Porsche Panamera at Pebble Beach, California

Really, who doesn’t love a Porsche?

If we had our druthers, it would be the only name plate in our personal livery. Porsche’s range of cars – the Boxster, Cayman, Cayenne and the ne plus ultra of the stable, the 911, have provided automotive awesomeness for generations and inspired many a film producer, lawyer and dentist to ecstatic heights.

But, alas, as the song goes, you take the good, you take the bad, and, it’s a fact of life, that Porsche has had its fair share of derision of late.

When the Boxster was first released, some skeptics claimed it was the reincarnation of the 914; it went on to become a bestseller. Same went for the Cayman, which critics complained was dumbing down the 911 range. It too went on to stellar sales.

And the Cayenne, perhaps the most vilified Porsche ever released, even more so than the 928.

Best. Selling. Porsche.

That said, may we introduced the new Porsche, the Panamera, a four-door Gran Turismo model, that will make its North American public debut during Monterey’s Classic Car Week.

The week of Aug. 9-16 is ground zero for the automobile and classic car nut and features such events as the sold-out Quail, a massive outdoor gathering for all things fast and expensive, the Monterey Historic races at Laguna Seca, where Porsche is the featured marquee, and, of course, the Pebble Beach Concours d’Elegance, the Lollapalooza of rich guys, trophy wives and multimillion dollar Italian and French cars you’ve never heard of -- Talbot-Lago, anyone?

The all-new Panamera is Porsche’s first-ever four-door production sedan and Porsche claims this "unique four-seater was conceived and designed as a grand touring car, combining numerous talents in typical Porsche style: sporting driving dynamics, a spacious interior, and the supreme comfort of a gran turismo."

Sounds like a mouthful, but oh, those lines, which we think looks a lot like a feral panther ready to pounce, or a gussied up 911 with a Botoxed mouth and silicon implants, or, better yet, what we think an Italian Gran Turismo would look like if Italy was still an Axis power.

That said, the Panamera, from what we have read, looks and drives like a Porsche, just not a 911. And we want one.

The Panamera goes on sale Oct. 17 in the U.S. and prices will range from $89,800 for the base Panamera S up to $93,800 for the all-wheel-drive 4S and a whopping $132,600 for the Turbo model. With options – this being a Porsche, expect to add another 10k to 15k. Be the boss and opt for the Porsche crests on the seats.

-- Jon Alain Guzik, Editor-in-chief at DriverSide.com

Netradiční VolksPorsche 914 slaví čtyřicátiny

Magické číslo 911, označující kultovní model Porsche, zná snad každý, kdo k benzinu aspoň přičichl. To Porsche 914 je už spíše záležitostí pro znalce. Netradičně tvarované lidové porsche, které se prodávalo i v autosalonech Volkswagenu, bylo vlastně prvním německým sporťákem s motorem uprostřed.

foto: Porsche Porsche 914-8

Euforická šedesátá léta dala vzniknout celé řadě báječných aut. I konzervativní Volkswagen byl nadšený úspěchem svého nádherného, ač zcela nesportovního Typu 34 sports coupé (lépe známého jako Karmann Ghia) a hledal jeho nástupce.

Volkswagen Karmann Ghia Type 34

Lidové porsche

Porsche zase sklízelo ohromné úspěchy tehdy nového modelu 911, který umístilo v tržní hierarchii výše než předchozí 356, a vidělo mezi levnějšími sporťáky prostor k rozvinutí potenciálu.

Proto se na jaře 1966 Ferry Porsche dohodl s tehdejším šéfem Volkswagenu Heinrichem Nordhoffem na definitivním naplnění letitého kontraktu o spolupráci mezi oběma automobilkami a ihned byly zahájeny práce na vývoji dostupného sportovního vozu, který si měl prodávat každý z partnerů pod svým jménem.

