1900 Lohner-Porsche Hybrid With its future-oriented electric motors in the wheel hubs, the Lohner-Porsche was acknowledged as the absolute sensation...
1901 Lohner-Porsche Phaeton Ferdinand Porsche landed his first technical job working for Jacob Lohner in 1900. Thier first car, the...
This isn't technically a Speedster, but the Type 540 (Typ 540 K/9-1 to be very precise) - known more commonly as the America Roadster - started the idea. The American Roadster was the direct predecessor of the Speedster. U.S. importer Max Hoffman convinced Porsche it needed a lightweight convertible to compete. It only had an emergency folding roof and could keep up with larger sports cars of the era. But the production methods used to create the America Roadster’s aluminum body proved to be too expensive, and in 1952 Porsche built only 21 units before its discontinuation in 1953.
1970 Porsche 911 S 2.2 Coupé Along with all the C-series improvments to the 911 line, the 1970 Porsche 911...
2012 Porsche 911 Carrera S Coupé The sixth generation 911 was revealed 2011 Frankfurt Motor Show as an all-new model....
2013 Porsche 911 Turbo Cabriolet Stuttgart. The dynamic range of the new 911 Turbo models1) multiplied by the driving pleasure...
991.1 Porsche 911 Carrera GTS (Ultimate Guide) The GTS is the fastest, most athletic model in the 911 Carrera line...
A design that demonstrates sportiness in every fibre. A chassis equipped for any challenge. And a twin-turbo horizontally opposed engine...
A 911 for the road and track – the new Porsche 911 GT3 Stuttgart. The Porsche 911 GT3 delivers motorsport-like performance,...
More Powerful Than Most 911s We’re pretty firm believers that sports cars are always going to be more enticing than...
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Buchmann took a Porsche 928, removed all of the "unwanted" crap behind the doors and parts of the roof and created the stunning Buchmann Targa. This is a Targa convertible with an open roof above the seats but still with the B-pillar in tact. This opening is bridged by a Targa-bar which gives the car extra stiffness to compensate for the loss of it by removing the roof. The concept was a stunner.
For testing purposes Porsche Motorsport built a few tarmac rally cars based on the Cayman 981 GT4 racing version. The Cayman rally car was the course car for the WRC (World Rally Championship) 2018 ADAC Rallye Deutschland. The FIA R-GT Cup was contested on tarmac rounds of the ERC and WRC, like the German WRC event. For Porsche, the entry of a concept study based on the near-production GT circuit race car was a critical test under real conditions.
Porsche's Racing Department never officially entered or prepared a racing 928 for a pure works entry. In order not to offend sensibilities of their traditional 911 customers by openly challenging them with a Works 928GTR offering, Porsche asked Max Moritz Racing, their longtime private racing partner from next door Reutlingen to enter a 928GTR Cup as a 'semi-works' car.
2017 Porsche Panamera The new Porsche Panamera was announced yesterday. We like it. It’s one hell of an upgrade vs the...
Ferry Porsche had in fact requested Swiss technicians to make a less sporty and more elegant version of the 365 B and thus the 1600 Beutler Coupè was born. This project is a 2+2 based on a Porsche 1600. Like the Porsche, the car is built on a VW platform, but includes Porsche elements such as the brakes and the engine. It was built in 5 copies before production was stopped in 1957 due to a change in commercial strategies by the German company.
Porsche again attempted to enter CART in 1987. This time it would be a full factory effort, chassis and all. The car had an aluminum-plastic monocoque chassis attached to a 2.6 Liter, 800hp V8. Information gained from their 1980 bid would be used to build the car. This was their first mistake. Indy had stepped up their game over that seven year span. The pole speed at Indy had advanced from 192 mph in 1980 to 215 mph in 1987. It was a different world.
The series production didn't allow the use of handmade aluminium body panels, so, the cars were made of stamped steel panels. The first Stuttgart-built 356 have later been called as 356 Pre-A. These cars have either two separate windscreen glasses like the 356 built in Austria, or a sharply bent windscreen glass! Introduced in 1948, the Porsche 356 Pre-A Coupe was the first variant available for the Porsche 356. The engine started as a 1100 cc flat four that produced 40 hp. It was available as a coupe and cabriolet body style.
The Porsche 356 Pre A Coupe and Cabriolet were introduced in 1950 and was available through mid-1955. Beginning in 1950 it was offered with a 1100 cc flat four that produced 40 hp. In 1951, a bigger 1.3-litre Type 506 engine was announced. It marked the first significant move away from the original Volkswagen unit. Bored from 73.5mm to 80mm (stroke was unchanged at 64mm), displacement rose from 1086cc to 1286cc. Further enhancements included lightweight alloy cylinder barrels and nosed pistons. Output rose from 40 bhp to 44 bhp and torque increased from 51 lb-ft to 60 lb-ft.
