor in the nose of a sport-crossover-activity-thingumy is going to induce a little front-end push.
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Easily cured by a dab of oppo. No wait, don’t do that – you’ll crash. Instead, the slight bit of nose-heaviness is my single dynamic critique of the Cayenne. In all other respects it’s much better than it has any right to be.

Torque! With my home province’s draconian excessive-speed laws – 40km/h (25mph) over and they impound your car – one always has to keep a careful eye on the speedometer in anything with a pulse. Luckily, where the Cayenne is concerned, there’s 406lb/ft of instant-gratification surge that turns into a slightly-weedy 240hp so you’re not tempted into any v-max-related flat-decking. The brown bomber simply blasts out of the corners, heeling over a bit on its air-ride suspension, but thrusting forward with the unstoppable force of a steam-ram.
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And yes, you can get the same power out of a Touareg. The Cayenne is much costlier but slightly better. Steering and the suspension provide, as in the Panamera, a sense of fun. Add in the burly nature of the diesel and it’s not just a nerdy way to save fuel but a bit of a freight-train GTi.
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There are those who will point out that the fuel-savings over a V6 would take a lifetime to make up, coupled with the annoyance of trying to find a fuel station that actually sells diesel and the added cost of filling the urea tank. It should also be noted that one feels a bit of a dude ranch city slicker in a line behind four jacked-up Ford SuperDuties waiting for the pump to come free. Kid-glove types aren’t going to love how perpetually grubby diesel fillers seem to be – you probably can’t tell from the poor-quality iPhone photo, but this one was coated in a sheen of oil.

But taking the strong resale of diesel luxury SUVs into account, and listing the on-road behaviour of the Cayenne Diesel very much in the Pro column, it’s probably the most compelling offering in the Cayenne range. And, for the record, the fuel economy is excellent – equal or better to its mid-20s EPA rating.
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Of course, you do run the risk of looking like a cheapskate: status-seekers will probably run their fingers down the selector and pick something that says “Turbo” or possibly “Hybrid”. Never mind that – spec the diesel and chisel the badges off. The Porsche crest? That’ll depend where you stand on screams of outrage.

Porsche Canada provided the vehicle tested and insurance.

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Capsule Review: 1976 Porsche 911S 2.7 http://www.thetruthaboutcars.com/2012/11/review-1976-porsche-911s-2-7/ http://www.thetruthaboutcars.com/2012/11/review-1976-porsche-911s-2-7/#comments Mon, 26 Nov 2012 15:12:10 +0000 http://www.thetruthaboutcars.com/?p=467889 The 2.7-liter 911S was so problematic that I named it as one of Porsche’s Deadly Sins a couple years ago. Its engine failed with monotonous regularity, often between the expiration of the 12,000-mile warranty and the 50,000-mile mark on the odometer. The 1974 models usually lived a bit longer because they didn’t have thermal reactors, […]

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The 2.7-liter 911S was so problematic that I named it as one of Porsche’s Deadly Sins a couple years ago. Its engine failed with monotonous regularity, often between the expiration of the 12,000-mile warranty and the 50,000-mile mark on the odometer. The 1974 models usually lived a bit longer because they didn’t have thermal reactors, and the 1977 models had improved Dilavar head studs, but none of the “S” cars were reliable in any modern, or even contemporaneous, sense of the world. In the thirty-five years since the model was replaced with the “Super Carrera” three-liter, however, the aftermarket has managed to address the core issues and build reliable replacement engines for these otherwise charming classic coupes.

As the snow started to fall in Central Ohio this past weekend, I fired up my own aircooled 911 and took it downtown to meet a restored example of its ancestors.

Picture courtesy the author.