Porsche se podle dohody postaralo o vývoj, druhá strana měla zajistit výrobu. Během vývoje se objevily obavy obava, že zejména na americkém trhu by značce Porsche uškodilo, kdyby byla dávána do souvislosti s tehdy lidovým Volkswagenem, a bylo rozhodnuto nazvat výsledný produkt jen Porsche. Zajímavé na něm je, že neobvyklý utilitární vzhled s výklopnými světlomety dostal na starost průmyslový designér.

Všechno bylo na dobré cestě, v revolučním roce 1968 dokonce vznikl i první prototyp. Jenže pak se osudy novinky začaly podobat spíše napínavému románu. V dubnu předčasně zemřel Heinrich Nordhoff, spřízněný s rodinou Porsche, a jeho nástupce Kurt Lotz nesdílel jeho náklonnost ke konkurenční značce. Okamžitě zrušil ústní (!) dohodu svého předchůdce, prohlásil svou značku jediným vlastníkem práv na celý projekt a přinutil Porsche podílet se i na výrobě, což ji ve výsledku značně prodražilo.

Porsche 914 a Porsche 911 E 2,4

Dva osudy v jedné karoserii

Po dlouhých a složitých vyjednáváních, která ambiciózní projekt ve stádiu těsně před dokončením několikrát málem pohřbila, se nakonec v září 1969 představila definitivní produkční verze s kompromisním názvem VW-Porsche 914 a stala se historicky prvním sériovým německým modelem s motorem uprostřed.

Problémem se však, přesně podle původních obav, ukázala kombinace dvou tehdy hierarchicky nesouměřitelných značek. Novináři s gustem nazývali projekt "Volksporsche", či dokonce "lidové Porsche". Ani jedno se šéfům automobilky pranic nelíbilo.

Novinka totiž začala vznikat ve dvou podobách. Základní typ 914, vybavený skromným čtyřválcem 1,7 l se vstřikováním paliva o výkonu 80 koní a podvozkem z produkce Volkswagenu, se normálně prodával v dealerské síti VW a dosáhl ohromujících úspěchů. Za sedm let totiž vzniklo více než 115 tisíc kusů, čímž se zařadil na pozici nejúspěšnějšího dobového sporťáku.

Podstatně dražší typ 914/6 poháněl stodesetikoňový karburátorový dvoulitrový šestiválec Porsche ze základního typu 911T a stejnou značku nesly i komponenty podvozku. Šestiválcový typ sice vykazoval mnohem lepší jízdní výkony i vlastnosti, přesto jej, zejména kvůli vysoké ceně, která byla jen o kousek nižší než u mnohem prestižnějšího modelu 911T, a nepatřičnému logu na přídi zakoupilo jen o něco více než 3000 zákazníků.

Proto nesplnil představy o úspěchu menšího modelu. Jeho výroba byla po třech letech ukončena a dnes se stal ceněnou sběratelskou kuriozitou. Další levnější model s motorem uprostřed se Porsche odvážilo uvést do sériové výroby až v roce 1996 pod názvem Boxster.

Výpadek vrcholného šestiválce byl o rok později částečně nahrazen vstřikovým dvoulitrovým čtyřválcem Volkswagen Type 4 95 k, který oslavil závěr své stuttgartské kariéry pod kapotou typu 912E, do příchodu prvního "transaxle" porsche (modelu 924) startovního modelu značky.

Ještě v roce 1974 si zpřísněné emisní limity vynutily náhradu základní sedmnáctistovky novou osmnáctistovkou 76 k, která dostala pro americký trh elektronické vstřikování Bosch L-Jetronic.

Produkce byla bez uvedení přímého nástupce ukončena v roce 1976 a způsobila u Porsche neobvyklou situaci, kdy bylo třeba vyplnit mezeru před dosud neuvedeným modelem 924. Na několik měsíců se do výroby vrátil model 912, předtím produkovaný v letech 1965 - 1969, aby definitivně uzavřel kapitolu čtyřválců uložených za zadní nápravou.