In 1953, the 1300 S or "Super" was introduced, and the 1,100 cc engine was dropped. The 360 1300 Super boasts a power improvement to 60 BHP with Porsche's "Super" engine in the Porsche 356 model range. Minor visual differences were implemented such as front indicators integrated with the horn grilles and bumpers protrude from the body with over-riders. In June 1954, the plain-bearing 1300cc engine switched over to the same block as the 4cc larger roller-bearing variant.
The 1500 was Porsche’s newest engine which was quickly fitted with 40 PIBC Solex carburetors to produce 60 bhp @ 5000 rpm in 1952. These retained the Hirth roller-bearing crankshafts which gave Porsche enough clearance to enlarge their engine to 1500cc. Most cars from 1952 until the 356A of 1956 were powered by the 1500 engine but some left the factory with the smaller 1.1 and 1.3-liter engines. At the request of American importer Max Hoffman, 356s for the 1955 model year were badged as Continentals before reaching the U.S
Beginning in 1954, a new version of the Pre A 356 was introduced that is now known as the Porsche 356 Pre-A Carrera, with a powerful engine that was available in coupe, cabriolet, and Speedster variants. Highly desirable today, the Carrera name denotes the race inspired 1500 cc four cam motor that produced an astounding 110 hp. Approximately 97 of these motors were produced sometime between 1954 and early 1955. The Carrera versions would continue in the next generation 356 as the Porsche 356 A Carrera.
An export hit, built in response to customer demand: the American importer Max Hoffman requested a Porsche costing less than 3,000 dollars for his market. The 356 Speedster was the answer, naturally with a spartan equipment specification. But the lightweight car was a big hit in the USA. It was used mainly for motor racing and soon became a regular feature of the motor sport scene.
Generally speaking the early models or so called ‘Pre A 356′ models are more desirable than the later models. At the top of the pyramid and the most exclusive is the Carrera version which carries the legendary 4 cam ‘Fuhrman’ engine. But just below that comes the ‘Super’ speedster. The ‘super’ version had more horsepower (75 vs the standard 60) and the powerful ‘type 528 engine’ for the 1500 Super version.
Towards the end of 1951 Porsche introduced a larger version of the flat four engine. It was offered alongside the original 1.1 litre engine. It took a lot more effort to develop the third variation on the four cylinder theme; the '1500.' Introduced in the 356 1500 during 1952, the engine produced 55 bhp. Porsche's competition department reworked the 1500 engine with hotter cams and bigger Carburetors, boosting power to 70 bhp. In 1952 this engine found its way into a new road car; the 356 Super.
From the outside, the 356A kept to the Porsche mantra of stepwise evolution. The new model was outwardly identical to the previous version except for the wider tires, a small rub-strip below the doors, a fully-curved front window and enamel paint replacing lacquer previously used. The 356 A came with an all-alloy air-cooled Flat 4 engine in four states of tune, with the 1300 having Type 506/2 engine with 44 bhp and 60 lb-ft.
From the outside, the 356A kept to the Porsche mantra of stepwise evolution. The new model was outwardly identical to the previous version except for the wider tires, a small rub-strip below the doors, a fully-curved front window and enamel paint replacing lacquer previously used. The 356 A came with an all-alloy air-cooled Flat 4 engine in four states of tune, with the 1300 having Type 589/2 engine with 60 bhp and 65 lb-ft of torque.
Available in all body styles, the Porsche 356 A Carrera featured the race car-derived 1500 cc four-cam engine (type 547) developed for the Porsche 550 Spyder. Rated up to 110 hp, it was the top performance 356 A model available. Variants included the Carrera 1500GS and Carrera 1500GT, differentiated by their horsepower. In 1958, Porsche updated the Carrera engines (now type 692), increasing the displacement up to 1600 cc and output increased to 105 and 110 hp respectively. In 1959 horsepower for the GT increased again to 115.
In May of 1957, Porsche offered two distinct versions of the Carrera, one called the de Luxe for the street and this model, the Gran Turismo, for the track. The main difference between the two models was weight. The Carrera GT was a purpose-built car with little on board amenities. For instance, no heater was fitted giving the car its 'icebox' nickname. Furthermore, the interior was stripped of sound deadening, side windows were replaced by pull-up Perspex units and only simple door panels were fitted.
Despite looking outwardly similar to the preceding models, Porsche thoroughly updated their 356 line in 1956 and called their new model the 356A. At the core, this included a larger 1600 cc engine, but also a curved-glass windshield and a thoroughly revised suspension. At the 1955 Frankfurt Motor Show in September of 1955, Porsche released the 356A/1600 to the world with cabriolet, coupe and speedster bodies from Reutter. Produced in 1959 only, the Porsche 356 Convertible D was the replacement for the 356 A Speedster, which was discontinued after 1958.
