Game, Set and Match: tennis stars and supercars

Wimbledon 2019 Tennis and Cars

Ah, Wimbledon: two weeks of dodging the showers, eating seriously expensive strawberries and cream, Sue Barker making smalltalk when the covers on and the entire nation pinning its hopes on one Scottish British tennis player.

But enough of all that – show us the cars…

Jaguar Ace Pace

Wimbledon 2019 Tennis and Cars

In readiness for Wimbledon 2019, Jaguar developed a new app for your phone that lets you measure how fast your tennis serve is. Winners get prizes, including the opportunity to compete at Wimbledon for real, along with tickets for matches. The Ace Pace app uses accelerometers, which means you have to swing your phone like a racket. That’d be an interesting call to your insurance company…

Andy Murray ‘goes electric’

Wimbledon 2019 Tennis and Cars

In June 2018, Andy Murray delivered on his promise to ‘go electric’ by taking delivery of a Jaguar I-Pace. It no doubt serves to keep the tennis star’s conscience clear, and Jaguar’s PR team happy.

Jaguar XF Sportbrake

Wimbledon 2019 Tennis and Cars

There’s no need to adjust your set, this Jaguar XF Sportbrake is indeed covered in a tennis ball camo wrap. It was part of a campaign culminating in the estate being unveiled by Andy Murray, before being sent on a nationwide tour with the Wimbledon trophy inside. “Letting go of the trophy will be difficult, but there’s no better vehicle than the Jaguar XF Sportbrake to take it on this UK tour,” said Murray (via the Jaguar press office).

Murray makes a mint

For 2016, Jaguar UK signed up Andy Murray as a brand ambassador to promote its #FeelWimbledon campaign, which involves a 360-degree virtual reality tour of Centre Court through the eyes of the British number one. Jaguar is also keen to point out that Murray owned an F-Type Coupe and had a new F-Pace  on order.

Andy Murray smashes Jaguar F-Type SVR

Keen to maximise the return on its investment, Jaguar sent Andy Murray to Thruxton and asked him to serve at a target mounted to the back of a Jaguar F-Type SVR (here, he’s getting his eye in with an XE). The Jaguar just happened to be driven by John McEnroe and Murray served an ace as the car sped past at 130mph. This must have been as strange for Murray as it was for us to write.

Advantage, Jaguar

In 2015, Jaguar announced a five-year deal to become the official car partner to the All England Tennis Club for Wimbledon. As part of the agreement, Jaguar supplies 170 vehicles to the London venue throughout the two-week tournament. No wonder the traffic is so bad on the streets of Wimbledon.

Rolls-Royce and the Tennis Classic

Away from Wimbledon, the stars at this year’s Tennis Classic at Hurlingham will be chauffeured around in a selection of Rolls-Royce models. The likes of Marin Cilic, David Ferrer and Richard Gasquet will escape the showers courtesy of a Phantom and a Ghost. At least they’ll have access to an umbrella.

The MercedesCup

“The estate version of the new E-Class is all set to be served up at the MercedesCup tennis tournament in Stuttgart.” You serve up the tennis puns, Mercedes-Benz, we’ll volley them home.

Angelique Kerber nets a new Porsche 911

In 2015, Germany’s Angelique Kerber won the Porsche Grand Prix tennis tournament in Germany by beating Denmark’s Caroline Wozniacki in the final. Her prize included a Porsche 911 Carrera 4 GTS. Nice.

Andy Murray and his BMW i8

Meanwhile, over in Munich, Britain’s Andy Murray collected the keys to his new i8 electric supercar after winning the BMW Open tennis tournament. Looks like he’s struggling to get comfy. Probably a good idea if Murray doesn’t mention this car to Jaguar…

Lindsay Davenport and her Porsche 911

Of course, scooping a new car by winning a tennis tournament is nothing new. Here’s American tennis star, Lindsay Davenport and her Porsche 911 Carrera 4 GTS at the German Porsche Grand Prix tennis tournament in 2004.

Tommy Haas and his BMW Z4

Meanwhile, in 2003, Tommy Haas drove home in a brand new BMW Z4 after beating Philipp Kohlschreiber in the final of the BMW Open tennis tournament in Munich. We won a few tennis tournaments at school, but we were never given a car as a prize. That’s probably because the tournaments were sponsored by the local double-glazing firm and not an international car company. Pictured is a later “Winner” Z4. 