Bez zajímavosti není ani samotná výroba; podvozek vznikal v továrně Karmann, odkud byl převážen do Porsche k zamontování vlastních komponent a kompletaci, případně zůstal k montáži dílů Volkswagen pro základní model.

Model vznikl i v závodní verzi 914-6 GT, která vyhrála svou třídu a umístila se celkově šestá ve dvacetičtyřhodinovce Le Mans. Ke kulatému jubileu připravila automobilka měsíc trvající výstavu v muzeu Porsche, kde nebude chybět ani jeden ze dvou vyrobených osmiválcových prototypů 914/8. Třísetkoňový speciál dostal k šedesátinám sám Ferry Porsche.

Google Street View Catches Porsche Testing Secret New Models

In its quest to organize all the world's information, Google has made enemies in the movie-making, publishing, TV, radio, advertising and tech industries.

Now you can add carmakers -- specifically Germany's Porsche -- to the list. A Google Street View car photographing Colorado's high altitude Mount Evans Road caught Porsche testing previously unknown-to-the-public new versions of its Cayman, Boxster, a 911 Turbo and Targa models.

In the photos, you can see Porsche employees desperately trying to throw a tarp over their cars so that Google's camera's can't see them.

Hopefully it's the last time in 2009 we'll see a car company scrambling for a tarp to save it.

New Porsche Museum Opens in 2009

Klaus Bischof (left), head of the 'Rolling Museum', and Achim Stejskal, the director of the new Porsche Museum, with some of the first exhibits.

The striking new building is located in the Stuttgart suburb of Zuffenhausen, the home of Porsche for 50 years, opposite the head office of Dr. Ing. h.c. F. Porsche AG.

With more than 5,600 square metres of exhibition space, Porsche says there will be about 80 cars and associated exhibits on display at any one time. The first exhibits include an original ‘11’ model, a 356 Cabriolet and the first prototype of the 924.

"In the last few weeks, we have comprehensively restored all the vehicles and polished them up for their use in the museum," said Klaus Bischof, head of the ‘Rolling Museum’. In addition to the exhibition vehicles, the small exhibits and show cabinets have also already been arranged.

As virtually all museum vehicles are also used on the road, Porsche says that the display will be continuously replaced by other exhibits. The new building will also feature the museum workshops, a shop, the Porsche archive, a restaurant, a bistro and an event area.

The Porsche Museum will be open from 9am to 6pm every day except Monday. Admission costs 8 Euros, with children under 14 admitted free when accompanied by an adult.

More details at www.porsche.com/museum.

The 2008 Porsche 911 Carrera

You have to be a die-hard Porsche enthusiast to identify the many different 911 models. The key is to spot details like wheel designs and spoilers. Of course, you can cheat and look at the badge affixed to the rear trunk.

The Carrera marks the entry point of the 911 lineup -- I won't use the term "base model" to describe any 911. After all, the 325-horsepower Carrera is a premium sports car through and through. It thrills the heck out of you all the way to your intended destination.

The Carrera marks the entry point of the 911 lineup.

Beautiful, day and night
My tester was draped in a gorgeous, ultra-classy Ruby Red Metallic dress. While on my watch, the car received plenty of praise because this fiery color enhances the finesse of the 911's silhouette. The lack of a visible rear spoiler adds to the sleek and clean design of the Carrera. Over the years, using subtle upgrades, Porsche designers have successfully refined the physical beauty of the original model.

Tricky access
The Sand Beige leather interior of my tester wonderfully matched the scarlet exterior. Plus, the quality fit and finish was evident. To enter the cockpit more easily, you need to turn yourself 90 degrees to the left, sit your butt on the seat and then pivot inward. That's the trick with every sports car; otherwise, you risk hitting your head on the roof frame or getting your feet tangled up in the lower door frame.

Once inside, every control is intuitively found and ergonomically laid out, including the steering wheel and shifter. Personally, I would tilt the front of the seat cushions further down, however.

