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  2. Lamborghini has confirmed its hybrid V12 successor to the Aventador will be revealed in “just a few days”. Codenamed the LB744, the Italian carmaker has revealed more details about the car’s driving dynamics. This follows two previous teasers detailing its powertrain and chassis. The upcoming plug-in hybrid (PHEV) will come with a total of 13 different driving modes, including an all-electric mode called Città and a recharge mode. A number of these drive modes can be selected using two rotors on the redesigned steering wheel. In addition to the driving modes there’s electric torque vectoring courtesy of the hybrid system’s e-motors, and a four-wheel steering system. Thanks in part to the new architecture, the LB744 has “optimal” weight distribution, with 44 per cent at the front and 56 per cent at the rear. This is said to result in better agility. In addition, the LB744 has 11 per cent stiffer anti-roll bars at the front and 50 per cent stiffer anti-roll bars at the rear, as well as 10 per cent quicker steering ratio than the Aventador Ultimae. The LB744 comes with a range of active features designed to improve aerodynamics, including semi-active suspension. There are also two NACA ducts ahead of the front wheels. In high-load situations the LB744 is 61 per cent more aerodynamically efficient than the Aventador Ultimae. It also has 66 per cent more downforce. The LB744 comes with “specially developed” Bridgestone Potenza Sport tyres with a 4 per cent larger front footprint than the Aventador Ultimae. Providing the stopping power is a set of the latest generation carbon ceramic brakes, with 10 piston front calipers with 410x38mm discs, and four piston rear calipers with 390x32mm discs. As previously detailed, the LB744 will be the brand’s first series production High Performance Electrified Vehicle (HPEV), with a new 6.5-litre V12 engine at its heart. Producing 607kW of power and 725Nm of torque, it’s hooked up to the rear axle only. Redline is 9500rpm, or 500rpm beyond what the 4.0-litre six in the Porsche 911 GT3, GT3 RS, and 718 Cayman GT4 RS can manage. It won’t be augmented by turbochargers, superchargers, or even 48V mild-hybrid technology. But it will be backed by three electric motors. One (with 110kW and 150Nm) is attached to the transverse-mounted, eight-speed dual-clutch transmission; the other two are attached to the front wheels. This is only the third V12 model from Lamborghini to have a transverse-mounted tranmission. The first was the Muira, the second the track-only Essenza SCV12. Lamborghini says the transmission can decouple the engine in a way that allows its new V12 supercar to be all-wheel drive even when it’s in EV mode. Those front-mounted motors each makes 110kW of power and 350Nm of torque, and open the door for all kinds of torque vectoring trickery not possible with the conventional all-wheel drive system in the now-defunct Aventador. Combined, the PHEV powertrain will make make 745kW (1000hp) of power. Feeding the electric motors is a 3.8kWh lithium-ion battery pack mounted in what would once have been the transmission tunnel. It can be charged in 30 minutes using a 7kW wall box, or with regenerative braking from the front wheels, or using the V12 in six minutes. Reverse is handled by the electric motors, rather than the petrol engine and transmission. MORE: LB744: Lamborghini Aventador successor’s chassis detailed MORE: LB744: Lamborghini PHEV will have V12, three e-motors, wild outputs View the full article
  3. There’s some discord within the Volkswagen Group regarding e-fuels. While Porsche has been investing significantly in synthetic fuels, the CEO of Volkswagen’s namesake brand thinks there isn’t much point. “This discussion is distracting from the point,” said Volkswagen brand CEO Thomas Schäfer, in remarks reported by Autocar. “It’s unnecessary noise from my point of view. By 2035 it’s over anyway, and we said by 2033 we’re done,” he said of Volkswagen’s plan to stop selling combustion-powered cars in Europe. “So why spend a fortune on old technology that doesn’t give you any benefit?” Mr Schäfer criticised e-fuel-powered vehicles for their tailpipe emissions, as well as the energy required to produce the fuel itself. “Look at the physics. We don’t have enough energy as it is, so why waste it on e-fuels?” he said, adding the fuels are better served for decarbonising vehicles less suited to electrification like heavy trucks and planes. “This discussion around e-fuels is widely misunderstood. They have a role to play in existing fleets but won’t replace EVs,” he argued. Porsche has been pushing e-fuels as a solution for markets outside of Europe, where electrification is taking place at a much slower rate, and as a way to continue fuelling both new and used sports cars. “It is worth it,” said Porsche CEO Oliver Blume in remarks reported by Automotive News Europe. “I know no other possibility to decarbonise combustion engine cars.” He also noted existing fuelling infrastructure can be used, making them easy to transport. Volkswagen ID. 2all Porsche is rolling out a range of electric vehicles, but hasn’t committed to going EV-only. The company has invested heavily in synthetic