PORSCHE AT 70 PT8
Our favourite car maker has been building our favourite cars for 70 years. This month we look at 2010 to the present day, plus a gaze into the future
And so the final countdown. After a brief dip following the global financial crisis, Porsche’s progress from2010 to the present day reads like a tale of unmitigated, Tarmac-trampling triumph. Sales have shot up to over 250,000 units a year, profits now exceed four billion euros annually and Porsche has once again conquered Lemans. In the background, however, a revolution has been brewing. Now a member of the vast Vwgroup, Porsche hasn’t entirely avoided collateral damage fromthe socalled Dieselgate scandal, while ever-tightening emissions rules pose an existential threat to what is explicitly a performance-orientated brand. But as we look to the next decade and beyond, the future for Porsche looks quite literally electrifying 2010
The 987 Boxster Spyder goes on sale in February. At 1275kg, the back-to-basics model is the lightest Boxster and indeed the lightest road-legal Porsche since the 2.5litre 986 original in 1996. Modifications include a new rear deck, a unique front bumper and an ultra-light manual soft top that limits the car’s top speed to 125mph when raised. The Spyder also gets bespoke ultra-light 19-inch wheels and an extra 10 horses from its 3.4-litre DFI flat six for a grand total of 320hp.
At the Geneva motor show in March, Porsche wheels out the stunning 918 Spyder concept. A harbinger of things to come regarding Porsche’s plans for electrification, the petrol-electric hybrid concept is fitted with a combination of the then American Le Mans Series RS Spyder’s 3.4-litre V8 and a lithium-powered electrical assist system incorporating three motors. The concept is claimed to be odds on for a Nürburgring lap of seven and a half minutes, a target the eventual production version would duly obliterate.
The other major Geneva debutant is the second generation Cayenne. Perhaps the most significant model in the range is the new Cayenne S Hybrid, Porsche’s very first mass-produced hybrid vehicle. By today’s standards, it’s a markedly mild hybrid with a supercharged 333hp petrol V6, a 47hp electric motor and a pureelectric range of around three miles at speeds of up to 37mph. Notable also is the nickel-metal hydride battery chemistry, where lithium-ion is now the norm, and the absence of plug-in charging support.
In July, Matthias Müller is announced as the new Chief Executive Officer of Porsche AG. His appointment marks not only the end of a turbulent era of management machinations in the lead up to and aftermath of Wendelin Wiedeking’s departure as CEO in July 2009, but also the beginning of arguably the most successful period in Porsche’s entire history. In 2010, Porsche would sell just under 100,000 cars. Just seven years later in 2017, two and a half times as many Porsches will be delivered to customers.
Porsche reveals the Boxster Spyder’s sister car in November at the LA Auto
Show. The 987 Cayman R treads a similarly minimalist path. Power is up marginally to 330hp, weight down to 1295kg thanks to several features including aluminium door skins borrowed from the 911 GT3. Like the Spyder, the Cayman R runs on lightweight 19-inch wheels and passive sport suspension that lowers the car 20mm compared to the standard model and by 10mm versus Pasm-equipped 987 Caymans.
2011
Deliveries of the Type-997 911 Carrera GTS begin. Most of what the GTS offers – the engine Powerkit that raises the output of the Carrera S’s 3.8-litre flat six to 408hp, the widebody styling, the Sportdesign front bumper – was available from the standard 911 Carrera range of the time. But not quite as a package in a single car. Notably, the GTS is the first rear-wheel drive 997 Carrera model available in widebody format. The GTS’S 19-inch centre-lock wheels are also a novel item for a member of the Carrera range. The GTS instantly becomes the sweetspot of the 911 range for many and the archetypal greaterthan-the-sum-of-its-parts package.
Porsche kisses goodbye to the fabled ‘Mezger’ engine in April with the 997 GT3 RS 4.0-litre swansong. The car’s naturally aspirated flat-six hits the magical 500hp mark, a significant factor in achieving a claimed seven minute and 27 second lap at the famous Nürburgring-nordschleife.