Locking and unlocking the doors with the key requires a single impulse, unlike some competitors. On a couple of occasions, I was sure I had locked the car but, in reality, I had unlocked it instead.

As for storage, don't kid yourself: this is not a big American sedan. The compartments are small and will only accommodate basic stuff. Use the 125-liter trunk up front if you have a carry-on bag or small-size luggage and put everything else in the rear trunk. That said, a pair of medium-size suitcases will fit in the back once the upper rear seatbacks are folded.

The storage compartments are small and will only accommodate basic stuff.

I don't recommend that you sit any of your friends in the back. Young kids might enjoy this confined space but not for very long.

The front passenger, on the other hand, benefits from the same level of comfort as the driver. Both front buckets are nicely sculpted and effectively supportive. The HVAC system does a good job overall -- and quietly so -- keeping the interior cool and comfortable at all times. What's more, the sunroof is designed in such a way that wind turbulence is limited.

The front passenger benefits from the same level of comfort as the driver.

Meanwhile, the audio unit of the 911 Carrera will delight music lovers during night drives on the strip. My only complaint is the tiny size of most buttons.

More than adequate power
Porsche's 3.6-liter flat-six engine met my expectations. Mated to an excellent 6-speed manual gearbox, it delivered progressive, confidence-inspiring accelerations. Even when not making extra efforts to take off at a blistering pace, I was able to reach 100 km/h in 6.1 seconds. The calibration of the gear ratios is outstanding.

The thing I really appreciated was passing maneuvers; it took me 4.5 seconds to sprint from 80 to 120 km/h in third gear alone. When using both the second and third gears, I almost shaved a full second off my time (3.6 seconds).

Cruising or racing?
The Porsche 911 Carrera proves easy to drive in city traffic, although the sloping rear end demands that you pay attention when backing up. The available torque allows you to maintain a steady speed in dense traffic without having to shift gears.

On the highway, this German star purrs like a calm, complacent cat. Observing the tolerated speed limit of 120 km/h is challenging -- this is not the place to provoke the beast.

However, when you wind up on a deserted byroad or, even better, a closed track, you can finally act like a racecar driver. While the steering is a bit too light to my liking, I found the 911 Carrera quite easy to throw into corners. The exceptional handling allows you to slow down in a hurry, attack twists and turns with serious bite and get out just as quickly as you entered. The rear tires, in particular, make the car stick to the road and regain momentum in a flash.

Pleasure and magnificence
These two words perfectly sum up my road test of the 2008 Porsche 911 Carrera. There's no point in adding anything else.

Auto123.com

A New 4-Cylinder 911?

Porsche is ready to introduce four-cylinders into its vehicles – perhaps even the 911- if demand for greener products continues to grow.

Thomas Krickelberg, a powertrain engineer for the company, dropped the hint at the Australian introduction of the new 2009 Porsche 911 lineup. The 3.6 and 3.8-liter flat-sixes, he said, were redesigned with four-cylinder adaptation in mind. Should Porsche decide smaller engines are necessary, it will not need to invest much in time or engineering to produce them.

Porsche has a history of using four-cylinder engines, most notably in its iconic 356 and later its 924 models, but never in the 911(????). The company has more recently focused on going bigger, namely with Cayenne SUV and the upcoming Panamera sedan. But rising social and political calls for fuel efficiency seem to be influencing a change in direction.

Of course this raises the question: would a four-cylinder engine in a Porsche 911 or even a Boxster be sacrilege? Or is this merely the next logical step for a brand that has considerably expanded its lineup in recent years? Let us know what you think.

Source: www.drive.com.au

Racing the Sun - Ojai to Santa Barbara, California

Ojai, California - March 2008. First day behind the wheel. Beautiful winding stretch of highway - Ojai to Santa Barbara with the Californian sun streaming in. St. Patricks Day never looked so bright. By the way... car handles like a dream. Not bad for 32 years.