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Motor 1
7 days ago
- Automotive
- Motor 1
The Porsche 911 Club Coupe Is a Carrera T, But Rarer
For its 50th birthday, the Porsche Club of America worked with Porsche to create a special model commemorating the golden anniversary, the 2006 911 Carrera S Club Coupe. The PCA and Porsche collaborated again 10 years later for the club's 60th with the 2016 911 Carrera GTS Club Coupe, and with the club celebrating its 70th birthday this weekend, it was high time for a new special model. This is the 2026 911 Carrera T Club Coupe. Porsche and the PCA unveiled the car Sunday night at the club's annual Parade, this year held in Oklahoma City. As the name implies, it's based on the Carrera T , the lightest and most purist-aimed version of the current 911, and the only Carrera model with a manual transmission. Porsche will build just 70 examples—the first will go in its museum, PCA will raffle off the second, while PCA members will be able to purchase the rest. Photo by: Porsche Each of these Club Coupes has been finished in a unique shade of blue, Azurro California Metallic for the 2006 model and Club Blau for the 2016 model. This car is finished in a new color called Sholar Blue, a sort of metallic version of Club Blau. There are all sorts of other visual tweaks, like a Sport Design front fascia with red accents, a unique finish for the 20- and 21-inch RS Spyder Design wheels, a "Club Coupe" decal on the doors, and red striping and a commemorative badge on the engine lid. Inside, it's even more exuberant, with unique red-white-and-blue trim for the seats and the interior of the glovebox, red and blue stitching, a commemorative badge embossed into the center console, and a PCA logo just behind the shifter. The Porsche Club of America name is also printed on the door sills, and there are little LED puddle lamps on the bottom of the doors with the special 70th anniversary PCA logo. There'll be no doubting you're in something special from the cockpit. Mechanically, it's all standard Carrera T fare, which consists of the 911's base 388-horsepower 3.0-liter twin-turbo flat-six, a six-speed manual transmission, adaptive sport suspension, sports exhaust, and rear-wheel steering. Owners can also buy a special Porsche Design chronograph to match their car. Photo by: Porsche Photo by: Porsche Photo by: Porsche Porsche hasn't announced pricing yet, but you can expect it to be at least a bit more expensive than the $140,950 for a regular 2026 911 Carrera T. Plus, of course, the cost of a $56 annual PCA membership. More on Porsche 2027 Porsche Cayenne: Everything We Know 2026 Porsche 911 Carrera 4S: More Power, More Driven Wheels, More Money Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Gallery: 2026 Porsche 911 Carrera T Club Coupe 32 Source: Porsche Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Yahoo
05-07-2025
- Automotive
- Yahoo
Why the Iconic Porsche 356 Is a Bucket-List Classic for Any Collection
When the automotive alphabet rolls around to 'P,' that usually means Porsche. That also means a near-infinite array of models for a marque with more than 75 years of history. Most every Porsche made is worth owning, and each, in some way, carries the DNA of the company's vehicular patriarch, the very first 356, quaintly called the 'bathtub' and looking like an inverted version of the same. Numerous iterations of the 356 were made, from the earliest 356 'Pre-A' in 1948 to the last 356 C in 1965. Today, the least of the 356s can cost well over $80,000 in good condition, and rare Carrera four-cam examples can soar well into million-dollar territory. For series-production models, cabriolets generally command double the price of coupes. More from Robb Report The 2025 C8 Corvette ZR1 May Turn Out to Be a Very Rare Collector's Car Porsche Just Unveiled 3 New All-Wheel Drive 911s The First Bugatti Bolide Could Fetch $6 Million at Auction When introduced, Porsche's giant killer was small, light, and nimble compared to most of its contemporaries, but also less powerful than all but a few. The engine was essentially a hopped-up Volkswagen power plant, and most 356 A examples, made from 1955 through 1959, were fit with a 1.6-liter flat-four, and could barely crank out 60 hp. The 356 Speedster, made from 1954 through 1958, was U.S. importer Max Hoffman's invention, and examples today are well beyond $150,000. The 356 B, made from 1959 through 1962, added twin grilles to the rear decklid and other modifications, including a less-attractive Karmann 'notchback' coupe design, somewhat controversial then and now. The most advanced and well-built versions (though all 356s were well built, if highly prone to rust) are the 356 C and SC, made in 1964 and 1965, trading places in the Porsche lineup with the then-new, flat-six-powered 911 during the 356's last year of production. The 912, introduced in 1965, was a 911 minus two cylinders, making it the true (and final) successor to the 356, though it wasn't a replacement per se, but rather, an entirely new car. Porsche's 356 is a wonderful classic to own and drive, and while power brokers won't be satiated, those with an appreciation for purity of concept and refined design will love it. Many enthusiasts gravitate toward the elemental 356 A, which is desirous in the same way a thin, non-automatic watch movement can be more