Porsche News

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Jordan Aquistapace – September 18, 2025

The Porsche 911 S/T: Return of the Legend

The perfect pair. While most car manufacturers are always looking for ways to evolve, with their eyes set on the future of mobility, others take a less traditional approach by using historic models to influence modern marvels. Porsche's legacy as a pioneer and leader has been built on its involvement and heritage in motorsport, which it continues to celebrate with new cars. The 911 S/T remains one of Porsche's pivotal characters, with the 911 2.5 S/T shocking the endurance world by claiming a GT class win at Le Mans in 1972 before fading off, later discovered as a battered shell in a California barn. Its story might have ended there, but Porsche Classic brought the wreck back to life through a painstaking restoration, reviving it to its original Light Yellow finish (code 117). After over 1,000 hours of bodywork and two and a half years of careful craftsmanship, the once-forgotten race car was reborn, looking just as it did when it left Stuttgart in the early seventies. That restored car now shares a garage with a new legend, a 2024 911 S/T. Built under Porsche's Sonderwunsch program, the configuration pays tribute to the original racer by sporting the same rare Light Yellow paint, carefully hand-painted to carbon components that challenged even Porsche's paint experts. The details push the connection further, with magnesium wheels in Darksilver, black brake calipers, and a subtle black interior that mirrors the spirit of lightweight performance. Yet under the skin, it's every bit the modern 911, featuring a 4.0-liter naturally aspirated flat-six pushing 525 horsepower to the rear wheels through a six-speed manual gearbox revving to 9,000 rpm. One car represents Porsche's motorsport past, scarred by decades of neglect but brought back with painstaking love and authenticity. The other embodies Porsche's present vision of heritage, where the Sonderwunsch program allows passionate collectors to reimagine icons for the modern era. Together, they tell the story of Porsche's ability to respect its history while continuing to evolve performance and design. Ultimately, the 911 S/T's return proves that Porsche curates legends. From the barn find resurrection to the hand-painted modern tribute, every detail reflects Porsche's dedication to customization and performance. Whether seen on the racetrack, restored in Stuttgart, or reborn through Sonderwunsch, the S/T remains a vital piece of Porsche. All Porsche 911 S/T For Sale Source: Porsche

By Khris Bharath – September 17, 2025

From Virtual Twins to Real-World Punishment: How Porsche ...