Wimbledon and parking in 1923

But enough of these lavish prizes and on to something more civilised. Wimbledon is of course the oldest tennis tournament in the world. The first championships were held in 1870 and the Olympics arrived in Wimbledon in 1908. The tournament moved to Church Road in 1922 and No.1 Court opened in 1924. Here we see the tennis courts in 1923. You probably had to be someone very special to park this close to the court.

New Porsche website lets you design your own car wrap

Second Skin Porsche livery online

Porsche has launched a ‘Second Skin’ online tool that allows you to see your chosen car in classic motorsport livery – then have it made.

The scope for online creativity is, in fact, even wider than that, with Porsche saying: ‘It will also be possible to implement designs inspired by, for instance, fashion and the arts’.

Previously discontinued colours from Porsche will be available, and company will collaborate those in the car-wrapping industry, including artists, design studios, foil providers and vinyl paint manufacturers. The website will be up and running in July.

“As the livery segment is a very fragmented market, we have created a central port of call with Second Skin to guarantee quality and offer a comprehensive approach to finding a solution,” said Simon Weiss of Porsche Digital.

“For this reason, the entire design and ordering process is fully processed in Second Skin: customers select the vehicle model and design it independently or as part of a consultation to obtain a non-binding offer and finish the order online.”

Second Skin Porsche livery onlineThe poster car for the project is a 911 RSR that’s due to compete at Le Mans this coming weekend (June 15-16). It features a design by pop-art artist Richard Philips that combines three of his most popular works.

“We wanted to use the project in Le Mans to demonstrate what we can do in terms of automotive design and that there are no limits to the imagination with Second Skin,” said Florian Rothfuss, director of Porsche Digital.

“The greatest challenge was to apply a three-part image on a vehicle. We are also very happy with the result because the effect of the colours is unique.”

Video: World’s oldest Porsche could sell for £15 million

World's oldest Porsche

The Type 64 is the oldest surviving and, according to RM Sotheby’s, the ‘most historically significant’ Porsche in the world. Which means you’ll have to dig deep when it goes under the hammer in Monterey.

Ferdinand Porsche designed the Type 64 for the 1,500km Berlin to Rome race in September 1939. It was based on the KdF-Wagen – later known as the Beetle – and would be used to promote Germany’s new Autobahn system.

Three cars were commissioned, but just one Type 64 was completed before war was declared and the race was cancelled. The government turned its attention to the production of military vehicles, with the car becoming the property of the German labour front.

Genesis, chapter one

Porsche Type 64 chassis three

Undeterred, Ferdinand’s son Ferry built two more examples, one of which didn’t survive the war. Type 64 number three – the car headed to the Monterey sale in August – was completed in June 1940 using the chassis of the first car, which had been damaged following an accident with the MD of Volkswagen.

For a while, the Type 64 was used as a personal car by Ferdinand and Ferry, and was kept alongside the second Type 64 at the family estate in Zell-am-See. Ferry applied the company name to the bonnet and had the car registered in Austria.

In 1947, a young Pinin Farina was commissioned to restore the Type 64 ahead of its appearance alongside the Type 356 roadster on the roads around Innsbruck. 

Porsche Type 64 engine

The link to the 356 – and therefore the entire history of Porsche – is that the same group of engineers worked on both cars. This is the genesis of Porsche: the birth of an automotive icon.

Austrian privateer Otto Mathé purchased the car in 1949 and subsequently enjoyed a successful racing career throughout the 1950s. He must have loved it, because he kept hold of the Type 64 until his death in 1995.

Its next owner was Porsche historian and specialist Dr Thomas Gruber, who took the car to various racing events, including Goodwood.

Video: Porsche Type 64

‘Sit in the seat of Porsche’

Porsche Type 64 seat

Marcus Görig, car specialist at RM Sotheby’s, said: “Without the Type 64, there would be no Porsche 356, no 550, no 911.

“This is Porsche’s origin story, the car that birthed the company’s legend, and it offers collectors what is likely an unrepeatable opportunity to sit in the seat of Ferdinand and Ferry Porsche.