In May, Porsche shows off a pair of ‘Boxster E’ prototypes at the Michelin Challenge Bibendum sustainable transport summit at Berlin’s Tempelhof airport. The specifications of this pure-electric lithiumphosphate powered Porsche look pretty pedestrian by current standards. Power output is 240hp and the car’s top speed is limited to just 124mph, while the modest 29kwh battery pack enables a range of just 107 miles. Never under serious consideration for series production, the Boxster E hints at a shift in strategy taking place at Porsche’s Zuffenhausen headquarters.
The Frankfurt motor show in September is the launch venue for the new Type-991 911. And new the 991 most certainly is, benefiting from just the third redesigned platform in the 911’s then near50-year history. Inevitably, the 991 grows in size. But thanks to extensive use of aluminium in what Porsche describes as a mixed-metal architecture, the new car is actually 40kg lighter than its 997 predecessor, enabling Porsche to actually downsize the base Carrera’s engine from 3.6-litres to 3.4-litres. Power, however, is up to 350hp, ensuring even the lowliest 911 is good for 180mph and the sprint to 62mph in just 4.8 seconds. The Carrera S, meanwhile, gets fully 400hp from its 3.8-litre flat six. Despite rumours to the contrary, a manual gearbox option is retained, but it’s now based on the PDK automated transmission and offers seven forward gears. A further major change is the 991’s huge 100mm wheelbase stretch compared to the 997, representing yet another effort to mitigate the 911’s rearward weight bias. For purists and traditionalists, the biggest change of all is the adoption of electric rather than hydraulic assist for the 991’s steering.
2012
With the Geneva show in March comes the all-new 981 Boxster. Built on the same mixed-metal platform as the latest Type-991 911, the 981 shares many of the same features including the controversial electric-assist steering and both lower kerb weight and a longer wheelbase compared to its immediate predecessor. The base Boxster shrinks from 2.9-litres to 2.7-litres but gains direct fuel injection. Power rises 10hp to 265hp. The 3.4-litre S model, meanwhile, is up just five horsepower to 325hp. As before, both manual and PDK options are offered. However, the 981 retains the previous model’s crisp-shifting six-speed manual transmission rather than adopting the Pdk-derived seven speeder from the 991. The second-generation Porsche Cayenne GTS and Turbo S are also announced, the former with a naturally aspirated 420hp V8, the latter cranking out a bombastic 550hp.
The automotive saga that is Porsche versus VW finally resolves in July as VW announces its purchase of the remaining half of Porsche for €4.5 billion. Former Porsche boss Wendelin Wiedeking’s masterplan in which it was Porsche that would snap up VW is thus officially dead. Porsche, in turn, joins a huge stable of 12 brands, including Audi, Bentley and Bugatti. For Porsche, it marks the beginning of a new era as a sub-brand, albeit with special
status as the brightest, most profitable jewel in VW’S crown.
At the Paris show in September, Porsche shows off the Panamera Sport Turismo concept. Not only does the show car preview the styling of the future secondgeneration production Panamera, it also sets the tone for Porsche’s styling for the next decade, including signature features like four-point headlights and full-width rear light bars.
In November Porsche rolls out the new Type-981 Cayman. Sister car to the 981 Boxster, the Cayman retains its power and price premiums over the Boxster, but the gap is narrower than ever. At £48,783, the new Cayman S is just £1400 more expensive than the equivalent Boxster. Like the 981 Boxster and indeed 991 911, the new Cayman benefits from extensive aluminium in its bodshell, contributing to a 44kg reduction in overall mass. Combined with marginal power increases (up to 275hp for the 2.7-litre base model and 325hp for the 3.4-litre S), the new model offers marginally better performance.
2013
The final production version of the 918 Spyder is announced in May. A total clean-sheet design built around a bespoke carbon-fibre tub, the 918 reinvents the supercar as hybrid hypercar. The combined petrol V8 and electric motor delivers a total system power of 887hp. 608hp of that is delivered at a screaming 8750rpm by the 918’s 4.6-litre naturally aspirated V8 engine. Porsche claims 62mph in just 2.6 seconds despite the 918’s relatively portly 1674kg kerbweight and a top speed of 214mph. That’s combined with an other-worldly 91.1mpg on the combined cycle, achieved thanks to the 918’s 6.8kwh lithium battery pack. In September, a 918 fitted with the optional 'Weissach Package' sets an astonishing six minutes and 57 seconds lap time at the Nürburgring.