Porsche is preparing the next big step in its SUV lineup, and the development story behind the Cayenne Electric shows just how far testing methods have come today. Instead of starting with dozens of hand-built prototypes, engineers pushed the project forward with digital twins, shaving months off development time and cutting material waste. For you, what this means is the electric Cayenne heading to showrooms later this year has already survived hundreds of simulated Nürburgring laps before it even turned a wheel in the real world. Now we’ve been seeing Cayenne Electric test mules for well over a year, and despite still wearing camouflage, they’ve already achieved plenty from their debut at Goodwood to the record-setting run at the Shelsley Walsh Hill Climb and, more recently, their showing at the IAA Mobility show in Munich earlier this month, where the German automaker even revealed wireless charging tech for their upcoming flagship all-electric SUV. The testing phase began life in Weissach, Porsche’s development hub. Engineers mapped out test routes from German autobahns to American city streets and then fed them into high-powered simulations. Artificial Intelligence and Virtual Reality tools allowed them to test steering, suspension, and aerodynamics using CAD models. These simulations didn’t stop at visuals, as a new composite test bench connected to four powerful synchronous motors could also replicate real-world loads, including everything from asphalt texture to tire slip, and even the brutal energy spikes that often happen under heavy regenerative braking. But crucially, Porsche says there was no longer a need to build 120 physical test vehicles, which not only sped up development but also saved considerable resources. Having said that, the Cayenne Electric has spent a significant amount of time in some of the most inhospitable places, being put through its paces. Think Death Valley, where the mercury climbs to 122 degrees Fahrenheit, and Dubai, where the scorching summer heat challenges both drivers and machines, pushing the thermal management and fast-charging systems to their limits. At the other end, Northern Scandinavia, where the mercury plunges to minus 31, was the ideal ground for testing traction, cold starts, and braking stability. Even in these extreme conditions, Porsche worked on ensuring that the SUV was ready for rapid charging sessions. Their approach is for the vehicle to automatically condition itself for fast charging regardless of how it was driven before stopping, and this includes urban jaunts where long traffic jams are common. The prototypes have racked up more than 93,000 miles in just a few months under city, rural, and highway conditions. On the performance front, the Nürburgring remains the ultimate test, and engineers sent the digital twin around the Nordschleife at full tilt, then compared the data against a physical prototype strapped to the test bench. Porsche claims their goal is consistency, be it you floor it on a straight or dive into a corner, they want the electric drivetrain to deliver peak output immediately, putting cooling systems to the test, in turn leading to stronger battery conditioning hardware, better than any current production Porsche EV. This new development strategy pays off with shorter timelines and learner development costs for Porsche. For instance, the Cayenne Electric program cut development time by 20 percent compared to older methods and reduced resource use by building fewer prototypes. Having said that, even with the digital twins and advanced simulation, Porsche engineers insist that only human test drivers can fine-tune balance and control strategies to Porsche standards. All said and done, the Cayenne nameplate itself is extremely important for Porsche, because alongside the OG Boxster, it was the first-generation Cayenne that saved the company in the early 2000s and effectively created the modern performance SUV segment. Three generations later and, despite uncertainty