“With this car, the new owner will not only be invited to the first row of every Porsche event worldwide—they will be the first row!”

Porsche Type 64 auction

The 1939 Porsche Type 64 is the headline act at the RM Sotheby’s Monterey sale in August. It comes with spare parts, period images, historic documentation and the bragging rights associated with owning the most important Porsche in the world.

As for the price: you can bank on parting with at least $20 million (£15 million) for the honour of owning what Andy Prill, a marque specialist, has labelled “the most historically significant of all Porsche cars”.

Hump day: the story of the Porsche Speedster

Porsche Speedster history

Most iconic cars have a father (or mother) figure. An individual with the spark of an idea and the determination to see it through. In the case of the Porsche Speedster, that man was Max Hoffman.

The Austrian-born and New York-based car importer was responsible for the US introduction of countless European cars, not to mention the production of vehicles tailored to American audiences. One such car was the Porsche Speedster.

The Speedster story begins in 1950 when a Swiss journalist named Max Troesch showed Hoffman images of the first Porsche 356. He immediately ordered a pair, before travelling to the Paris Motor Show to meet Ferdinand Porsche.

Coming to America

Porsche Speedster

The pair shook hands on a deal to export 15 more cars to the US, with Hoffman becoming the factory’s unofficial man in America. In 1952, while dining at a New York restaurant, Hoffman convinced Ferry Porsche that his company needed a crest. Ferry grabbed a napkin and proceeded to draw a logo complete with stag horns and prancing horse from Stuttgart’s coat of arms. A brand identity was born.

Hoffman was a huge fan of the Porsche 356 and he used the car to compete in numerous events around the US, which did a great deal for the company’s image. “On the 1951 Mount Equinox Hillclimb, I drove a Porsche cabriolet over a course with two miles of snow at the end. I was so fast, Briggs Cunningham claimed my time was impossible and forced the organisers to make me drive it again,” Hoffman told Panorama magazine shortly before his death in 1981.

But Hoffman saw a need for a lightweight and inexpensive variant of the 356. Taking his cue from the 356 America Roadster, an exclusive sports car developed for the US market, Hoffman requested an inexpensive, stripped-back Porsche with a price tag of less than $3,000.

Porsche Speedster in America

The result was the Porsche 356 Speedster, and the beginning of a bloodline stretching to the current day. The Speedster combined the sheet steel body of the cabriolet with a raked windscreen, reduced equipment and a rain top. It sold for just $2,995 and was popular in the sunny states, particularly Southern California.

It won many admirers, including Hollywood icon James Dean, and further generations of the 356 Speedster were developed. The model reached its pinnacle with the 356 A 1500 GS Carrera GT Speedster: the first production Porsche to hit a top speed of 200km/h (124mph).

Lean or mean?

Production finished in 1958, and we’d have to wait three decades before the launch of a successor. It arrived in 1988 and was based on the 231hp 911 Carrera, featuring a wide ‘Turbo’ look. The removable windscreen was shortened and a manually operated rain top disappeared below a large plastic ‘bubble’ painted in the vehicle colour.

Porsche 911 Speedster G-Series

A leaner non-Turbo body was also available, but just 161 of these were built out of a total of 2,103 G-series Speedsters.

Both options were available on the 964 Carrera Speedster produced in 1992 and 1993, but while 930 units were ‘lean-bodied’, a mere 15 were built with the wider Turbo body. Highlights include a revamped roof mechanism for easier opening and closing, plus bucket seats from the Carrera RS painted in the vehicle colour.

Next up was one of the rarest Porsche cars ever built: the 993 Speedster. Just two were built: one for Ferdinand Alexander Porsche and the other for the US actor Jerry Seinfeld.

Porsche 911 Speedster

Porsche fans would have to wait a while before the arrival of the next Speedster, but it came in 2010 with the launch of the 997 variant. The traditional lower, more raked windscreen was present and correct, along with the evocative ‘double-bubble’ rear deck. Fittingly, just 356 units were produced.

One vision

All of which brings us back to the present day and the launch of the latest Porsche Speedster. Built to celebrate 70 years of Porsche – and to line the coffers in Stuttgart – it’s the last hurrah for the 991.2 generation 911 and a fitting tribute to the 50s original.