Porsche unleashes the new 911 Turbo and Turbo S models in May. Based on the latest 991 platform with its advanced mixed-metal construction, technical highlights include a new four-wheel drive system, active rear-axle steering, anti-roll control, adaptive aerodynamics and fullLED headlights. As for power, the regular 911 Turbo now cranks out 520hp while the Turbo S is good for 560hp. That latter figure is enough to propel the S to 62mph in 3.1 seconds and on to 198mph. Both models are available exclusively with Porsche’s seven-speed PDK transmission.
November and the LA show is the chosen spot to debut the new Macan midsized SUV. Based on a platform shared with the Audi Q5, Porsche converted its Leipzig facility into a fully fledged production unit for the Macan in what was then the company’s largest ever construction project and its biggest single capital investment. The Macan is central to Porsche’s plan to hit 200,000 unit sales by 2018, a target it would eventually more than meet. At launch, Porsche offers two petrol and one diesel model. The Macan S cranks out 340hp from its turbo V6, while the Macan Turbo ups the ante to 3.6-litres and 400hp. The Macan S Diesel, meanwhile, is good for 258hp and 46.3mpg. The Macan is an immediate smash hit and becomes Porsche’s top-selling model in its first full year on sale.
Porsche celebrates 50 years of the Porsche 911 with a special anniversary model, the ‘50 Years Edition’. Based on the Type-991 Carrera S, production is limited to 1963 units, thus commemorating the birth year of Porsche’s most iconic model. Along with period features including houndstooth seat inserts and five-spoke ‘Fuchs’ style alloys, the 50 Years Edition combines rear-wheel drive with a widebody shell, a hitherto unique configuration for the 991 range.
2014
The Detroit show in January sees Porsche reinvent the 911 Targa. The new 991-based model resurrects the classic Targa ‘hoop’ but with a modern twist. The pop-out roof panel is now automated and stows via a complex and spectacular display of electro-mechanical gymnastics. The Targa is only offered in widebody Carrera 4 and Carrera 4S formats. It will later also make the jump to GTS spec.
Customers around the world take delivery of Porsche’s new 911 GT3. The latest special from the GT department is a techfest with rear-wheel steer and electricassist steering. But two items mark this GT3 out as a major inflection point. For starters, it’s the first GT3 to eschew the hallowed ‘Mezger’ engine in favour of a new 3.8-litre flat six derived from Porsche’s modern MA1 engine architecture. Good for fully 475hp, it revs to 9000rpm and develops a giddy 125hp per litre. As if that wasn’t enough, this Type-991.1 GT3 is only made available with Porsche’s paddle-shift PDK gearbox. No manual option is offered.
In March, Porsche reveals the 981 Boxster and Cayman GTS. It’s the first time Porsche’s mid-engine twins have been given the GTS treatment. Highlights include a more aggressive front bumper, Alcantara interior highlights, and a small uptick in power. For the GTS, Porsche maintains the Cayman’s slight power advantage, with 340hp to the Boxster’s 330hp.
The 919 Hybrid makes its competition debut at the Six Hours of Silverstone in April, both qualifying and finishing third. The most complex racing car in Porsche’s
history and purpose built to dominate at Le Mans, Porsche describes the 919 as its “fastest ever research laboratory”. The LMP1 Class racer runs a turbocharged 2.0litre V4 petrol engine along with lithium-ion hybrid power and an advanced energy recovery system.
Also in April, Porsche wheels out a major facelift for the second-generation Cayenne SUV. From the get go, a wide range of engine options are available, tipped by the monstrous 520hp Cayenne Turbo. But again, it’s the Hybrid model that makes the greatest claim to innovation thanks to its status as the world’s first plugin SUV. A significantly larger 10.9kwh battery pack, now based on the latest lithium-ion chemistry, enables a total system power of 416hp and a pure-electric range of over 20 miles.
At the LA show in November, Porsche drops a slew of new models. The star is the 911 Carrera GTS. With 430hp from its Powerkitted 3.8-litre flat six, the GTS is within spitting distance of the GT3’S output from the previous 997 generation. The usual recipe of widebody styling, Alcantara accoutrements and centre-lock wheels applies. PDK and manual gearboxes are likewise on the menu, the latter getting a revised shift mechanism that largely puts to bed criticisms of the ‘disconnected’ feel offered by the Type-991 911’s Pdk-derived sevenspeed manual gearbox. The latest Cayenne also gets Gts-ified to the tune of 440hp.