satisfying than that found in a complicated chronograph. The 356 C and SC, fitted with four-wheel disc brakes, are especially appealing. The 356 SC delivers 95 hp through twin Solex carburetors, making its engine the most powerful pushrod Porsche mill ever made. A four-speed manual transmission was the only shifting option throughout the entire 356 dynasty. While a car with its engine hung over the rear wheels was a novelty at the time, the concept is very familiar to today's drivers, who will find a 356 manageable if the laws of physics are generally observed. The good news is that, with relatively modest power, no one is likely to get into much trouble. Trouble will come from a rusty or ill-repaired example. A project car is best left to professionals, and so a finished, restored vehicle is the smart choice. Original drivetrains and parts command a big premium in collector circles, where a concours-quality cabriolet can easily crest $250,000, and a Speedster double that. A basic 356 C coupe in good condition is about $85,000, with SC models nearing the $150,000 neighborhood, but values are greatly affected by condition, options, and even original color. Replacement and reproduction parts are plentiful, and these cars' simple mechanical underpinnings allow many enthusiasts to do their own wrenching. The 356 is also a great blank canvas for restomod interpretation, with 'outlaw' versions powered by everything from bored-out, flat-four monsters to a 911's engine. The good news for those thinking about a Porsche 356 is that there is no single right answer to the question, 'Which one should I buy?'Best of Robb Report The 2024 Chevy C8 Corvette: Everything We Know About the Powerful Mid-Engine Beast The World's Best Superyacht Shipyards The ABCs of Chartering a Yacht Click here to read the full article.
Business Times
27-06-2025
- Automotive
- Business Times
2025 Porsche 911 GTS review: Electric, shock and awe
[CHIANG MAI] The new Porsche 911 GTS reminds me of a tale economists love to tell about Soviet central planners. One day they went to a factory and set a production quota of one million nails. The managers shrugged, then churned out tiny slivers of steel that were useless for carpentry, but perfect for hitting a target. If you'll forgive the obvious pun, when it comes to that sort of malicious compliance, this latest 911 really nails it. I found that out in the most entertaining way possible, flogging both the GTS (S$781,168 without options or a Certificate of Entitlement) and base model Carrera (S$569,268) back-to-back through Chiang Mai's misty mountain switchbacks. With the Thai jungle flashing past the windows, their differences couldn't have been clearer. Mind you, a billion words have already been written about the venerable 911, half of them in love letters, half in snarky notes accusing each new version of either changing too much or changing too little. So, spare a thought for the men who had to freshen up the current 992 iteration of the 911, carefully keeping yesterday's faithful happy while tomorrow's cynics sharpen their pitchforks. The result is the 992.2, whose decimal carries real weight because 911 aficionados consider every model code a shibboleth. Yet, identifying the 992.2 (and winning Porsche Club cred in the process) couldn't be simpler. The headlamps now cram every lighting function into a single pod, so the old turn signals on the bumper have vanished. Need more? The taillamps stretch farther across the rump, the GTS' movable intakes adopt active shutters to juggle cooling and drag, and there are new wheel designs to make you spend even more time on Porsche's online configurator. Inside, the faux-key twist knob has been bumped into history by a start-stop button, while the instruments are now fully digital. Alas, that means the beloved rev needle is gone, but you do get a customisable 12.6-inch screen that can mimic the classic five-dial layout or stretch a navigation map across the whole span. Progress or sacrilege? The keyboard warriors can fight that one out. A NEWSLETTER FOR YOU Friday, 2 pm Lifestyle Our picks of the latest dining, travel and leisure options to treat yourself. Sign Up Sign Up In the engine bay is where the two new 911s really separate. The basic Carrera pinches hardware from the outgoing 911 Turbo, with bigger intercoolers and a revised turbo layout pushing its 3.0-litre flat-six to 395 horsepower. Add the Sport Chrono pack, and the rear wheel-drive coupe lunges to 100 kmh in 3.9 seconds, snarling like a lion that's caught a whiff of raw steak. For all that, it still serves up the quintessential 911 experience: direct steering, and a chassis that sometimes thrills with its agility (and sometimes terrifies if you overstep). Above all, it moves with a lissome grace that makes this 1.85 metre-wide sports car feel as lithe and ferocious as a Muay Thai champ. Slipping through the loophole Then there's the new Carrera GTS, a masterclass in engineering as a means of malicious compliance. Regulators (including those here) have vowed to slam the door on pure-combustion car sales by the end of the decade, but some are leaving it a crack open for hybrids. Porsche's response? Add electric drive to the 911 to slip through that loophole, then use the volts not to save the planet, but to fling the car down the road even harder. The resulting T-Hybrid system