In many ways, it stays true to Hoffman’s vision, but there are a couple of key differences. While the Speedster for California dreamers was available to all, just 1,948 of these tribute acts are available (and they’ve all been snapped up).

Porsche 991 Speedster

Secondly, you can forget the ‘sub-3k’ price tag, because the 2019 Porsche 911 Speedster costs upwards of £211,599.

The alternative is to pick up an older model, although Speedsters don’t come cheap. At last year’s RM Sotheby’s Porsche 70th Anniversary Auction, a 1994 911 Speedster sold for $190,400 (£150,131), while a restoration-ready 356 A 1600 Super Speedster sold for $307,500 (£242,465).

Porsche 914 retro review: unloved sports car at 50

Porsche 914 review

The Porsche Boxster reinvigorated the company’s fortunes in 1996 and has gone on to be an unmitigated success. But, 27 years earlier, an entry-level Porsche with the same mid-engined template went on sale. To celebrate 50 years of the unloved sports car, we take a trip down memory in a 1974 Porsche 914.

The Porsche 914 was launched at the Frankfurt Motor Show in October 1969 and its flatly-styled roadster body, twin luggage compartments and removable targa roof panel were a world away from the curvy 911 coupe.

Born of a Volkswagen/Porsche joint project to serve the needs of both companies, the 914 was built by Karmann and fitted with a range of Volkswagen-derived air-cooled four-cylinder engines and Porsche-engineered six-cylinder units.

While seen by many as a failure, the baby Porsche was in production from 1969-1976 and was considered a sales success, with 118,962 examples of the two-seater made. Rare in the UK, over 80 percent of 914s ended up in America.

What are its rivals?

Retro Road Test: Porsche 914

The 914 was one of the first small sports cars to embrace the mid-engined idea. The little Porsche’s most notable competition was the Fiat X1/9 (pictured above) which shared the German car’s mid-engined layout and flat nose, but added a Triumph TR7-like wedge silhouette.

The Matra 530 pre-dated the Porsche and was another small two-seater which used the same configuration, while other competition included the front-engined, rear-wheel drive Fiat 124 Coupe/Spider as well as the Datsun 240Z and Opel GT. The MGC and Triumph TR6 meanwhile had the six-cylinder 914/6 in their sights.

What engine does it use?

Retro Road Test: Porsche 914

Are you sitting down? If not, take a pew: we could be here a while. During the 914’s short six-year life, there were a bewildering 10 engine options. Early four-cylinder 914/4s borrowed an 80bhp fuel-injected 1679cc flat-four engine from the unloved Volkswagen Type 4/411 saloon, while the ‘proper Porsche’ 914/6 used a carburettor-fed six-cylinder 110bhp unit from the 1969 model year 911T.

Poor sales saw the 914/6 discontinued for the 1973 model year, replaced by a 2.0-litre four-cylinder unit with a similar output. Two years later the 1.7 was replaced by a 1.8, and various tweaks to the four-cylinder units to comply with tough U.S. emission laws resulted in a range of units with much-reduced power.

What’s it like to drive?

Retro Road Test: Porsche 914

Most 914s weigh around 900kg, so expect adequate rather than blistering performance from a standard car. Early four-pot cars did the 0-60mph dash in around 13 seconds, while the six-cylinder 914/6 knocked three seconds off that. Performance isn’t at the top of the 914’s agenda, though. On a sunny day, with the roof stowed away in the boot, outrageous speed doesn’t matter when you’re bowling down leafy-lined country lanes.

When it was new, the 914 earned itself a reputation for being an arguably better-handling car than the contemporary 911 due to its mid-engined layout. Sit in the snug seat, grab the small steering wheel (all 914s were left-hand drive only) and revel in the little Porsche’s nimble control as you dart from corner to corner on relatively skinny 4.5/5.5-inch-wide 15-inch wheels.

Long footwells thanks to the car’s clever packaging mean short and long bodies shouldn’t have much trouble getting comfortable, and while the five-speed gearbox isn’t the most positive (sorted in 1973 with a side-shifting linkage), it just about does the job. Just inches away from your ears, the flat engine throbs behind you in a similar way to a Volkswagen Beetle’s.