still surrounding EV adoption, the electric Cayenne will mark the next big chapter, and positioned as a flagship that, alongside the Macan Electric and Taycan, it will pave the way not just for Porsche but also for Volkswagen Group’s wider electrification strategy. Its influence as an all-electric high-performance SUV will reach beyond Stuttgart, pushing other automakers to commit to the segment. We already know that the Cayenne electric can tow 7,716 pounds, but Porsche will need to deliver at least 300 to 350 miles of range on the EPA cycle to remain competitive against rivals, and pricing it from around $100,000 figure, slotting above the Macan EV but below the Taycan Turbo trims, could be the sweet spot. Watch this space. View All Porsche Cayennes For Sale Images: Porsche

By Khris Bharath – September 16, 2025

Porsche Club of America at 70: A Legacy Built Around Comm...

Seventy years is a long time for any club to stay relevant, let alone one tied to a single automotive brand. Yet the Porsche Club of America (PCA) has managed to thrive since its founding in 1955, and in 2025, it is celebrating that milestone with so much more than just nostalgia. The story of the PCA is less about rare cars and more about the people who built a global community around them and the passion that they share for the brand. It all started when Bill Sholar, a commercial artist from Washington, D.C., bought a 1953 Porsche 356 Coupe. Back then, Porsche ownership in the United States was rare, given that the 356 was the only model on offer at the time, after production had moved from Gemünd, Austria, to Stuttgart in Germany. Sholar would flash his headlights to connect with other drivers in the area, but that small gesture wasn’t enough for him. He wanted a club, and by September 1955, he would have one. Just over a year later, the PCA held its first national event, the Porsche Parade, with 64 members in attendance. Fast forward seven decades, and the PCA has more than 145,000 members, making it the largest single-marque club in the world. Today, the Parade draws thousands from across the nation and beyond, and its scale alone has real-world benefits if you own a Porsche. Throughout the year, the organization hosts regional meets, driver education programs, technical workshops, concours events, and more. If you need a trusted shop around where you live, or need specific advice on keeping your pride and joy in top form, the PCA network is often the first place to turn to. The 69th Parade in Oklahoma City, held this past July, was the centerpiece of the anniversary year, but the highlight wasn’t just the cars, because Hans-Peter Porsche, grandson of the founder, Ferdinand Porsche, and son of Ferry Porsche, attended the event. His presence was enough to show how the Porsche family itself has been part of these gatherings now for decades. Of course, no anniversary would be complete without a special edition. Over the years, PCA has collaborated with Porsche on several special builds and just like we saw with the 50th (2006: 911 Carrera S Club Coupé) and 60th (2015: 911 GTS Club Coupé) anniversary, PCA has once again worked with Porsche Sonderwunsch (Special Wishes) program to build a limited-edition 911 Carrera T Club Coupé, a car that we reported on, with a member-exclusive Chronograph to go with it. Designed by Grant Larson, who worked on cars like the OG Boxster and the now-iconic V10-powered Carrera GT, this new special edition is finished in “Sholar Blue,” a modern metallic take on the Club Blau introduced in 2015. The car is limited to just 70 examples and will be offered exclusively to PCA members in the United States and Canada. If you’ve ever wondered whether joining a brand-specific car club makes sense, PCA’s seven-decade run offers a clear answer. As the cars evolve, the community around them continues to grow and strengthen. Their motto sums it up best: “It’s not just the cars; it’s the people.” View All Porsches For Sale " width="680"> Images: Porsche