Of all the Carreras, the 1959 de Luxe was best suited for the road. Not only was it the most luxurious 356, but it was also was the only year to get the large 1600cc 4-cam engine. The Type 692/2 engine was a much different engine than the 1500cc unit it replaced. The newer unit used plain main bearings instead of roller bearings. Furthermore, the distributors were moved to the end of the crankshaft and the engine shroud was better attached to the 356A body. With twin Solex carburetors, the somewhat detuned version offered 105 bhp @ 6500 rpm.
Following the Pre-A prototypes and a run of quad-cams with the 1500cc engine, the 1600 Carrera GT was a performance 356 that used a larger version of the Porsche 550 Spyder's potent engine. As early as 1958, some Carreras were fitted with a larger engine known as the Type 692. The new unit featured a larger displacement which was better suited for the 1600cc class. Furthermore, it was improved considerably adopting plain bearings and new ignition system.
Despite looking outwardly similar to the preceding models, Porsche thoroughly updated their 356 line in 1956 and called their new model the 356A. At the core, this included a larger 1600 cc engine, but also a curved-glass windshield and a thoroughly revised suspension. At the 1955 Frankfurt Motor Show in September of 1955, Porsche released the 356A/1600 to the world with cabriolet, coupe and speedster bodies from Reutter. The 356A/1600 was a great performer, good for a sprint to 60 mph in 13.5 seconds and hit a top speed of 109 mph.
The original Porsche Carrera Zagato Speedster, the first Zagato bodied Porsche of the brand’s history, was built in 1958 for French gentleman driver and expert Porsche pilot Claude Storez, one of the best French pilots of that time. He started his career in early 50s and became soon a skilled pilot. In late ’57 he was looking for the “ultimate” 356 for the 1958 races season. He put an order to Porsche AG for a 356 A Speedster (the lightest version available) with a Carrera engine and GS specs (the most powerful at that time).
The 356 B T5 Coupe was the direct replacement of the Porsche 356 A Coupe. The T5 Coupe bodies were produced by German coachbuilder company Reutter. The 356 B T5 Coupe played a huge role in the growth seen by Porsche in the early 1960s. Like the Cabriolet, Roadster, and Notchback Coupe siblings, the Coupe was offered with 1600, 1600S, S90, and Carrera engine options paired to a four-speed synchromesh 741 transmission. In late 1961, Porsche introduced the T6 body and updates, which built on the success of its very popular predecessor.
While all 356 Carreras are rare and desirable cars, the 1961 B Carrera GT is a very special animal indeed. Built from lightweight materials and sporting Porsche’s most powerful racing engine of the time, they were in a different league to the most highly specified road car that the Stuttgart factory then produced. Porsche produced only 49 of the 356B Carrera versions for 1960/61 and all were coupes. Many were painted Silver.
In September of 1959 Porsche revealed their fully updated 356 known as the 356B. This had a completely revised body that was more suitable for the American market. The 1600 Super was also known as the 1600 S and that is what we are covering on this page. The 1600 Super sat in the middle of the lineup, below the Super 90 and above the base 1600. There were several variants with the base 1600 S engine, including the Coupe, Cabriolet, Notchback Coupe and Roadster, across both the T5 generation and T6 generation.
In September of 1959 Porsche revealed their fully updated 356 known as the 356B. This had a completely revised body that was more suitable for the American market. New to the model was the Type 616/7 Super 90 engine which was an indirect replacement for the Carrera de Luxe models. The engine was fully revised with a new intake manifold, a larger Solex 40 PII-4 carburetor and the Carrera air filters.
As with the earlier versions, the Carrera was offered both in a Carrera GT Deluxe version for the road and the Carrera GT for racetrack duties. Unlike these earlier models, the new car benefited from the 2.0 liter engine introduced as the Carrera 2 was unveiled in September 1962. The 2.0 Carrera used a variant of the Type 547 engine with a larger bore and stoke, having 1966cc.
After a considerable absence of a Carrera model in the 356 model lineup, Porsche finally made another version with the introduction of a 2.0-liter engine. As with the earlier versions, the Carrera was offered both in a Carrera GT Deluxe version for the road and the Carrera GT for racetrack duties. Unlike these earlier models, the new car benefited from the 2.0 liter engine introduced as the Carrera 2 in September 1962.
One of the most confused of all Porsche is this DKS or Dreikantschaber. It might appear like a mid-engine RS61 Coupe, but it is a rebodied 356B with a rear-mounted engine. Unlike the earlier 356s, this one featured fared-in driving lights and cut-off greenhouse reminiscent of of the RS61 coupe. Porsche didn't give this new a car a name since it was homologated and considered a Carrera 2 by the FIA. It was nicknamed Dreikantschaber.
