Porsche Becoming Volume Brand

While it may not be on the cusp of supplanting Toyota in terms of sales, the Porsche brand has enjoyed relatively consistent growth since 2009. Despite 2020 representing a poor sales year for just about everyone who wasn’t producing vaccines, the German manufacturer weathered the storm better than most and came back to break a few records the following year.

By the end of 2021, Porsche had sold nearly 302,000 vehicles globally. It also managed to break its previous sales records in China and the United States. Considering that global production volumes have remained suppressed by supply chain problems, it was an impressive accomplishment. However, Detlev von Platen, Executive Board Member Sales & Marketing at Porsche AG, believes the automaker can still outdo itself in 2022.

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Volkswagen Group: Audi Employs Ken Block, Porsche Making 718 Electric

Despite being the target of a German lawsuit accusing the manufacturer of not being green enough, Volkswagen Group is probably the legacy automaker touting the merits of electrification with the most enthusiasm. While undoubtedly influenced by the diesel emissions catastrophe that cheesed off every regulator in the Western world, its brand has actively been delivering EVs and praising alternative energy automobiles whenever possible.

There was more of that this week. Porsche has reportedly decided to make the 718 to be an all-electric model by 2025 and Audi recently announced that it’s employing rally icon and Hoonigan founder Ken Block (who broke with the Ford Motor Co. earlier this year) to develop EVs.

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Porsche Brings Back 6-cyl Power to 718 Spyder and Cayman GT4

Either in response to customer demand, or as part of its plan all along, Porsche is introducing a new 4.0-liter 6-cylinder engine for top-tier 718 models. Mercifully, these will be offered with a 6-speed manual transmission as standard in either the Spyder and Cayman GT4.

The new naturally-aspirated 4.0-liter engine is derived from the current 911 Carerra turbo engine. With displacement increased, power goes up from the last Cayman GT4 by 35hp. The 718 Cayman GT4 will make 414hp at 7600 rpm, on its way to an 8000 rpm redline. In the 718 Spyder, this represents an increase of 44hp over the previous droptop. Torque peaks at 310 ft-lbs from 5,000-6,800 rpm.

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Porsche Working Hard on Six-cylinder Versions of 718 Boxster, Cayman

There was a time when all of Porsche’s mid-engined offerings came with the distinctive growl of a six-cylinder engine. However, with the 718 opting for a more economical turbocharged four-cylinder, some enthusiasts complain there’s something missing in the noise department.

While we already knew that the company is working on a new 4.0-liter flat-six for the returning GT4, rumors arose that the engine could make its way into less-hardcore variants of the 718 after a basic-looking Boxster was spotted during cold weather testing earlier this year. Porsche has apparently kept at it, as another 4.0-liter Boxster test mule was spotted at the Nürburgring along with a non-GT4 Cayman, according to autoevolution.

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The Better Base: 2019 Porsche 718 Boxster/Cayman T

Porsche’s new 718 Boxster and Cayman T are following a trail blazed by the 911 Carrera T by becoming the value option for enthusiasts. Equipped with the entry-level engine, T-trimmed models receive swathes of standard equipment that focus exclusively on expanding the “joy of dynamic driving.”

For the 718, that bundles the Sport Chrono Package, Porsche Active Suspension Management (lowing the car by almost an inch), torque vectoring (with a locking rear differential), 20-inch wheels, and a short-throw shifter with the standard 2.0-liter, turbo flat-four. That leaves buyers to make do with 295 horsepower and 285 pound-feet of torque, resulting in a car that’s not really any quicker in a straight line but superior in the corners. Of course, speed hunters can still ditch the six-speed manual for the PDK.

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Elektrisch Slide: Porsche 911 Hybrid An Inevitability

Any measure of change to the 911 reliably sends Porsche purists into a tailspin worthy of the car’s legendary snap-oversteer thirty years ago. It has been suggested that the 911 was the leading cause of death of doctors, lawyers, and – erm – entrepreneurs in the ‘70s and ‘80s than anything else, including cocaine.

Those diabolically catastrophic handling traits have long been exorcised, of course, along with air cooling and church pew seating. With each change, anoraks have wailed into their Porsche Design espresso cups.