By Khris Bharath – September 11, 2025

992.2 Turbo S Is 14 Seconds Quicker Than Before At The 'Ring

The latest Porsche 911 Turbo S is no longer just the king of internet drag races; it is now one of the most complete performance cars on sale. At the Nürburgring Nordschleife, Porsche development driver Jörg Bergmeister set a 7:03.92 lap with the 992.2 Turbo S, which is a staggering 14 seconds off the previous Turbo S (7:17.3) over the harrowing 12.9-mile circuit. That matters because on the infamous green hell, even shaving a couple of tenths off is a big deal. While we already reported last Sunday about this latest 911 Turbo S and its blistering Nürburgring lap time, Porsche finally dropped the full onboard lap footage earlier today, and for the first time, we can’t just watch Bergmeister tackle the Nordschleife, but also hear how the new hybrid-assisted Turbo S performs at the absolute limit. Every input is visible, from throttle response to steering corrections, and the lap reveals how the 992.2 Turbo S translates cutting-edge engineering into real-world pace. " width="680"> As a quick primer, power now comes from a 3.6-liter flat-six paired with Porsche’s T-Hybrid system first seen on the 992.2 GTS, but unlike that car, the Turbo S features not one, but two electrically assisted turbochargers, and another compact electric motor that draws power from a 1.9 kWh battery on the front axle, to deliver instantaneous throttle response. Output is 701 horsepower with 590 pound-feet of torque, making this the most powerful production 911 ever. 62 mph comes up in 2.5 seconds, and the quarter mile is an equally respectable 10.3 seconds. Top speed is rated at 200 mph. If the old Turbo S was already a drag-race benchmark, this new model raises the bar. For some context, the previous 992.1 911 Turbo S already pushed the limits of traction with its 640 horsepower output, but the hybrid system on this latest model fills in power gaps, particularly at low revs. That immediacy in power delivery when leaving corners or overtaking on tight circuits like the Nordschleife means that they all add up on a timed lap. This 14-second gain is noteworthy, also because, despite the added hybrid hardware, weight has only increased by about 190 pounds compared with its predecessor, bringing the curb weight to roughly 3,800 pounds. That is modest by hybrid standards, the equivalent of carrying one extra passenger. For the detail-obsessed, Porsche even offers optional carbon fiber wiper arms to save weight. Besides weight, aerodynamics are another key aspect that comes into play on a timed lap. The 992.2 Turbo S features extensive active aero, for the rear wing, front diffuser, extendable lip spoiler, and vertical cooling slats that can even close under braking in wet conditions to reduce spray on the discs. Porsche claims a 10 percent lower drag coefficient than the outgoing model. So what does this time really mean for you as a sports car buyer? The Nürburgring has become an unofficial proving ground for manufacturers, and lap times here offer a real-world benchmark for performance. It is also worth noting that Porsche chose Bergmeister for this run. A veteran of endurance racing, he knows exactly how to extract consistent performance over long stints (Still waiting on that 992.1 GT3 RS MR time). His experience matters because the car’s durability under track stress is just as important as its outright speed. For perspective, a 7:03 lap puts the Turbo S within striking distance of purpose-built track weapons, including Porsche’s own GT models. However, unlike those cars, the 992 Turbo S is still a luxury grand tourer that you could daily. If you are in the market for a high-performance car that can deliver both speed and day-to-day comfort, this latest 911 Turbo S should sit high on your list. View All Porsche 911 Turbo S For Sale Source: Porsche

By Jordan Aquistapace – September 10, 2025

Wheels Boutique Transformed This Porsche GT2 RS with Chro...