The “Coke-bottle” shape often associated with the aircooled 911 has become so pervasive in the popular imagination that it’s both a shock and a pleasure when I pull up to meet the owner of this car in downtown Columbus, Ohio and see that it not only has smooth flanks, it doesn’t even have a passenger-side mirror! This is the shape of the body as Butzi Himself imagined it. Even if you don’t like the impact bumpers which adorned Nine Elevens from 1974 to 1989, you have to admit that they’ve become as much a part of the classic shape as the original chrome bolt-ons were. Although the car’s previous owner made the decision to “update” the car from its original chrome trim when he restored it, this is still very much the street-going, no-pretenses Porsche. Narrow fenders cover narrow tires mounted on narrow Fuchs alloys. No ducktail, no sneering front airdam, no Turbo-Look. None of that. There’s simply no aggression to the car. It looks like what it is: a faster, more sophisticated descendant of the Type 1.

A modern Porsche, jam-packed from stem to stern with self-conscious tributes to the Almighty Racing Brand DNA Of Our Brand, looks ridiculous next to this simple, elegant statement of civilized sporting intent. Even my 993 looks cartoonish and distended in its presence, playing the role of the buffed-out, tatted-up, bald-by-choice Jason Bonham while its ancestor channels the powerful but artless Bonzo who hammered out “When The Levee Breaks” at the bottom of an English mansion’s stairs. There was an era, apparently, when the men of Stuttgart didn’t have to slather Heritage and Prestige and Upscaleness all over the cars with a fifty-five-gallon drum.

It’s soon apparent why that was so. The driver’s door latch clicks open with the precision of a Sig P210’s hammer mechanism and I take my seat. Immediately I’m surrounded by the noise, the insistent Beetle-blat waterless thrum, resonating in the space between my lungs and vibrating the upright windscreen, tingling the control surfaces. The clutch is featherlight but all three pedals feel wrong somehow. My feet don’t quite fit under the dashboard. I realize that Porsche must have worked a little bit of magic between 1976 and 1995 to fix the ergonomics a bit. Most likely they just shortened the radius of the pedal arms.

The old “915” gearbox has a reputation somewhere between legendary and infamous among PCA types but in fact it’s quite easy to use. The throws are long compared to any modern car but never did I slot the wrong gear. Once I rather lazily tried to toss it from fourth to sixth, as I do in my 993, and was rewarded with a brief bite of synchromesh. There’s no lockout for reverse, unless you count the lockout that the car’s designers expected you to maintain in your disciplined mind. I’m fairly positive that most people could easily commute in this; sure, there’s no power steering but you don’t really miss it.

Picture courtesy the author.

From the light I roll away in first to spare the clutch but then full-throttle to the top of third, watching my own 911 recede in the mirror as this car’s owner shakes his head at my behavior. Of course the sound is lovely, although it never manages to equal the big-bore snarl of the later cars. There’s about 170 horsepower to push slightly under 2,500 pounds. I imagine it would run fairly evenly with a Scion FR-S at least through the eighth-mile. Not surprisingly, the old Porsche corkscrews a bit down the road under full power, sniffing out the crown in the downtown six-lane with unerring precision and requiring a touch of correction across the steering’s dead spot at center.

It’s a time-honored tradition at car magazines to announce that THIS YEAR’S 911 IS VERY EASY TO DRIVE BUT LAST YEAR’S WAS DEATH ON THE HOOF. It’s even being done with the 991, which we are assured has none of the quirks of the 997, which had none of the quirks of the 996, and so on unto the seventh generation. Well, this car has the quirks. The torsion-bar suspension reacts to the road in all the ways that the 993’s fiendishly complicated Weissach axle doesn’t. Of course there’s no stability control. There’s no ABS. In a quick 90-degree turn I’m easily able to get the tail to step out at the blinding speed of about 30mph. The one concession to safety was done seven years prior in 1969 when the wheelbase was extended two inches to prevent the worst sorts of mayhem. It probably caused the original car’s engineers actual physical pain in their hearts to make a concession like that to the no-talent-drivin’ Iguanadon-esque proto-yuppies who paid between fourteen and seventeen thousand dollars for 1976 Porsches. Remember, that kind of money would get you literally twice the car in those days from the domestic dealers. For half the money, you could have gotten a Corvette with almost fifty more horsepower and more rubber on the road. The more things change, and so on.

Picture courtesy the author.