Reliability and running costs

Retro Road Test: Porsche 914

Just like the Volkswagen Polo featured in a previous Retro Road Test, the 914 has long lived in the shadow of more illustrious and famous siblings. Even more less well-known than other entry-level 1970s and 1980s Porsches such as the 924 and 944, the 914’s popularity is increasing.

Forty-five years since its birth and as values rise, it is now being seen as a classic in the making and even a member of the ‘proper Porsche’ club. Lots more replacement panels and parts are now available and there are a healthy number of Porsche specialists who actually know what the car is.

Could I drive it every day?

Porsche 914 at 50

The 914’s small footprint and practical body with its pair of luggage areas can make it a everyday proposition. We know of one enthusiast who does just that and uses a later, more scruffy car (from a fleet of 10!) to bumble around in on a daily basis, keeping his concours condition car stored away.

The intense driving experience – given in part by that engine noise emanating from just behind your seat – steering wheel on the wrong side and sometimes recalcitrant gearbox might be too much for some. Unless the car has been seriously rust-proofed, we’d probably recommend occasional use only.

How much should I pay?

Retro Road Test: Porsche 914

As befits their more popular and desirable status, range-topping 2.0-litre 914s are more expensive than their 1.7 and 1.8-litre siblings. Project four-cylinder cars can start at around £4,000 for a non-runner, rising to £8,500 for one which needs some spucing up. Tidier cars can command tickets of around £12,000, while restored models can fetch £15,000-£25,000.

The six-cylinder 914/6 is a rare thing and you should be prepared to pay upwards of restored four-cylinder car prices – we’ve heard of genuine matching number cars going for anything from £40,000. Always buy on condition, rather than specification.

What should I look out for?

Retro Road Test: Porsche 914

As with all classic cars, rust is one of the major enemies of the 914. Check the labels for corrosion and damage, as well as misaligned doors which can point to more serious accident-related issues. Door handles can be fragile, too.

The battery tray can be a big 914 issue as rust can creep towards the rear suspension mountings and, along with corroded suspension turrets, can cause the car to collapse on its wheels. Check too for correct fit and alignment of the removable glassfibre targa roof panel – a non-sung fit can mean sagging sills.

Body seals can also go, especially on U.S. cars which have spent their lives in a hot climate. Replacement sets cost around £1,000. Similarly, sun-exposed dash tops can crack. Engines usually suffer few major problems, but where fitted, original fuel injection is much more preferable to carburettors.

With the earliest cars now 50 years old, fuel lines will need checking for leaks if they appear to not have been replaced in the past. Four-cylinder cars should have chassis numbers starting with ‘47’ (for Volkswagen Type 47), while genuine six-cylinder models will be known by their Porsche-derived ‘914’-led identifiers.

Should I buy one?

Retro Road Test: Porsche 914

If one of a wide range of 1970s motoring oddballs tickles your fancy or you want a rare piece of Porsche history, then yes. Bold colours, striking looks, a practical and roomy body, and rarity value – when was the last time you saw one? – make the 914 genuinely appealing.

Those largely reliable Volkswagen-engineered and Porsche engines mean parts can be easily sourced, with around 1,700 now available. An eager online network of 914 owners and forums will lend enthusiastic support should you have a problem.

Pub facts

Retro Road Test: Porsche 914

The Porsche 914 was badged ‘VW-Porsche’ in Europe and most other major markets thanks to its shared parentage, but only appeared with a Porsche badge in the U.S., removing all traces of the Volkswagen connection.

Eight Porsche 916 prototypes fitted with the engine from the 1973 911 Carrera RS were built for a suggested limited production run – before Porsche pulled the plug – while an even more powerful pair of near-300bhp eight-cylinder 914/8s were also made: a Blood Orange one for Ferdinand Piech and a silver car for ‘Ferdinand ‘Ferry’ Porsche.

Porsche 917 meets Concorde – Golden jubilee of speed

917 Concorde

The Porsche 917 and Concorde are two titans of speed that share a 50th birthday this year. It’s a significant anniversary and in no small part, a great excuse for a gratuitously artsy photo shoot featuring both.