Porsche's 700 horsepower GT2 RS looks even better with a bit of chrome. The Porsche 911 GT2 RS is already the most powerful 911 to ever leave Stuttgart, a track weapon with road-legal credentials and performance that borders on outrageous. But when Wheels Boutique gets involved, even something as uncompromising as the GT2 RS can be elevated further. Their latest highlight build outfits this 991-generation GT monster with ANRKY’s SeriesONE Monoblock AN10+AEROsport wheels, proving once again that the right wheel setup can sharpen both look and feel. Sized 21x10 up front and 22x13 at the rear, the AN10+AEROsport wheels are precision-matched by the professionals to the GT2 RS’s already-aggressive stance. Wrapped in Bridgestone tires measuring 265/30/21 and 355/25/22, the fitment is engineered to handle the kind of grip and stability Porsche demands. The finish, a Mirror Polished Clear, takes full advantage of the SeriesONE’s sculpted design, while Porsche’s signature Centerlock option guarantees a motorsport-authentic look and functionality. This setup is so special because it integrates seamlessly with the GT2 RS’s track-focused DNA. The AEROsport additions improve the car’s aerodynamic advantage, while the polished finish contrasts against the Porsche’s sharp lines to create a perfect OEM-plus look. The Porsche 991 GT2 RS on ANRKY SeriesONE AN10+AEROsport wheels is a reminder that even legends can be pushed one step further. Discover Wheels Boutique Source: Wheels Boutique

By Jordan Aquistapace – September 09, 2025

How To Buy: Porsche Design's All-New Roadster Aluminum Lu...

Porsche Design has officially taken its travel gear to the next level with the launch of the new Roadster Aluminum luggage collection. Inspired by the iconic Porsche 911 Targa, the new hardcase combines top-tier materials, sports car-inspired precision, and unmistakable Porsche style. Available in silver or black and in three sizes (carry-on, medium, and large), each is crafted from aluminum for the first time in the series. The Roadster Aluminum pays tribute to the original 911 Targa’s brushed aluminum roll bar from 1965, incorporating that same innovation and strength into every corner of this high-end luggage. Seamless stamped panels and clean horizontal lines mirror the 911’s aerodynamic silhouette. What really sets the Roadster Aluminum apart is how thoughtfully it’s built for the travel-obsessed Porsche fan. From the multi-stop handle system to the smooth-rolling, ball-bearing wheels inspired by classic Carrera rims, everything feels intuitive and over-engineered in the best way. There’s a flat TSA lock pre-set to “911,” snap clasps that close with a satisfying Porsche-like sound, and leather handles with visible stitching that add a layer of luxury and comfort. Inside, the luggage offers a roomy, hexagon-print-lined interior with smart compartments on both sides, including a zippered divider, cross straps, a packing plate, and even a handy foldable bag for separating used clothing. For those who view travel as an extension of their lifestyle, the Porsche Design Aluminum Collection is a statement on wheels. Just as every Porsche earns its character through the road, each aluminum case develops a unique patina over time, telling its own travel story. Shop All Porsche Design Luggage Roadster Aluminum Trolley L Shop Now Roadster Aluminum Trolley M Shop Now Roadster Aluminum Trolley S Shop Now Source: Porsche Design

By Jordan Aquistapace – September 08, 2025

Porsche Design Presents Its New Custom-Built Chronograph ...

Riding the coat tails of the 992.2 generation 911 Turbo S debut, Porsche Design follows up with a commemorative chronograph. The all-new 992.2 Porsche 911 Turbo S has officially landed, and along with it comes a special companion for enthusiasts, the custom-built Chronograph 911 Turbo S from Porsche Design. Designed to reflect the latest Turbo S in every detail, the watch gives drivers a way to carry the spirit of their car on the wrist. It’s a perfect blend of automotive DNA and Swiss watchmaking, with a black dial accented in Turbonite, a color developed exclusively for the new 992.2 Turbo S in collaboration with Pantone. The dial is paired with a customizable color ring that can match any exterior paint, including the legendary “Paint to Sample” shades, letting owners make a timepiece that’s truly theirs. Inside the watch beats the Porsche Design caliber WERK 01.200, a COSC-certified movement with flyback function. The rotor design takes inspiration from the Turbo S wheels, and the Porsche crest in Turbonite adds a subtle nod to the car. Beyond performance, the watch is highly personalizable: the sapphire case back allows for engravings like names, license plates, or even the VIN of the corresponding 911 Turbo S. Every time you check the watch, you get a little reminder of the driving thrill and precision that makes the Turbo S so iconic. Even the strap brings the car connection to life. Made from the same leather used inside the 992.2 Turbo S and finished with matching stitching, it’s a subtle but meaningful touch. There’s even an option to hot-stamp the “Turbo S” signature, combining performance cues with the comfort of everyday wearability. The new Chronograph 911 Turbo S is available starting today, through the Porsche Design Timepieces Configurator or select Porsche Centers in markets including the U.S., Europe, and Japan. Prices start at $11,292, depending on customization. For anyone who’s been captivated by the new 992.2 Turbo S, this watch is a wearable way to carry that experience everywhere you go. Shop Porsche Design Watches View this post on Instagram A post shared by Porsche Design (@porschedesign) Source: Porsche Design