Let’s review the salient features of the interior. There are five gauges. Three of them convey vital information about the pressure, temperature, and level of the oil supply. Don’t forget to look at them. This isn’t a Camry. Something could go wrong. To the driver’s right, we have the shift lever, which goes right into a rubber boot on the floor. Want a console? Get a Cutlass Salon. A pair of levers where the stereo probably should have been placed controls a random array of flaps throughout the car to create a new and completely undesired change in cabin temperature with every fresh manipulation. Or they might be connected to nothing at all. It’s hard to tell. In later cars, this worthless arrangement was replaced by an automatic climate control which didn’t work any better but which offered a higher possibility of failure. I don’t know if the climate control in my 993 works as intended and I’ve never been able to find anyone who knows how it’s supposed to work anyway. A series of circular indentations on the passenger side of the dash indicates to that passenger that you couldn’t afford all the options. This was so effective at humiliating buyers into spending more money that it continued all the way to the very last 993 Turbo S Weissach Sonderwunsch Otto von Bismarck Sturmvogel Fighter-Bomber Edition, which still had one empty spot for an option yet to be conceived.

It’s best to just ignore that stuff and drive the car. Here, at last, is the cure for texting while driving. The millions of deaths which occur every year due to the iPhone’s ability to stream the Kim K/Ray-J video in 4G could all be avoided, every last one of them, if the government issued everyone a Seventies 911 and made sure they always left the house five minutes later than they’d wanted to. It would help if it could be made to rain as well. Full attention on the road. Guaranteed. Nothing could go wrong, because in the era before texting and driving the highways of the American continent were a virtual paradise where children could chase errant soccer balls right onto the Chicago freeways at rush hour knowing that alert, aware drivers were standing ready to execute precise avoidance maneuvers with no advance warning whatsoever.

We can’t have those salad days of safe motoring back. But you could take delivery of this freshly resto-modded 1976 911S tomorrow. It’s for sale. I give it my official Seal Of Approval. (WARNING: Seal of Approval in no way indicates that the car will start, run, appreciate in value, help you pull tail on the street, or even fail to explode at the least convenient moment possible. Attempting to print out the Seal of Approval and apply it to a vehicle may result in injury.) I’d buy it myself, except for one little thing: my 911. You see, my 911 does everything this 911 does. Plus it has working A/C (kinda). Plus it has an Alpine Bio-Lite sound system. Plus it has 255-width rear tires and the power to break ‘em loose. Plus the spoiler goes up and down with the press of a button. It’s cool like that. If you want something else that’s not totally something else, however, this 911 is cool, too, and it’s… um… uh… hate to say it in 2012…

Authentic.

Yeah. That’s it. No, it’s not an “authentic” restoration. But it’s the real deal: an air-cooled Porsche blowing a symphony of frenzied joy through the vented decklid. It’s no longer a Deadly Sin: it’s a holy terror.

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Capsule Review: 2013 Porsche Panamera GTS http://www.thetruthaboutcars.com/2012/10/465054/ http://www.thetruthaboutcars.com/2012/10/465054/#comments Fri, 26 Oct 2012 14:52:45 +0000 http://www.thetruthaboutcars.com/?p=465054 Twenty years ago, the first Porsche limousine rolled off the assembly line at Stuttgart; four doors, 8 cylinders, wide fenders, big brakes and a period correct Alpine stereo system. It was built in small quantities, by hand. To those who knew, it was distinguishable at a distance, but to the man on the street, it was invisible. […]

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Twenty years ago, the first Porsche limousine rolled off the assembly line at Stuttgart; four doors, 8 cylinders, wide fenders, big brakes and a period correct Alpine stereo system. It was built in small quantities, by hand. To those who knew, it was distinguishable at a distance, but to the man on the street, it was invisible. Truly a car for the one percent – in terms of both means and taste.

You won’t find it in any of the Porsche catalogs of the era. It was called the Mercedes-Benz 500E. And it wasn’t an AMG anything. Back then, AMG was an independently-owned speed shop, a Roush Performance with a stern accent.