Introduced in 1963 for the 1964 model year, the base model Porsche 356 1600C Coupe was presented as the entry-level version of the last generation of the Porsche 356 Coupes. After offering standard/base model versions for the 356 A and 356 B with 60 HP engines, Porsche dropped the standard version as its base model and introduced the successor of the former mid-level 1600 Super engine variant with 75 HP, as the entry-level engine option for the 356 C generation. As with previous generations, it was also offered with the 356 C Cabriolet cars.
Amongst Porsche 356 enthusiasts, perhaps no model is more coveted than a C-Series Carrera 2. The Carrera 2 represents the culmination of Porsche’s racing technology fitted into a road car package and the ultimate performance-first sports car in the 356 model lineup. The 1,966-cubic centimeter, mechanically complex four-cam Type 587/1 engine was the most powerful unit that Porsche had ever created for a production car, developing 130 brake horsepower at 6,200 rpm.
The Porsche 356 SC, was the top-of-the-line variant in terms of performance for the 356 C Generation, sporting the highest specific output pushrod 4-cylinder engine ever available from Porsche with 107 HP. The SC engine produced 107 bhp at 5200 rpm and featured a stouter counter-weighted crankshaft, short skirt pistons, a more radical camshaft configuration, and large Solex carburetors. The SC was the natural successor of the previous generation Super 90 and represented the top-of-the-line variant for the final evolution of the Porsche 356.
In 1950, eleven remaining Gmund chassis were assembled after the factory returned to Germany and converted to SL (Sport Leicht) racing specification. They received 1,086-cc engines, enlarged fuel tanks, louvered quarter-window covers, wheel spats, streamlined aluminum belly fairings, and a pedestal-mounted shifter. Three Type 356/2 cars raced at Le Mans in 1951; two crashed, but 356/2-063 performed flawlessly, winning the 1,100-cc class.
When Porsche went to Le Mans, they reverted to aluminum shells made at their first factory in Gmünd, Austria. Three of these coupes, called 356 SL, raced Le Mans. All three Le Mans cars were shipped to America by Max Hoffman and sold to Fritz Kosler, Ed Trego and John von Neumann for SCCA racing. Before the 1952 races at Torrey Pines, von Neumann had Emil Diedt remove the coupe's roof, creating in effect the first Carrera Speedster.
The Porsche 356/1 was the first real car created by Ferdinand "Ferry" Porsche. This prototype car was a two-seater open roadster with a mid-mounted, air-cooled flat-4 engine of 1,131 cc displacement. While the body was an original design, most of the mechanicals were from the Volkswagen Beetle. Only one 356/1 was made.
Of the 52 cars made in Gmünd, only eight were built up as cabriolets. Each was outsourced for its body and interior construction. Six cars were sent to Beutler who constructed them with a slightly different shape than the factory coupes. Included was a kicked-up rear fender line which was used on several of the Buetler cabriolets.
With lessons learned from 356 No. 1, Porsche developed the 356/2 as a production-ready version. The biggest concession to useability was repositioning the engine back behind the rear wheels as the original VW design. Like 356 No. 1, 356/2 was built as two-seat roadster using VW parts.
A handful of push-rod 356As were delivered from the factory with a lightweight package that was usually reserved for the Carrera race cars. Called GTs, these got the stripped out interior, aluminum doors, a large fuel tank and Porsche ATE disc brakes. As few as four Speedsters came equipped this way. Since the four-cam was only a marginal improvement in power, the regular 1600 Super was more than enough for the small car.
Around 20 Super 90 Coupes were ordered with the lightweight GT package for racing. They used aluminum panels, a lightweight interior and plexiglas windows to shed over 200 lbs off the standard production coupe. Inside the car came equipped with a roll bar, leather-strap window lifts and speedster seats. Aluminum exterior panels included the doors, hood, rear deck lid.
In keeping with FIA regulations, Porsche created a new lightweight 356 with help from Abarth. After Porsche had considered numerous Italian companies to manufacture a lightweight 356 body, they settled on Abarth. Franco Scaglione penned the first initial drawings which attempted to reduce frontal area, overall height. Included was an adjustable scoop on the rear deck lid. Made entirely of aluminum, Abarth's body was smaller than the Reutter 356.
One year before Porsche started production of the legendary RS Spyder, they experimented several unique 550 Prototypes. Two of these were fitted with removable hardtops that transformed the diminutive roadster into a sleek coupe. These were quite successful on faster circuits, but the roadster was later preferred as a more saleable car. The Coupes were retained by the factory to contest the Carrera Panamericana race.
In 1953 Porsche created a series of 550 prototypes and 550-03 became the most important car in Porsche history by winning the 1954 Carrera Panamerica with Hans Herrmann at the wheel. This singular victory lent the Carrera nameplate to future models and also marked the first international victory of a mid-engine car. Only 15 prototypes were made until regular production began in 1954 of the Porsche RS Spyder.