The Geneva show in March has the rare honour of hosting the debut of not one but two new GT cars from Porsche. The new 911 GT3 RS is a predictable if spectacular development of the latest Type991 GT3. The RS ups the ante to fully 4.0litres and 500hp. Porsche claims the car is fully nine seconds faster than the mighty Carrera GT supercar around the Nürburgring. And then there’s the Cayman GT4. With a 385hp 3.8-litre motor taken from the 911 Carrera S, it’s the first time Porsche has allowed its entry-level midengine sports car to outperform the base 911 Carrera. Intriguingly, the GT4 is only available with a manual gearbox, indicating a change in attitude towards transmission options within the GT department.
As April rolls around, Porsche has yet another low-volume special for purists. It’s the new 981 Boxster Spyder. Its shares its 3.8-litre flat-six and manual-only transmission configuration with the Cayman GT4, albeit downtuned 10hp to 375hp, but not the GT4’S Gt3-derived chassis. The new Spyder’s lightweight manual roof is slightly less fiddly than that of the original 987 Boxster Spyder and no longer limits the car’s top speed when raised.
In June, Porsche’s investment in the 919 Hybrid race programme pays dividends. And then some. Exactly 45 years after Porsche’s first victory at the 24 Hours of Le Mans, the 919 scores a historic onetwo finish in the greatest endurance race of them all. Earl Bamber (NZ), Nico Hülkenberg (GER) and Nick Tandy (GB) take the top step of the podium, while Timo Bernhard (GER), Brendon Hartley (NZ) and former F1 ace Mark Webber (AUS) follow just one lap behind.
At the Frankfurt show in September Porsche drops a pair of bombshells. The first is the refreshed Type-991.2 911. The big news is the shift to a downsized 3.0-litre biturbo flat six producing 370hp in the base Carrera and 420hp in the Carrera S. The era of the naturally aspirated 911 Carrera is over. The car is also the first standard Carrera to be offered with active rear-wheel steer and offers tweaked styling and a revised PCM infotainment system. Porsche also reveals its intention to electrify its future in the form of the Mission E concept car. The Porsche pitches Mission E at a Tesla-baiting 600hp. Its 800-volt charging system allows Mission E to recharge to 80 per cent capacity in just 15 minutes.
With Matthias Müller promoted to head up the entire VW Group following the fall from grace of VW’S Martin Winterkorn in the wake of the Dieselgate emissions scandal, Oliver Blume is appointed new Porsche CEO in October. Blume cut his teeth as a trainee at Audi before working his way through the VW Group, including stints at the Seat and VW brands before joining Porsche in 2013.
In November, Porsche breaks the 200,000 barrier for sales in a single year for the first time, marking a massive 24 per cent increase on the same period in 2014 and therefore hitting a target Porsche had originally intended for 2018. The Macan SUV and explosive sales in China are the major factors behind Porsche’s sales success.
Early 2016 and deliveries of the latest 911 Turbo and Turbo S models begin. Based on the facelifted 991 model, Porsche increases output to 540hp and 580hp respectively. The improvements come courtesy of tweaks including higher fuel pressure, new turbochargers and larger compressors. The Turbo S is now good for 62mph in just 2.9 seconds and can hit 205mph all out.
Geneva in March again and this time it’s the turn of the new 718 Boxster. Though technically a facelift of the outgoing 981 Boxster, the new 718 marks a radical departure. Not only does it adopt forced induction, it swaps the 911-derived flat-six motor for a flat four. With 300hp for the base model and 350hp for the 718 Boxster S, there’s no doubting the new model’s
performance credentials, however. Along with the engine overhaul, the 718 adopts smooth curves, replacing some of the 981’s harder edges. Later in the year the 718 Cayman appears and – shock and horror – it’s priced lower than the droptop Boxster for the first time and offers identical power outputs.
The other star of the Geneva show is the hideously desirable 911 R. Inspired by the 1967 original, the new R combines a wingless, narrow-body shell and various weight saving measures with the GT3 RS’S 500hp 4.0-litre motor and, portentously, a manual gearbox. Production is limited to just 991 units. With the collector car market booming, the model commands huge premiums the moment customers receive their cars.