Today, AMG has ceased to be a speed shop. It’s not even really the zenith of Mercedes-Benz performance cars; it is now another trim level of SUV for affluent mothers. You’ll find more C63s parked outside beauty salons than at Mosport. They are bought not for their performance characteristics, but simply because it is the most expensive trim level of a given model line, and the AMG badge lets everyone know that. The badge matters now.

A car like the original W124 500E would be dead on arrival today. In an era of conspicious consumption, a $160,000 Porsche-engineered sedan that’s barely distinguishable from an E550 has a slightly worse chance of success than an anti-global warming film does at the Oscars. Enter the Panamera. It is a Porsche, not a Mercedes. If we’re being diplomatic, it is distinct looking, and is designed expressly to inform everyone that you have arrived. One look at the old 500E and the new Panamera is strong evidence that vehicular vulgarity has risen in proportion to income inequality.

Once you’re inside the Panamera, the ungainly looks become less of a concern. The interior is a cavalcade of buttons that overwhelms at first, but their functionality and ease of use beats the knob-and-touchscreen systems that Mercedes et al now employ. Nobody would ever accuse to Panamera’s interior of being simple, but like that of the W124, it is elegant. The view out of the hood is decidedly old school as well; you can actually see over the hood, so that the corners of the fenders are visible. Most modern cars seem to have a hood that disappears off the metaphorical cliff. This little touch makes the 16 foot long Panamera markedly easier to maneuver in urban traffic, a small benefit that isn’t readily apparent but goes a long way with its intended client base of upper class working stiffs who need to weave their way in and out of construction zones and clogged lanes.

The blogger brigade that breathlessly reported on this car’s debut last year was perhaps over-eager to use Porsche’s own PR copy describing this car as some sort of track ready Panamera. Let’s get serious. It’s got 30 horsepower more than the standard Panamera 4S, as well as suspension and brake bits from the Turbo, but the only time that one of these will see track time is at a Porsche-sponsored lapping day for owners. The lawyers, accountants and finance executives mentioned above don’t usually have the time or inclination for an HPDE day. That doesn’t mean they can’t get their kicks elsewhere.

Porsche probably knows this, and I’d bet that’s why the  GTS excels at the Stop Light Grand Prix.  Between the all-wheel drive system and the 7-Speed PDK gearbox, there is no way you will lose any sort of unsanctioned speed contest to anything short of a Nissan GT-R. The GTS posts an identical 0-30 time (1.4 seconds) to the Panamera Turbo S, despite a 120 horsepower deficit. As the speeds increase, a gap develops, but when will you find an open quarter-mile in the financial district? Rest assured that the view below is what every other driver will be seeing of you.

I’m not philosophically opposed to this car like certain brand purists are, but one has to wonder: what’s the point of the Panamera? The argument is this: Car companies exist to make a profit, and Porsche needs to diversify beyond impractical sports cars to ensure its survival in the future. A sedan is a natural extension of the brand after the Cayenne, and a good way to use up capacity at the Leipzig plant.

But I don’t want my Porsches to be practical, nor do I want my luxury sedans to feel like a Porsche. A hard ride and a noisy exhaust in a 911 are undeniable facts of life. In this car, they are a simulacrum, a consolation prize given to you by Porsche because your wife wouldn’t let you by a 911.

And that’s ultimately what’s wrong with this car; it is neither fish nor fowl. It is dynamically brilliant but forever a mutt, stuck somewhere between supercar and sedan, with the worst attributes of both. If you want to make a statement, you can buy the Jaguar XJ, which can be had with a stupendously powerful V8 engine, in your choice of two wheelbases and multiple equipment configurations. It makes the same kind of statement as the Panamera, but it’s infinitely more elegant. If you want something more German, than the Audi A8 is peerless and has yet to suffer from the same kind of terminal prole drift as the S-Class or the 7-Series.

But if you really must have the Porsche — if you really must have a Porsche sedan — you can buy a 500E and have enough left over for something air-cooled. Both of those choices have more claim to Stuttgart than the Panamera, and they won’t make you look like a hen-pecked corporate servant either.

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