By Khris Bharath – September 07, 2025

Most Powerful Production 911: 2026 Porsche 911 Turbo S T-...

Porsche has just pulled the wraps off its most powerful production 911 ever, the long-awaited 992.2 Turbo S. Unveiled ahead of the 2025 IAA Mobility in Munich. This is the first Turbo S to adopt Porsche’s T-Hybrid system, and the results are impressive: 701 horsepower, 590 pound-feet of torque, and a Nürburgring lap time that cuts a full 14 seconds from the outgoing 992.1 Turbo S, and for some context, it already made 640 horsepower and 590 pound-feet of torque. Available as both a coupe and a cabriolet, at first glance, in typical Porsche fashion, the styling tweaks appear to be quite minimal. The wide body and signature side intakes remain, but Porsche has made sharp refinements. The fascia now features larger, more angular intakes, and the separate running light cluster is gone, with all functions integrated into the headlights. Vertical airflow shutters, borrowed from the GTS, reappear to close in wet mode, shielding the brakes from spray. Out back, the car wears squared-off titanium tailpipes, a boxier bumper, and large extractor vents that visually widen the stance. Some of those vents are decorative, but a huge functional outlet under the bumper channels hot air from the intercoolers and engine bay. Aerodynamics have also been reworked as a system: front diffusers, vertical shutters, extendable front lip spoiler, and the active extendable rear wing now cut drag by 10 percent when efficiency matters most. Porsche has also debuted a new “Turbonite” finish, reserved exclusively for Turbo models, which is applied to the crest, lettering, and even wheel designs. Inside, the same accent color shows up on the dash, stitching, and even the Sport Chrono stopwatch, while buyers can spec everything from lightweight GT3 bucket seats to a carbon roof. But the real news is what’s under the skin of this latest Turbo S. Porsche built upon the 9A3B6 3.6-liter flat six with T-Hybrid tech first seen in the 992.2 Carrera GTS, but the Turbo S gets its own twist: two electric exhaust gas turbochargers (eTurbos) instead of just one. That change should not only deliver more power but also sharper throttle response. There are no belts; the heads are new. The water pump, crankcase, and valvetrain were all redesigned for lighter weight and lower friction. An additional integrated motor in the eight-speed PDK gearbox should provide the instant hit of torque, available over a wide powerband (2,000-6,000 rpm), while a compact 1.9-kWh battery sits over the front axle. Sound hasn’t been overlooked either. The titanium exhaust drops 15 pounds, but engineers have also tuned the engine with asymmetrical timing to create a throatier, more distinctive boxer note. The overall setup adds just 187 pounds compared to the outgoing 992.1 Turbo S. 0 to 62 mph takes 2.5 seconds, a two-tenths improvement, and 124 mph comes up in 8.4 seconds, half a second quicker than before. Top speed is 200 mph, and Nürburgring testing confirmed a 7:03.92 lap “You don’t feel the weight gain. The car is much more agile, has more grip, and is significantly faster.” - Porsche Development driver Jörg Bergmeister. To handle that extra speed, Porsche made serious hardware upgrades. The rear tires now measure up to 325/30ZR21, 10 millimeters wider than before, paired with 255/35ZR20 up front. Ceramic composite brakes have now grown to 420 mm up front and 410 mm at the rear, the largest PCCB system ever fitted to a two-door Porsche. Engineers also reworked the pads and pedal feel to hold up under repeated abuse. Add in electro-hydraulic Porsche Dynamic Chassis Control (ehPDCC) running off the new 400-volt system, and you should get flatter cornering and a car that feels more predictable when you push it. The new lift system, tied into the 400-volt setup, raises the nose faster than before, a real benefit in urban environments. Aerodynamics have also been fine-tuned. Active front diffusers, shutters, and the adjustable rear wing now work together as an integrated system. In wet driving conditions, the front diffusers are even closer to shielding the brake discs from spray, improving braking performance. Inside, the design team linked the Turbo S back to its roots. The Sport Seats Plus feature embossing inspired by the first 911 Turbo, the 930, a.k.a the widow maker, and Turbonite details now cover everything from stitching to the seatbelts. If you want more, Porsche Exclusive Manufaktur offers lightweight wiper arms and a paint-to-sample palette with over 100 colors. Porsche even extends the exclusivity to your wrist as the Porsche Design Chronograph 911 Turbo S mirrors the car with Turbonite accents, wheel-inspired rotors, and leather straps made from Porsche interior materials. Where does that leave the Turbo S in Porsche’s lineup? Well, above the GTS Hybrid by a comfortable margin, and perhaps with enough headroom to keep rumors alive about an even wilder next-gen GT2 RS. Pricing hasn’t been finalized, but with the outgoing Turbo S starting just under $200,000 and every 992.2 model so far climbing significantly and the inherent impact of tariffs, expect the new Turbo S to sit somewhere in the $300,000 mark, before options. The 911 Turbo S is the most complete and versatile form of driving a Porsche 911. Whether in daily use, on long autobahn journeys, or on the racetrack, we have made the new 911 Turbo S even more comfortable, more individual, and significantly faster than its predecessor - Frank Moser, Vice President of the 911 and 718 model line. The Turbo S is the latest model to get the 992.2 update, after the base Carrera, Carrera S, Carrera 4S, Carrera T, Carrera GTS, GT3, and GT3 Touring. This hybrid flagship also sits within a broader strategy. Porsche will be phasing out production of the gas-powered 718, preparing the all-electric Cayenne, and hinting that future GT2 RS models could see electrification. Against that backdrop, the Turbo S is both a bridge and a benchmark. Between hybrid torque, a sub-7:05 Nürburgring lap, sharper chassis tech, and an interior that packs heritage touches with luxury, this is a significant dot 2 update for the 911 Turbo S. It now pushes the 911 into a hybrid future without backing away from what has always made it special: speed, all-wheel drive grip, and all-weather, year-round, everyday usability. The question is, how will purists respond to this latest hybrid flavor? View All Porsche 911s For Sale " width="680"> Source: Porsche