Porsche 917 chassis 001

Porsche 917 Concorde

We’ll start in our comfort zone, on four wheels. The particular 917 in the photos (thanks for reading this instead of continuously gawping – we wouldn’t blame you) is chassis 001. Yes, the first of the epic Le Mans-winning racers to be built. Some of the pigs were pink, some of them are timeless winners of the greatest race devised by man.

This one was the unloved pig. It just didn’t work, with poor handling that ‘scared’ those that tested it. It led to the development of the 917K ‘Kurzheck’ or short-tail. It featured a docked rear end for better handling and stability at speed.

Porsche Concorde

Being chassis 001, it was the car that introduced the 917 to the world at the 1969 Geneva Motor Show and is, as it was then, complete with a green and white livery and the black ‘917’ emblazoned across it.

The 917, with its sonorous flat-12 engine, became one of the fastest cars ever to race at Le Mans, reaching peak speeds of over 240mph down the Mulsanne straight. This, just a few years after the GT40 ‘just’ cracking 200mph was considered significant. The 917 was and still is, an otherworldly beast.


Porsche 917 Concorde

Much like the be-winged machine that lauds over 917 chassis 001 in this photo shoot. Concorde is as much one of the most beautiful pieces of aeronautical engineering ever devised as it is a mind-scrambling collection of numbers.

Especially when you consider that the first British Concorde took to the skies just a day over 50 years ago (on 9 April 1969). Concorde achieved a world record for the shortest time of flight between New York and London, at two hours and 52 minutes. That is comfortably half the time it would take today in a modern Airbus A380 or Boeing 747.

Needless to say, it’s the fastest passenger aircraft ever created, topping out officially at 1,353mph. Today, you’ll be lucky to crack half that if you’re running with the Jet Stream.

Attwood meets Orchard – the ultimate high-speed helmsmen

Porsche 917 Concorde

It’d be fascinating to listen to the pilots of these incredible machines sit down and chat. Luckily, Porsche is quite good at organising such things.

Here are some comments from Richard Attwood and Tim Orchard. Each took their respective steeds to their greatest achievements. The former brought home Porsche its first Le Mans victory in 1970 in a 917k. The latter took the Concorde to that incredible New York record flight time.

Porsche Concorde

“It was fascinating to be shown the 917, which was very much a car of Concorde’s era and I think developed with the same devotion and focus,” said Orchard.

“The Porsche and Concorde are kindred spirits, both created with enormous care by a small team of passionate people – yet capable of performance that was unheard of before they arrived.”

“The 917 and Concorde seem so pure and simple from the outside, but both mask an array of engineering ingenuity that is still extremely impressive by today’s standards,” said Attwood.

“I would like to thank Tim for his time and patience in showing me around – I so enjoyed reminiscing about what it was like in the late 1960s and early 1970s and our belief that we could achieve just about anything if we put our minds to it.”

We hear you, Richard. Some of us will have seen and heard some 917s in action at Goodwood last weekend. It’s been a long time, however, since a Concorde has taken to the skies.

Maybe on their 60th they can share runway space. We can only cross our fingers…

Porsche has reduced CO2 emissions by 75 percent since 2014

Porsche CO2 reduction

Porsche is cleaning up its act, cutting its CO2 pollution as a company. A 75 percent reduction has been achieved per car produced since 2014.

For reference, that’s a reduction from 104,742 tonnes in 2014, to 45,555 tonnes in 2018. That’s a total of 59,187 tonnes, despite an 82 percent increase in production.

While Porsche produced 101,449 cars in 2014, it very nearly doubled that with 184,791 in 2018. In terms of CO2 per vehicle produced, it was over a tonne in 2014. Now, it’s less than a quarter of a tonne.

How has Porsche decreased its CO2 emissions so significantly? Solar energy, as well as other TUV-certified sources, have all contributed. Operation-wide upgrades have also helped reduce consumption. Something as simple as using LED bulbs across the board, as opposed to conventional lighting, makes a big difference.

Porsche ride-sharing

Speaking of little things make a difference, Porsche encourages its employees to ride share with its TwoGo ride-sharing app. There’s also a ‘job ticket’ subsidised public transport offer.