The Porsche 550 Spyder was introduced at the 1953 Paris Auto Show. It was simple, small and packed a real punch. It was Porsche's first production racing car. The car was completely street legal, so it could be driven to the races and back home. A really special engine was developed for it, engineered by Ernst Fuhrmann. It was a flat DOHC engine, meaning it had 4 overhead camshafts like the Porsche type 360 design for Formula 1.
The 550A was based on Porsche’s first purpose-built racing car, the mid-engined RS 550 Spyder. Appearing at the end of 1956, the 550A differed from its predecessor by use of a full tube spaceframe with several rear supportive cross-members, rather than the heavier welded-up sheet steel internal structure of the 550. The rear swing axles of the 550 were replaced by a new low-pivot arrangement that made handling much more predictable.
The 551 Vision Spyder was built in 2019 but kept a secret until its unveiling this week. Billed as a 21st century reimagining of the 1954 machine that made Porsche’s name, in fact it’s really an hommage to one particular car, James Dean’s Little Bastard, wearing the race number 131 (Dean’s was 130) and the licence tag “Little Rebel”.
When the German Army tender was lost to DKW, Porsche decided to market the product for civilian use, supposedly for hunting. This provided the 597 with a nickname “Jagdwagen”. In addition to the military prototypes around 50 Jagdwagens were produced, but there was no need for such a product in large numbers and the project was terminated.
The 718 Boxster Spyder is everything you could possibly want in a sports car. The sublime combination of a legendary chassis and naturally aspirated 6-cylinder Porsche engine is accentuated by the emphasis that less is more when done right - and nobody does this better than Porsche’s GT division. Connections with these cars are visceral and emotional, an outcome mutually desired by both Porsche engineers and customers alike. They will never be considered tardy in the right hands. The Spyder is in my opinion, the best sports cars you can buy in this segment.
Welcome to the four generation Boxster. The base Boxster was powered by a twin-turbo 2.0-liter direct-injection gasoline unit. It offered a total output of 300 hp and it was paired as standard with a 6-speed manual, while a 7-speed automatic (PDK – dual-clutch) was on the options list. In terms of design, it gets a more modern look and feel and the interior is upgraded. More tech, more power and more speed. The only downside is the loss of the aural pleasure of a flat 6 engine that is naturally aspirated and loves to rev to the sky.
Stuttgart. Porsche is celebrating the 25th birthday of its roadster family with a special anniversary model: the Boxster 25 Years. The limited edition is restricted to 1,250 units worldwide and is based on the GTS 4.0 model, which is powered by a 4.0-litre six-cylinder boxer engine with 294 kW (400 PS). It makes reference to numerous design features of the Boxster concept car that heralded the success story of the open-top two-seater at the 1993 Detroit Motor Show. The production version was launched in 1996 with hardly any changes in its visual appearance and is now in its fourth generation.
In true Porsche GTS spirit, the output of the 2.5-litre, four-cylinder flat ‘boxer’ engine has been increased to 360 bhp courtesy of a new intake system and an optimized turbocharger. These improvements generate 15bhp more power compared with the 718 S model, and up to 35 bhp more power than the prior GTS models. A manual six-speed gearbox is standard, with the Porsche PDK available as an option. Standard equipment includes the Sport Chrono Package, Porsche Torque Vectoring (PTV) with a mechanical rear axle limited slip differential and Porsche Active Suspension Management (PASM).
Essentially a liaison Boxster version situated between the 718 Boxster GTS and the hardcore 718 Spyder, the Porsche 718 Boxster GTS 4.0 offers a mix between the comfort and features found on the regular GTS and a detuned version of the engine found in the Spyder. Alongside its hardtop Cayman sibling, it is also one of the last production sports cars with a large displacement engine that doesn't feature turbocharging or supercharging. It produces 395 bhp @ 7800 rpm and 310 ft lbs @ 5000 rpm and can hit zero to 60 mph in 4.3 seconds (only 0.1 seconds slower than the Spyder).
While the first generation Boxster S was received with mixed feelings, the second generation was praised. With the introduction of the 718 Boxster, the car-maker showed a special commitment to the smallest member of the Porsche family and it arguably become the best sports car in the world. The Boxster S featured a 2.5-liter flat-four engine. It was turbocharged and with direct fuel injection and was good for 345 hp. Performance was up a lot, especially in the midrange, now that torque was 310 ft lbs. It helped rocket the Boxster S from zero to 60 mph in just 4.0 seconds and onto a top speed of 177mph.
Fresh colours and harmonious contrast packages characterise the new Porsche 718 Boxster Style Edition and 718 Cayman Style Edition sports cars. Available on the base model, this is a sweet package for the buyer looking to jazz up their base Cayman or Boxster and make them really special. Underlining Porsche’s commitment to ever more creative and vibrant bespoke finishes, the new models are characterized by special colors and matching contrasting elements. This is evident with the new color Ruby Star Neo, a modern interpretation of the color used on the 964 Carrera RS.