Wolfgang Hatz, Porsche’s R&D chief and a leading figure in the development of both the 918 Spyder and the 919 Le Mans winner, becomes a major casualty of the VW Dieselgate scandal and resigns. Hatz had been on leave since September 2015 as a consequence of his former role as head of VW’S powertrain division during the period the company was fitting its so-called emissions defeat devices. A little over a year later, Hatz would be arrested by the German authorities in relation to Dieselgate. He eventually spends over six months in detention.
It’s two years on the trot for Porsche at the 24 Hours of Le Mans. Porsche snatches its 18th Le Mans victory from the jaws of defeat in dramatic style as the leading Toyota breaks down on the penultimate lap. Drivers Romain Dumas (FR), Neel Jani (CH) and Marc Lieb (DE) thus give the 919 Hybrid its second overall victory at Le Mans out of just three attempts.
Shortly after conquering Le Mans, Porsche unleashes the all-new second generation Panamera saloon. Aside from a styling overhaul that receives near universal praise, the new Panamera is notable for its all-encompassing technological upgrades. Inside, the so-called Porsche Advanced Cockpit concept includes a new high-def display showcasing a major overhaul to Porsche’s PCM infotainment interface and capacitive touch-sensitive controls on the centre console. Initially, the 550hp Turbo is the most powerful car in the range.
January and Porsche gives the new turbocharged 911 Carrera the GTS treatment. The net result is 450hp and the ability to sprint to 62mph in just 3.6 seconds. Porsche makes the GTS available in coupe, cabriolet and Targa bodies, and rear- and all-wheel drive chassis.
At the Geneva show in March, the star is the new 4.0-litre 911 GT3. While 500hp and a stratospheric 9000rpm rev limit are impressive enough, the return of the manual gearbox to Porsche’s ultimate driver’s car is arguably just as significant. Later in the year, Porsche adds the stealthy, wingless GT3 Touring to the range, aping the style of the limited-production 911 R from the previous year. Porsche also debuts the all-new third-gen Cayenne SUV in Geneva. Stylistically the new model is conservative. Inside and under the skin, it’s more radical, including the Porsche Advanced Cockpit implementation borrowed from the Panamera and a rear-wheel-steer inspired by the 911.
In May the one millionth 911 rolls off the production line in Zuffenhausen. It’s a Carrera S coupe with the optional 450hp Powerkit in Irish Green, a colour chosen to resonate with the 1963 original. It’s thus taken 54 years to reach the million milestone. Porsche reckons over 70 per cent of all 911s ever built remain in drivable condition today. What’s more, the most recent full-year sales figures then available prove Porsche’s most iconic model is in rude health. In 2016, 32,365 911s were delivered to customers.
It’s three in a row for Porsche in June at the 24 Hours of Le Mans. Earl Bamber (NZ), Timo Bernhard (DE) and Brendon Hartley (NZ) bring it home again despite major issues during the race. The winning number 18 car spent over an hour being repaired during the race and lost drive to its front axle, falling to 56th position overall only to slice through the field for an outrageous victory.
Porsche finally takes a direct hit from the Dieselgate scandal in July. VW’S emissions cheating defeat device is found operating in the Cayenne Diesel 3.0TDI. 22,000 vehicles are recalled. Porsche attempts to distance itself from the scandal, pointing out that it does not develop any diesel engines in-house.
Better news also from July is the world debut of the mighty 911 GT2 RS at the Goodwood Festival of Speed in good old Blighty. It’s a 700hp rear-wheel-drive beast of a 911 capable of hitting 62mph in just 2.8 seconds. Later in September, the GT2 RS will achieve a ludicrous six minutes and 47.3 seconds lap time of the Nürburgring Nordschleife, making it the fastest road-legal 911 ever and also the fastest rear-drive road car ever at the Green Hell.
Porsche rounds out the year in November with the 911 Carrera T, a new lightweight model derived from the 370hp
base Carrera. For some, the T is a cynical parts bin special with a mere 20kg weight saving. For others, it’s a classic greaterthan-the-sum-of-its-parts Porsche.