Other impressive stats include a 30 percent drop in energy consumption per vehicle produced, a near-20 percent drop in water consumption and a 33 percent reduction in use of solvents.

Taycan factory cleans the air

Porsche CO2 reduction

The Taycan electric car, for which 20,000 people have already registered their interest, goes into production in autumn of this year. Not only will this process be carbon-neutral from start to finish, but the factory itself cleans the air around it.

This is due to the new surface technology that’s been implemented, which absorbs nitrogen oxide, otherwise known as NOx. The 126 square-metre covering will supposedly do the work of 10 trees in cleaning the air.

The ‘zero impact factory’ dream

Porsche CO2 reduction

Porsche envisions production facilities in the future that have zero impact on the environment.

“Sustainability is the sum of many individual elements,” said Albrecht Reimold, member of the board for production and logistics.

“Our objective is not only to achieve CO2-neutral production of the fully electric Taycan but also, looking to the future, to avoid any ecological footprint.”

Porsche Cayenne Coupe

Porsche Cayenne Coupe revealed: the acceptable alternative to a BMW X6

Porsche Cayenne CoupeThe Porsche Cayenne Coupe is another addition to the burgeoning coupe-SUV sector. It aims to be more focused than a Mercedes-AMG GLE Coupe and less visually offensive than a BMW X6. It is on sale in the UK now, with prices starting from £62,129.

Derived from the third-generation Cayenne five-door, the Cayenne Coupe keeps the same rear doors but grafts on an entirely new rear section. It is more curvaceous and, with the roofline falling away towards the rear, “more dynamic,” said Porsche styling VP Michael Mauer.

Porsche Cayenne Coupe

The looks “position it as the most sporting-looking model in the market segment,” he explained.

Overall, it is 20mm lower, and both the windscreen and A-pillar are shallower than a normal Cayenne five-door. This is a comprehensive, no-expense-spared restyling job.

Porsche Cayenne Coupe

Rear doors are redesigned to blend in with both the roofline and rear wheelarches. The latter have swollen by 18mm, giving the car a much more muscular stance.

There’s a visual trick here, too: the rear number plate has been moved down into the rear bumper, making it seem lower to the ground.

Porsche Cayenne Coupe

The Cayenne Coupe also has not one, but two rear spoilers. A fixed roof spoiler sits above a new adaptive spoiler positioned on the leading edge of the bootlid.

It equips the car with active aerodynamics – or, in Porsche parlance, Porsche Active Aerodynamics: PAA.

Porsche Cayenne Coupe

As on 911 coupes, the spoiler extends at speed, stretching out an ample 135mm at speeds of 56mph and above, reducing rear-end lift without affecting fuel consumption at slower speeds. We assume there’s an override button for inner city posing.

There are two choices of roof as well: a 2.16 square metre panoramic fixed glass roof or optional contoured carbon fibre as pictured here. Yes, you have seen it before: it’s like the one on the 911 GT3 RS.

Porsche Cayenne Coupe

The carbon roof comes as part of a series of three ‘lightweight sports packages’.

These also throw in lightweight 22-inch GT Design alloys, carbon and Alcantara interior styling, plus retro-style seat centres in classic checked fabric.

Porsche Cayenne Coupe

Porsche says the Cayenne Coupe is a four-seater, with chunky sports seats in the front and bucket-style seats in the rear.

Passengers sit 30mm lower in the back, so there’s still ample headroom despite the plunging roof.

Porsche Cayenne Coupe

Behind is a 625-litre boot, which expands to 1,540 litres with the rear seats folded.

Porsche Cayenne Coupe

Engines? Pick from a 340 horsepower 3.0-litre V6 turbo in the base Cayenne Coupe, or a 550hp 4.0-litre twin-turbo V8 in the Cayenne Turbo Coupe.

The base car does 0-62mph in 6.0 seconds, or 5.9 seconds if you go for one of the lightweight packages (yes – it really does have an effect). Top speed is 150mph, CO2 emissions are 212-215g/km and fuel economy is 22.2-23.9mpg.

Porsche Cayenne Coupe

The Cayenne Turbo Coupe does 0-62mph in just 3.9 seconds, will blastto 177mph, chews through fuel at a rate of 20.2-20.8mpg, and emits 258-261g/km CO2 (all WLTP figures).