The Boxster 718 T was released for the 2020 model year as more sport-oriented versions of the base 718 models. As such, the T features the same 2.0-litre flat-4 engine as the base 718 but adds performance-oriented options such as Porsche's sport suspension system, the Sport Chrono package, and a limited-slip differential, along with minor cosmetic differences including special decals along the lower doors, a smaller-diameter steering wheel, door pull straps in place of standard door handles, wheels from the Porsche 992 Carrera S, and black rear badging.
With the 982-generation Boxster/Cayman platform, Porsche went back in time to pull out the 718 name, a reminder that the sports car maker has been doing the small sports car thing for a long time. The 718 of course, is diminutive race car that won the Targa Florio race in 1959 and 1960. The marketing stunt was meant to evoke these past Porsche racing successes with light cars like the 718 that outmaneuvered competitors with larger and more powerful engines. The reason? Porsche got rid of the naturally aspirated flat-6 engines and instead would now have flat-4 turbocharged engines.
The 718 Porsche Cayman GT4 is everything you could possibly want in a sports car. The sublime combination of a legendary chassis and naturally aspirated 6-cylinder Porsche engine is accentuated by the emphasis that less is more when done right - and nobody does this better than Porsche’s GT division. No one will make the argument that these are objectively inexpensive cars, but for those in the market for an introductory dose of supercar sensory-overload, the GT4 checks all the boxes, and then some. Need a track car and daily driver in one package? Then the 718 Cayman GT4 may be the car for you. An absolute blast.
On 3 January 2019 the 718 Cayman GT4 Clubsport was unveiled in two variants, Competition and Trackday, with first customer cars delivered to customer teams ahead of the 2019 Roar Before the Rolex 24 Hours at Daytona International Speedway. The race car is powered by a 3.8-litre naturally-aspirated flat-six engine producing 425 PS (419 bhp; 313 kW) at 7,500 rpm and 425 N⋅m (313 lb⋅ft) at 6,600 rpm connected to a 6-speed PDK gearbox. The kerb weight is 1,320 kg (2,910 lb). Both variants feature a welded-in roll cage, a six-point harness and race bucket seat, a selection of body parts made of natural-fibre composite materials and race suspension from the 911 GT3 Cup.
Porsche plans to return to rally racing with a 718 Cayman GT4 Clubsport R-GT Rallye. The car came about because of the positive response Porsche received on a rally car concept that it sent out into the world. Before the official car comes, Porsche did some testing with its 718 Cayman GT4 Clubsport-based concept race car. The company let racing legend Walter Röhrl get behind the wheel at the GP Ice Race in Austria.
New for 2022 is the most exciting Cayman ever, the 718 Cayman GT4 RS. The GT4 RS is equipped with the same scintillating flat-six engine that powers the 911 GT3. It's a 4.0-liter unit that makes 493 hp and 331 lb-ft of torque in the GT4 RS. Porschephiles will notice that those figures are not quite as high as in the 911 GT3, which packs 502 hp and 346 lb-ft. Big numbers for a small, lightweight car. It is only available with a seven-speed dual-clutch to optimize lap times further. Nobody has driven it yet from the motoring public, but we eagerly await that day and will report back here.
The most significant change is the 4.0 litre six-cylinder boxer engine. This high-revving powerplant has been taken directly from the 911 GT3 Cup race car and develops 500 PS in the 718 Cayman GT4 RS Clubsport – 75 PS more than the previous GT4 Clubsport model. In addition to many upgraded details, the focus in developing the new 718 Cayman GT4 RS Clubsport was on further improving overall performance. The standard 7-speed dual-clutch transmission (PDK) fitted to the car now uses all seven forward gears, rather than six.
Porsche expanded its mid-engine range with the new two-seater Porsche 718 Boxster GTS and Porsche 718 Cayman GTS. The vehicles' power has now been increased to 269 kw (365 hp) thanks to a newly developed intake duct and an optimised turbocharger for the 2.5-litre, four-cylinder boxer engine. With these improvements, the engine delivers 11 kW (15 hp) more power than the 718 S model and up to 26 kW (35 hp) more power than its GTS predecessor models with naturally aspirated engines. The new mid-engine sports cars are available with manual six-speed transmission or optional PDK
The 2021 Cayman GTS 4.0 is the perfect car. The old GTS used a 2.5-liter turbocharged flat-4, and while it was a perfectly strong engine with lots of low-end torque, it lacked the personality and linear power delivery of a free-breathing flat-six. It didn't sound half as good, either. The GTS 4.0 was built to offer more performance and more grunt as well as a more aggressive design and all the good options included as standard. The new 4.0-liter engine is borrowed from the 718 Spyder and Cayman GT4, detuned to produce 394 horsepower and 309 pound-feet of torque. A 6-speed manual is standard.