By Khris Bharath – September 04, 2025

Porsche to Highlight Wireless Charging on Upcoming Cayenn...

Charging infrastructure remains one of the biggest hurdles in mass EV adoption worldwide. Tesla’s decision to open its Supercharger network to other automakers and the standardization of NACS is a step in the right direction, but compatibility issues persist. Different models place charging ports in different locations, some chargers are unreliable, and downtime at public stations is still common. Inductive wireless charging, similar to what we already use with our smartphones, could be a promising solution. While it won’t solve every issue overnight, it points to a future where things could be as simple as pulling up onto a charger and walking away, making the charging experience far more seamless. Here’s how the tech works. The floor plate contains a copper transmitter coil powered by alternating current, creating a magnetic field. The vehicle’s underbody receiver coil picks up that field, generating alternating current on the vehicle side. A rectifier then converts it into direct current for the high-voltage battery. Porsche will be one of the latest automakers to adopt this tech on its upcoming Cayenne Electric, which recently set a record at the Shelsley Walsh Hill Climb in England and showcased the prototype at the Goodwood Festival of Speed, highlighting that performance remains central to the brand’s identity. Besides plugging into a wallbox, if you tick the right boxes during configuring the Cayenne electric, you will be able to park over a floor plate that transfers up to 11 kW, enough to handle overnight charging. The plate itself measures 117 by 78 centimeters (46 by 31 inches), weighs 50 kilograms (110 pounds). Porsche also integrates ultra-wideband positioning to help align the car, with visual cues in the infotainment system and a dedicated Surround View camera mode to make positioning easy. The Cayenne electric will then lower itself about 10 centimeters (4.0 inches) to optimize the connection, while a receiver unit under the SUV converts the energy into usable current for the battery. Efficiency sits at around 90 percent, not far off from wired AC charging. Assuming a 100 kWh battery pack, charging from 20 to 80 percent at 11 kW should take about 5.5 to 6 hours, ideal for overnight top-ups. For road trips, the Cayenne supports up to 400 kW DC fast charging, which can add hundreds of miles of range in less than 20 minutes, surpassing the Taycan’s 320 kW peak, making it one of the fastest-charging EVs to hit the market. Porsche has built in multiple fail-safes. If a pet, person, or stray object moves under the car, the system cuts off immediately. Even small metal objects, like coins, can stop charging to prevent overheating. TÜV Süd testing confirmed the system’s robustness, and the pad carries CE and UL certifications. It’s weatherproof, designed to operate in rain and snow, and can even survive being driven over. Electromagnetic radiation is restricted to the car’s underbody during charging. In terms of how much all this hardware will cost, the inductive pad itself will set you back about €5,000 ($5,400), while the Cayenne requires a €2,000 ($2,160) receiver option or a €200 ($215) pre-install kit. With installation, expect the full setup to exceed €7,500 ($8,100). A conventional wallbox delivers the same AC power for far less, making this a luxury convenience feature for now. Now, inductive charging for cars has been in the works for more than a decade. Volkswagen experimented with the idea during the e-Golf era, and pilot projects have cropped up across Europe and Asia. In China, where EV adoption is more mature, companies like FAW and Dongfeng have tested inductive systems, while Nio went a step further and gained traction with battery-swapping stations. More recently, Tesla revealed plans to equip its upcoming Cybercab robotaxi fleet with inductive charging, signaling wider industry momentum. Coming back to Porsche, the German automaker will present the system at the upcoming IAA Mobility 2025 show in Munich, with a prototype with electroluminescent paint that glows in five colors when energized. It’s a showpiece, not production-ready, but it fits Porsche’s tradition of using IAA to debut groundbreaking tech. The 901, 911 Targa, the 911 RSR Turbo concept, the 930 Turbo Cabriolet 4x4, 959, the water-cooled 996, the 918 Spyder, and Mission E-Concept all made their first public appearances at the German show. Besides the Cayenne electric, we also expect the 992.2 Turbo to break cover. The Cayenne Electric will hit the market in late 2025, with wireless charging rolling out in Europe first in 2026, and other markets will follow. The system works, but would you pay Porsche money to skip plugging in, or wait until inductive charging reaches mass-market prices? The tech may be expensive now, yes, but with economies of scale, the cost could fall, and charging hassles could eventually become a thing of the past. View All Porsche Cayennes For Sale Images Source: Porsche

By Tyler Rampersaud – September 02, 2025

Porsche Classic Restoration Challenge Announces Area West...

Porsche celebrates its classics with another Restoration Challenge. Each year, Porsche encourages dealers across North America to give one of the many classic Porsche cars on the market some TLC as part of the Porsche Classic Restoration Challenge, where the best builds are judged and awarded, whether those be in the Preservation, Restoration, or Individualization categories. This year, the judging for the 2025 Porsche Classic Restoration Challenge, with winners from across the country being carefully evaluated by experts, took place at the Werks Reunion event at this year’s Monterey Car Week, selecting the first round of finalists. With a new record of 73 vehicles entering the challenge this year, its growth indicates increased passion, appreciation, and excitement around Porsche’s classics and youngtimers, with a rich and growing legacy of vehicles to showcase in the competition each year. For the Area West: the competition winners include a 1985 928 S in the Restoration category from Porsche San Francisco, a 1988 944 Turbo S from Gaudin Las Vegas in the Preservation category, a 1973 911 RSR Tribute from Porsche Bend in the Individualization category, and a 1972 914 Off-Road taking the People’s Choice award. After the Area West judging took place during Monterey Car Week, the competition will continue with Area East judging set to take place soon in New York City. After that, the National Championship of the competition will take place in North Carolina, at the Luftgekühlt 11 show that will take place in the city of Durham. View All Porsches For Sale Image Source: Porsche

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