What will be said about a hybrid 911? Well, according to one source, they’ll at least be able to say it’s the most powerful 911 ever made.

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2017 Porsche 718 Cayman S Review - The New Classic Rock

Replacing the lead singer in an iconic rock band is a thankless task. Van Halen fans never fully embraced Sammy Hagar. Paul Rodgers’ recent stint as lead singer with Queen was okay, I guess, and Axl Rose is now screaming it out in front of AC/DC. All fantastic singers and more than worthy in their own right, but how to you replace David Lee Roth, Freddie Mercury and Brian Johnson?

Enter Porsche’s 2017 reboot of its beloved mid-engine Boxster/Cayman. Same deal. The operatic flat-sixes that have propelled this duo since their respective inceptions sing no more, replaced by a pair of gruff turbo flat-fours.

Oh, the conundrum.

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Call Me 718: Porsche Changes Names of Boxster, Cayman For Some Reason

Porsche announced Wednesday that it would change the model names for 2016 of its Boxster and Cayman models to “718 Boxster” and “718 Cayman” because there was once a race car in the 1950s and 1960s that had four cylinders and competed in a bunch of races, I guess. Either that, or Porsche is really into the Queens area code.

Oh yeah, and the company confirmed what we heard in September: the mid-engined Stuttgart machines will get a turbo fours instead of flat sixes from here on out. (Maybe GT4 models will retain the 3.8-liter six. Maybe.)

The name change seems, well, odd. Despite the loose association with a 60-year-old car, the switch to 718 Boxster and 718 Cayman seems to add a level of unnecessary naming convention for a German company that counts the ounces of its seatbelts for chrissakes.

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  • SCE to AUX "a future in which V8-powered muscle cars duke it out with EVs for track superiority"That's been happening for years on drag strips, and now EVs are listed in the top Nurburgring lap times.I find EV racing very boring to watch, and the lack of sound kills the experience. I can't imagine ever watching a 500-mile EV race such as Daytona or Indy, even if the tech or the rules allow such a race to happen.As for owning an electric muscle car, they already exist... but I've never owned a muscle car, don't want one, and can't afford one anyway. For me, it's a moot question.
  • MaintenanceCosts I don't and realistically won't drive on track, but I think the performance characteristics of EV powertrains are just plain superior on the street. You get quicker response, finer control over the throttle, no possibility of being out of the powerband and needing a time-consuming shift, more capability in the speed range where you actually drive, and less brake heat. The only "problem" (and there are many situations where it's a plus, not a problem) is the lack of noise.
  • JMII After tracking two cars (a 350Z and a C7) I can't imagine tracking an EV because so much of your "feeling" of driving comes from sound. That said you might be able to detect grip levels better as tire sounds could be heard easier without the roar of the engine and exhaust. However I change gears based mostly on sound so even an automatic (like a C8) that would be a disappointment on track. Hearing an engine roar is too important to the overall experience: so tracking an EV? No thanks!I've driven an electric go-kart around a track as my only point of reference and its weird. It sort of works because a kart is so small and doesn't require shifting plus you still hear the "engine" whirring behind you. The sensation is like driving cordless drill, so there is some sense of torque being applied. You adapt pretty quickly but it just seems so wrong. With a standard ICE car, even a fast one, RPMs raise and fall with each shift so there is time to process the wonderful sounds and they give you a great sense of the mechanical engine bits working to propel you.I feel track toys will always be ICE powered, similar to how people still enjoy sailing or horseback riding as "sports" despite both forms of transportation being replaced by superior technology. I assume niche companies will continue to build and maintain ICE vehicles. In the future you'll have to take your grand-kids to the local track to explain that cars were once glorious, smoke spewing, noisy things. The smells and the sounds are unique to racing so they need to stay that way. Often a car goes by while your in the pits and you can identify it by sound alone... I would hate to lose that.
  • Kjhkjlhkjhkljh kljhjkhjklhkjh "20 combined city/highway"...sigh
  • MaintenanceCosts Not sure this is true for electrified products. The Pacifica Hybrid continues to have its share of issues and there have been some issues with the 4xe products as well.