Porsche is taking orders for the new Cayenne Coupe now, with first deliveries expected at the end of May. The V6 is priced at £62,129, with the Cayenne Turbo Coupe marking quite a jump to £104,729.

Naturally, both are well equipped: 20-inch alloys, front and rear Park Assist, reversing camera, Porsche Active Suspension Management (PASM) and the Sport Chrono Package are all standard. And you can, of course, spend much, much more once you hit the options list…

Porsche restarts production of 911 GT2 RS after delivery boat sinks

Porsche GT2 RS sink Mexico

As reported on Carscoops, Porsche is due to restart production of the now-defunct 991 GT2 RS. The reason? A boat loaded with cars due for Mexican customers has sunk. As such, Porsche has some cars it needs to replace…

Production of the GT2 RS actually finished in February. Nevertheless, Porsche obligated to deliver cars to customers that have lost theirs to the Mexican depths. Luckily, none were due to find their way to the new Porsche ‘cathedral’ in Palm Springs.

The ship, named Grand America, sank off the coast of France earlier in March 2019 after a fire on one of the containers. It wasn’t just precious 911s that were lost, either. Reportedly, the boat was loaded with as many as 2,000 cars, including Audi A3, A5, Q7, RS4 and RS5 models.

Porsche GT2 RS sink Mexico

Porsche never actually confirmed that its cars were lost on this same ship, but Carscoops was tipped with a letter of apology from the marque to a prospective customer. A rough translation opens as follows: “We are sorry to inform you that, due to a fire, a Grimaldi group ship that was transporting your vehicle sank on March 12, 2019. For that reason, your GT2 RS cannot be delivered”.

The letter goes on to profess that ordinarily, resuming production wouldn’t be on Porsche’s to-do list. However, due to the special nature of the car and the loyalty required by Porsche from a customer in order for them to get their hands on one, they’re firing up production again.

Porsche dealerships get brand-new prototype look

Amazing Porsche ‘cathedral’ opens in Palm Springs, California

Porsche dealerships get brand-new prototype look

Porsche has revealed a new prototype, but this time it isn’t teasing spy photos of the forthcoming Taycan electric car.

Instead, the German manufacturer has held a grand opening for its new dealership in Palm Springs, California. It matters because the design sets the scene for how Porsche may want future dealerships to look.

It also moves beyond simply selling cars, towards the idea of bringing enthusiasts together to pay homage to everything Porsche.

Preaching to the converted

Porsche dealerships get brand-new prototype lookFor some, Porsche ownership is already almost akin to a religion, so it maybe shouldn’t be too much of a surprise that the new Palm Springs dealership almost resembles a cathedral.

The giant windows, the elevated roof, and the dramatic illuminated frontage all aim to pull in the faithful.

California is the leading market in the United States for Porsche purchasing, meaning the choice of Palm Springs was a natural one to test the reaction. Two more dealerships will follow, with Dortmund, Germany and Hangzhou, China further refining the approach seen here.

Welcome to ‘Destination Porsche’

Porsche dealerships get brand-new prototype lookTaking into account the range of cars Porsche now sells, along with the fervent interest in the brand’s back catalogue, Porsche Palm Springs attempts to incorporate everything under one glass roof.

Alongside new and pre-owned cars is an area dedicated to classic models, while the dealership also features a ‘Porscheplatz’ meeting space, aimed at groups of enthusiasts.

A total of 13 media screens are packed into the building, with two of them measuring an impressive 16×9-feet in size. Touchscreens will also form part of the configuration process, with a dedicated ‘Fitting Lounge’ to help buyers choose paint and interior options.

Porsche is number one in luxury experience

Porsche dealerships get brand-new prototype lookAll the work put into the new Palm Springs dealership is set to build on Porsche’s latest success.

The company has won first place in the 2019 JD Power Customer Satisfaction Index, improving on the second place it achieved in 2018.

Measuring the experience of customers with vehicles aged between one and three years old, the survey includes elements such as service quality, facilities and vehicle pick-up.

New dealerships will be just one of the strategies Porsche employs to connect with customers. The brand also has plans on more pop-up stores, along with ‘Porsche Studios’ created within urban locations.