2018
All year Porsche is celebrating its 70th birthday, reflecting the fact that the very first sports car to bear the name received its general operating licence on June 8, 1948. 70 years later and Porsche continues to write automotive history with its innovative technology, timeless design and sporty practicality.
Porsche chooses freezing cold February, an ice lake in Finland and rally legend Walter Röhrl to launch the latest GT3 RS based on the Type-991.2 911. It borrows the GT3’S outrageous 4.0-litre, 9000rpm atmospheric engine. But thanks to a new intake system using Turbo-derived intakes in the wheel arches and an RSspecific exhaust, power is up to fully 520hp.
Another major milestone in February is Porsche’s announcement of plans to double its investment in electromobility to six billion euros by 2022. Later in the year, Porsche fleshes out its electrifying strategy by revealing it intends for fully 50 per cent of its models to be battery powered by 2025. Porsche also confirms that the Mission E concept car will become production reality in the form of the Taycan pure-electric four-door coupe and will go on sale in 2019.
In September, Porsche announces all diesel models have been cancelled with immediate effect. Porsche does not categorically rule out reintroducing diesel in the future, but is clear it no longer sees the fuel as compatible with its aspirations and product plans. Porsche’s CEO Oliver Blume says the company is not demonising diesel, but that Porsche has nevertheless, “come to the conclusion that we would like our future to be diesel-free”.
At the LA Auto Show in November, Porsche rolls out the latest new 911, codenamed 992. A development of the existing Type-991 platform rather than an all-new model, the 992 is still a major stepchange. All exterior panels are new and now made from aluminium. The new car is larger in pretty much every dimension, with the biggest change being an additional 45mm of front track. Inside, a totally new cabin includes a larger 10.9-inch infotainment display and ‘floating’ LCD screens either side of a central analogue rev counter. Power comes from a revised 3.0-litre biturbo flat six. At launch, only the Carrera S with 450hp is available, with the base Carrera to follow. Porsche has also fitted the 992 with a new eight-speed PDK gearbox derived from that of the Panamera. Critically, the new gearbox supports hybrid petrol-electric powertrain implementations, laying the foundations for the first hybrid 911, when the 992 receives its mid-cylcle facelift for the 2023 model year.
THE FUTURE
If that’s our potted history of Porsche’s major milestones completed, what of the future? Electrification is without a doubt the single biggest theme in Porsche’s plans. It intends to electrify every single model line by the middle of the next decade at the latest. Yes, that includes the 911.
The first pure-electric Porsche will be the Taycan in 2019, a slinky four-door coupe inspired by the Mission E concept. It will be swiftly followed by the Taycan Cross Turismo, a jacked up version with a body style similar to the Panamera Sport Turismo. For 2022, Porsche will have a pure-electric SUV on sale, probably related to Audi’s new E-tron SUV, just as Audi itself plans to launch a four-door electric coupe based on the Taycan.
Of course, electrification doesn’t necessarily mean a pure battery-powered car. For the 911, Porsche plans a hybrid model for the 2023 model year. Around the same time, however, Porsche will likely release a new entry-level sports car in the existing Boxster and Cayman segment that is indeed a pure battery-electric model. However you slice it, batteries will be increasingly in, combustion engines increasingly out. Indeed, if battery tech advances swiftly enough, it’s just possible that Porsche will phase out all combustion engines by the end of the 2020s.
In the meantime, it won’t all be bad news for lovers of the combustion engine. The next 911 GT3, based on the new 992 model, will once again be naturally aspirated. What’s more, Porsche’s GT car boss Frank Walliser recently indicated that petrol-electric hybrid using an atmospheric engine, just like the 918 Spyder, was a more exciting option than going turbo for the GT3. Meanwhile, models like the Carrera T further underpin Porsche’s focus on what you might call ‘purist’ models. While the company as a whole bets heavily on batteries, the future for serious combustion driver’s cars looks exciting. For the next decade, at any rate.
Of course, the other big trend is autonomy. The increased level of driver aids in the latest 911 prove that even Porsche can’t resist the march to autonomous cars. Robocars are coming and some will have Porsche badges. It’s an unsettling thought, but then the end of the car as we know it is something Ferry Porsche himself foresaw. "The last car to be built will be a sports car," he famously said. He was almost certainly right. Odds are, the last human-driven car to be built will indeed be a sports car. And it