Searching for more muscle? The 718 Cayman S got a new 2.5L turbocharged boxer 4-cylinder. Power comes in at 345 bhp @ 6500 rpm and torque is a really strong 310 ft lbs @ 1900 rpm. For reference, the outgoing 981 Cayman S had 311 bhp and 265 ft lbs of torque. While we hate the drone of the turbo four cylinder, there is absolutely no doubt that is much more powerful and that performance numbers are much stronger. 0 – 60 mph is over in just 4.0 seconds and the quarter mile is finished in 11.9 seconds flat. Much faster than the outgoing model. But is it as engaging? No.
Fresh colours and harmonious contrast packages characterise the new Porsche 718 Boxster Style Edition and 718 Cayman Style Edition sports cars. Available on the base model, this is a sweet package for the buyer looking to jazz up their base Cayman or Boxster and make them really special. Underlining Porsche’s commitment to ever more creative and vibrant bespoke finishes, the new models are characterized by special colors and matching contrasting elements. This is evident with the new color Ruby Star Neo, a modern interpretation of the color used on the 964 Carrera RS.
Similar to the 911 T, the 718 Cayman T is not the fastest, most luxurious or even the cheapest of all the 718 variants. However, the car is a unique combination of features and nuances that add up to more than the sum of its parts. The T-wins are the perfect car for somebody who knows exactly what they want, and wants nothing more than that - the purist’s car. The Cayman T is equipped with the base-model 718’s mid-mounted 2.0L flat-four turbocharged engine, which produces 296 bhp @ 6500 rpm and 280 ft lbs of torque. The Sport Chrono package is included as standard.
The chassis number 718-046 of a 1961 718 RS 61 Coupé was used for a new car called 718 GTR in 1962.. The Coupé version was developed from this RS 61 donor and was initially fitted with a 4-cylinder engine. This car was also upgraded to an 8-cylinder F1 derived engine which produced 210 horsepower (160 kW). The car was also fitted with disc brakes. A GTR Coupé driven Jo Bonnier and Carlo Maria Abate won the 1963 Targa Florio making it three wins at the event for a 718 car.
For the 1960 season the FIA made changes to the regulation regarding the windscreen and cockpit size. These rules changes together with a larger (1.6-litre) Type 547/3 engine, developing 160 horsepower (120 kW) and a new double wishbone rear suspension brought about the RS 60 model. The RS 60 brought Porsche victory at the 1960 12 Hours of Sebring with a car driven by Hans Herrmann and Olivier Gendebien. 1960 also saw Porsche win the Targa Florio with Hans Herrmann being joined on the winner podium by Jo Bonnier and Graham Hill. z
The story of the 718 coupé began in 1960 when a customer ordered a one-off design from Karosserie Wendler. The car was built on the Porsche 550 chassis. Front-end design came from the 718 Spyder. The roof and the rear end were unique creations by Wendler. For the Le Mans 24h race in June 1961, Porsche created two 718 RS 61 Coupés. They shared the side view silhouette of the Wendler coupé and the rear end of the 718 Spyder, but the front design was original to the car.
The 1961 Porsche RS was one of the last Spyders made by Porsche that used the potent 4-cam engine. It was a successor to the 1960 RS60 which was a highly developed version of the original 550 RS Spyder. These diminutive racecars excelled on the tighter courses like the Targa Florio which was first won by Porsche in 1956. That victory marked the first time a sports car with a midship engine had won a major motor sports event.
Porsche created the single-seat 718 RSK Mittellenker (center steering) to compete in Formula 2 racing. The body differed from the 718 2-seat sports racer only to accommodate the central driving position, with revised seat, steering, shifter and pedal placement, and the aerodynamic fairing behind the driver’s head moved from the left to the middle. Instead of having a full-width cockpit, the body sides were extended toward the center to create a space solely for the single driver, with a short, wrap-around windshield.
The 718 was a development of the successful Porsche 550A with improvements made to the body work and suspension. The car's full name is 718 RSK, where "RS" stands for RennSport (sports-racing) and the "K" reflects the shape of the car's revised torsion-bar suspension. It had a mid-engined layout and used the 142 horsepower (106 kW) 1.5-litre Type 547/3 quad-cam engine introduced in the 550A. There were several variations, including the RSK Mittellenker.
The 1961 4-cylinder special Spyder is the car that became the 1962 8-cylinder W-RS Spyder. It started during the 1961 racing season, when three special 718 racing cars were created for the factory team. Two of those special cars were built as coupés and one as a Spyder - with chassis number 718-047. For the 1962 season, the car got some changes and became known as the Porsche 718/8 W-RS Spyder. Out went the four cylinder and in came an eight-cylinder engine from the Porsche F1 race car (enlarged to 2 liters).
In 1959 Porsche unveiled the prototype of a narrow, open-wheeled car called the Porsche 718/2 that married the 718's mechanicals with a more traditional single-seat Formula body. For 1960 the production 718/2, starting with chassis number 718201, received revised bodywork, a 6-speed transaxle, and a wheelbase extended by 100 mm. A total of five cars were built. Some of these four-cylinder cars were later raced in F1 under the 1962 1½ litre formula.