puts a 1.9 kilowatt-hour battery in the 911's nose, feeding a 56 hp motor tucked inside the twin-clutch gearbox and a 15 hp electric motor that spins up the turbocharger even before you need it, so it's always ready to boost the engine. Between all that and a new 3.6-litre flat-six, the GTS has 541 horsepower at its disposal, enough for 0 to 100 kmh in three seconds flat. The numbers sound almost abstract, so I'd describe flooring the accelerator in the GTS as an experience like being shot from a cannon. The hybrid system supplies a mighty shove from the get-go, but at some point the flat-six takes over, howling past 7,000 rpm to shove you even harder. It packs the kind of acceleration obnoxious electric car evangelists brag about, but it comes from explosions pushing pistons, not silent magnets. Hybrid power isn't the GTS' only party trick. Rear-axle steering now comes standard, tightening hairpin lines like an invisible hand on the car's tail. It sits 10 millimetres lower on active suspension, with firmer springs that make the ride feel noticeably more choppy than in the Carrera. Nevertheless, the GTS has terrific damping, so you get one clean jolt over a bump, the body settles immediately, and it's on to the next hairpin. Has electrification polluted the 911 experience? Purists are bound to think so since they once decried the first turbo 911s in the '70s, bemoaned four-wheel drive in the '80s, and wrung their hands at the arrival of 1989's Tiptronic auto. But two minutes in the GTS will disabuse you of whatever phobia you're nursing. The steering still keeps up a lively chatter in your hands about grip and road texture, and the rear-engine balance still eggs you on to work the brakes and accelerator with skill and technique. Nor should you be paranoid about heavy batteries and cables. The entire T-Hybrid system adds just under 50 kilogrammes to the 1.5-tonne 911, so it's barely even there. What you do notice, mainly, is more mid-range punch and more urge out of second-gear corners, which leaves you with more laughter as the car's poise, agility and ferocity all come together beautifully. All that said, the basic Carrera is still a phenomenal car in its own right. Despite its comfier suspension settings, it conveys the same sense of being a live thing in your hands, clawing its way through corners with tenacity, and wailing down the road at a pace that's bound to fill your system with adrenaline. It feels less violent and intense than the GTS, yet every bit as capable in the right hands. In other words, the 911 Carrera is still all the sports car a sane driver could ever need, while the GTS is all the sports car a driver could ever want. Despite the latter's new hybrid system, the 911 isn't going to save the planet, but it does make it a more beautiful place for drivers. Porsche 911 Carrera Engine 2,981 cc, flat-six, twin-turbo Power 395 hp at 6,500 rpm Torque 450 Nm from 2,000 to 5,000 rpm Gearbox 8-speed dual-clutch automatic 0-100 kmh 4.1 seconds (3.9 seconds with Sport Chrono Package) Top speed 294 kmh Fuel efficiency 10.7 L/100 km Agent Porsche Singapore Price From S$569,268 before COE Available Now Porsche 911 GTS Engine 3,591 cc, flat-six, turbo Electric motor 56 hp System power 541 hp System torque 610 Nm Gearbox 8-speed dual-clutch automatic 0-100 kmh 3.0 seconds Top speed 312 kmh Fuel efficiency 11 L/100 km Agent Porsche Singapore Price From S$781,168 before COE Available Now
Auto Blog
13-06-2025
- Automotive
- Auto Blog
The Roar, The Rush, The Reality: The Ultimate Porsche Test Drive
A Porsche fanatic's dream Most of my experience driving Porsches centers on my ownership of a 34-year-old air-cooled 911 and several trips to the Porsche Experience Center in Los Angeles. So, when Porsche Colorado Springs invited me to their Ultimate Test Drive Experience, I was pretty excited. The team brought eleven cars for us civilians to drive, plus a Boxster Spyder RS for one of the three instructors who flew in from Porsche's Track Experience School. Unfortunately, this wasn't going to be an open track day for us to hoon around in some of Porsche's newest and funnest rides. Rather, we'd be broken into groups and cycle through the cars to get a feel for each and to understand the Porsche DNA shared among the entire lineup. And the lineup was diverse. You wouldn't think that a 911 had anything in common with a Taycan EV, but it does. Besides similar design cues, the shared DNA is a focus on performance that's been part of every Porsche model since 1948. Sure, they're not all fire-breathing monsters like the GT3 RS, but the Porsche Club of America will allow you to bring any Porsche on track because they know the cars are made to handle the stresses that track cars must endure. Porsche cars are serious machines that can run hard all day on the Autobahn or on the race course. The experience was as thrilling as you'd expect Due to time constraints, we were only permitted two laps in each car, but there was plenty of seat time overall. Speeds were relatively high, too. We pushed 100 mph on the high banks at Pikes Peak International Raceway before dropping down into the twisty infield sections that allowed us to test the brakes and drift through tight turns at over 50 mph. I know that doesn't sound fast, but 50 mph while navigating a tight 180-degree turn? Trust me, it's fast. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. This wasn't the type of event where you turn off all of the driver aids, so I never felt like there was any chance of crashing, but the Porsche instructors urged us to start in Sport mode and then shift into Sport Plus, which gives a little more throttle response, better steering feel, and track-focused suspension. I'll be honest. I was there to drive, and we only had a minute to acclimate to each car before hitting the track, so I can't tell you much about their interiors. All I know is that the AC blew cold in the 85-degree ambient temperatures, and the finish of each car was impeccable. So, what were my thoughts on each car's driving dynamics? 2025 Porsche Taycan 4s I'm a fan of the Taycan. The model was Porsche's first EV, and I've driven one all over LA, including the twisties of Angeles Crest, and even came close to buying a Cross Turismo wagon earlier this year. You just can't beat an EV's power delivery, and the Taycan doesn't disappoint. The 4S has 536 hp and will hit 60 in 3.5 seconds. That's fun, but Porsche nailed it with the Taycan's steering feel. It gives the car a solid, planted feel with good brakes to boot. I was just learning the track when I drove this car, but I wouldn't hesitate to drive one for the occasional track day. Actually, I'd get the Cross Turismo and drive it all over Colorado's gravel roads, which it's designed to do. It's got gravel mode! 2024 Porsche Macan 4 Another EV that rocks! Its 402 hp will propel the car to 60 mph in under 5 seconds with room for the whole family. On track, the Macan 4 is good, but it isn't quite as nimble as the Taycan, with a little more body roll. The brakes were great, but the steering felt less Porsche-like than I hoped. The Oak Green Metallic and Provence paint colors are stunning. Yeah, I'm fine with a purple Porsche. 2025 Porsche Panamera GTS This executive tourer is powered by a 4.0-liter V8 twin-turbo putting out 493 horsepower. It's a monster that makes a glorious noise when you step on the gas and feels lighter on track than its 4700 pounds would suggest. It's more muscle car than sports car, and while I'd need more laps to better understand how to drive this car at the limit, I noticed a little bit of understeer. The interior was as lovely as it should be for a car with a base price of $157,000. 2025 Porsche Cayenne E-Hybrid Coupe The E-Hybrid is powered by a 300-horsepower, 3-liter, 6-cylinder gasoline engine combined with a 174-horsepower electric motor, which will propel this 5,400-pound SUV to 60 mph in just 4.6 seconds. It's a capable off-roader, too, but on track, I noticed lots of body roll. Even then, this thing can brake and corner as well as the other cars in our pack, and it easily kept up with the Panamera GTS, which is no small feat. Porsche sports cars are the ultimate cross between performance and usability We had four sports cars, too. However, three were base 911 Carreras, so I'll combine my thoughts on those into one summary. 2025 Porsche 911 Carrera There's almost nothing a 911 can't do, within its relatively small footprint. It's a sports car to make every day special, so it was no surprise that I loved the 911, even if it was a base Carrera. The steering had a good weight, and there was excellent feedback from the tires. I love how 911s offer gentle understeer into the corner, but then the rear rotates to help steer the car. It's such a fun chassis. That said, I'd opt for a higher-spec car, such as a GTS or even a T, for the type of driving I enjoy – canyons and light track work. I'd also opt for an upgrade on the interior so that it matched the quality of the car's mechanicals. 2025 Porsche 718 Boxster GTS 4.0 I've saved my favorite for last. The mid-engined Boxster is so much fun. The steering was telepathic, and the mid-engine format allowed me to play with the car's balance mid-corner. All I had to do was think where I wanted to place the car, and the little Boxster would go there. The one issue for me is that there's a bit of resonance from the engine sound at higher RPMs. I'd love it on track, but would prefer the greater sound insulation of a Cayman. After owning several British roadsters, I've realized that I like a steel roof overhead. Driving these two cars back-to-back was eye-opening and allowed me to feel the difference in handling between the Boxster and the 911. With its mid-mounted engine, the Boxster was more predictable and felt like it rotated around my hips. The rear-engined 911, on the other hand, has more of a pendulum effect and rotates around the car's nose. Final thoughts My verdict? I want them all. Horses for courses. The SUVs were impressive and will be on my list when it's time for a new ski car, as will the Taycan. I've driven EVs for years and no longer have any range anxiety, but that's not what I dream about. For me, it comes down to 911 vs. Boxster/Cayman, and I've already got one car with an engine in the rear. So, as much as I love the 911, I'll be ordering an electric Cayman when they become available. It'll be my daily driver, and if it's anything like the love child of a Boxster and a Taycan that I hope it'll be, it'll put a smile on my face every time I drive it. A huge thanks to Porsche Colorado Springs's John Dyste and Ted Hampson for hosting and including me in this event. About the Author Jason Meshnick View Profile