The fifth and the last of the 718/2 F2 cars, with chassis number 718/2-05 was an experimental formula racing car. It had the 718/2 chassis, but a different body. The car never got its own type number. It was a one-off car, continuous development project that later evolved into something that became the prototype for the 1961 Porsche 787 F1 car and then even for the 1962 Porsche 804 F1 car. 718/2-05, was first seen at the F2 race on Solitude race track near Stuttgart in July 1960.
In 1963 Porsche introduced their seminal 901 at the 911 at the Frankfurt Motor Show which would be renamed 911 for the 1964 model year. The new car was sold alongside the 356C as an alternative with more power and room for a rear seat. At the 1963 Frankfurt show the public saw Porsches new direction. Compared to the 356 it had a longer wheelbase, a more compact suspension setup and much more power from the flat-6 engine.
For the underpinnings of the new 904 Bergspyder, the Porsche engineers recycled five chassis originally laid down for a production version of the six-cylinder 904/6 Coupes. The steel platform chassis of the 904 was reinforced with cross-braces to compensate for the rigidity that had originally been provided by the coupe body. The Bergspyders were tried with both the exotic twin-cam eight-cylinder engine and a highly tuned flat six.
The Porsche 904 debuted late in 1963, for the 1964 racing season. Porsche designed the 1965 Porsche 904 Carrera GTS variant to compete in the FIA-GT class at various international racing events and a street-legal version debuted in 1964 in order to comply with FIA’s Group 3 homologation regulations. When the 904 Carrera GTS debuted, it represented Porsche’s first foray into fiberglass bodywork and the last hurrah for its four-cam, four-cylinder engine.
This concept car was kept in secrecy until 2020. Under the cover there is a Volkswagen XL carbon fibre monocoque chassis and the car could have been powered by a high-revving motorbike engine. The 1:1 hard model of the possible future 904 looks similar to the Porsche 918 supercar from the front and to the F. A. Porsche designed 904 Carrera GTS supercar from the side. It looks just perfect!
In 1965, the 904’s second and final production year, some examples received a version of the 911’s 2.0-liter flat-six. This version was dubbed the 904/6 and was focused on the factory works effort by Porsche. Six of these cars were so equipped and used a chassis number of 906-0xx. Porsche built a total of six similar 904/6 Works team cars with the following chassis number assignments: 906-001, 002, 005, 006, 011, and 012.
Three factory race cars were fitted with a flat eight-cylinder power plant derived from the 1962 804 F1 car, the 225 hp (168 kW) 1,962 cc (119.7 cu in) Type 771, which used 42 mm (1.7 in)-throat downdraft Weber carburetors. The Type 771s, however, suffered a "disturbing habit" of making their flywheels explode. The 904/8 cars had a short and relatively unlucky racing career.
Developed for endurance sports car racing, the 906 was a street-legal racing car that raced in the FIA's Group 4 class against cars like the Ferrari Dino 206 P. They often won their class behind the much larger prototypes such as the Ford GT40 Mk II and Ferrari 330 P3/4. Based off the same principles as the 904, the 906 used a boxed steel chassis with a fiberglass body that added rigidity to the design. The greatest success of the Porsche Carrera 6 "Standard" was undoubtedly the victory at the Targa Florio 1966.
The technology in racing during the mid 60s was shifting from carburetors to fuel injection. Porsche began experimenting and the Bosch injection system proved to be the most reliable. Though the performance did not increase, it did provide superior throttle response over the Weber carburetors, and it was easier to tune. To compliment the new engine, a new body was created which reduced drag levels. Porsche dubbed the resulting car, with its new engine and body work, the 906E, with the 'E' representing 'Einspritzung, or injection.
The 906 LH was capable of achieving 174 mph/280 km/h with its 2-litre engine (906 K: 165 mph/265 km/h). At high speed the long tail started to create lift (opposite to downforce), which made the car go fast on the straight, but was dangerous to drive. At Le Mans, the 906 LHs with their experimental bodies competed in the 2-litre prototype class.
The Porsche 906 Living Legend is a racing-inspired supercar concept, designed and built by Porsche in 2015. The 906 Living Legend was intended to be a ‘super sports car’; the road-legal vehicle features a mid-engine design and massive air vents for cooling. The car’s shape is undeniably fluid, with the front and back end establishing a particularly effective gradient. The 906 Living Legend’s design includes subtle, longitudinal strip brake lights.
A spider body was fitted, and its inaugural appearance was at the Swiss Ollon-Villars hillclimb where it was met with disappointing results that were clearly to-do with poor testing and rushed development. The Ferrari's easily dominated the event and sent Porsche and their ''Ollon Villars Spyder' back to the drawing-board.