fuels, opening a production facility in Chile last year and planning to also start production in Tasmania by 2026. The Volkswagen brand is rolling out more affordable electric vehicles ahead of plans to cease production of combustion-powered vehicles in Europe by 2033. It revealed its ID. 2all hatchback concept this month, previewing a production EV due in 2025 with an intended starting price of under €25,000 (A$40,000). By 2026, it plans for an even more affordable model to join it with a price under €20,000 which, when directly converted to Australian dollars, is almost $32,000. A schism is forming among European Union member nations on the proposed 2035 ban on new petrol and diesel vehicle sales. Italy, Germany, Czechia, Hungary, Poland, Romania and Slovakia have joined forces to object to the proposed ban, but France and Spain among the nations that want the ban to go ahead. The debate is also set against a backdrop of rising electricity prices and concerns about EV charging infrastructure on the continent. Germany wants a separate category of combustion-powered vehicles to be allowed on sale beyond 2035, provided they can run on synthetic, carbon-neutral e-fuels. Bloomberg earlier this month reported word from internal sources saying the EU is offering Germany a promise that it intends to provide further clarification on how such fuels could potentially be used beyond 2035. The EU hasn’t provided any specific timeline for providing the revised proposal to Germany and the other member states, but Bloomberg speculates that it won’t be before EU elections next year due to the lengthy process of passing regulation in Brussels. Bloomberg’s anonymous source suggested the proposed amendment would modify the regulations dictating the types of vehicles permitted on European roads to allow certain cars that exclusively run on e-fuels, even after the upcoming ban on new combustion engine cars is enforced. Additional technologies or fuel additives would potentially need to be integrated into new vehicles to prevent them from using prohibited fuels beyond the 2035 deadline, as e-fuels have an identical molecular composition to traditional fuels. Porsche’s Chilean eFuels plant The 2035 ban is based on the average lifespan of a vehicle being 15 years, and therefore supports the goal of a carbon-neutral transport sector in Europe by 2050. Germany threw a spanner in the works of the EU’s plans earlier this month, leading the body to delay a March 7 vote on the legislation. E-fuels, or synthetic fuels, recapture atmospheric carbon dioxide emissions during the production process, offsetting the emissions released when the fuel is burned by a vehicle to allow for close to net-zero emissions. As the European Commission has said the transition to zero-emission vehicles is “absolutely necessary” to meet its 2030 and 2050 climate targets, it is crucial that lawmakers get a stamp of approval from all member states. As Germany is the largest car market in Europe, its reluctance to embrace the ban highlights the difficult balance that the EU must strike between economic interests and environmental concerns going forward. According to the German Association of the Automotive Industry, the German automotive industry produced 3.4 million cars and commercial vehicles in 2022 and employed around 800,000 people. MORE: Countries form bloc to block EU petrol, diesel car ban MORE: Everything you need to know about e-fuels View the full article
  4. Bentley Motors has announced its best-ever annual operating profit and vehicle sales last year for the second year running as part of its latest financial results. The company posted a record-breaking operating profit of €708 million (A$1.12 billion) in 2022, which is an increase of €319 million (A$506 million) from the previous year. Bentley also sold a total of 15,174 vehicles last year, which is the first time the brand has sold more than 15,000 cars in a year. Return on sales climbed to 20.9 per cent in 2022, which is 7.2 per cent more than in 2021. Bentley claims this is due to customers choosing higher specification vehicles, higher option uptake, and the sale of limited-edition and coachbuilt vehicles. Bentayga The Bentley Bentayga SUV continues to the be the brand’s top-selling vehicle, accounting for 42 per cent of total sales in 2022. This was followed by the Continental GT and GTC with 31 per cent of the model mix, and the Flying Spur which accounted for 28 per cent of Bentley’s total sales. “Since the low point of 2018, the whole team at Crewe has been working intensively to restructure the business model, in parallel with launching successive segment leading new models and features,” said Bentley Motors CEO Adrian Hallmark. “Last year marked a milestone in this journey. “ Flying Spur “An almost €1 billion profit turnaround has been achieved since 2018 despite an unprecedented period of disruptions and crises including Brexit, Covid, Semiconductor supply, Ukraine and UK economic instability,” he added. As recently reported, Bentley plans to offer only plug-in hybrid (PHEV) and electric vehicles (EVs) by 2026, as it gears up to go all-electric by 2030. The British carmaker recently announced it will end production of its W12 engine in April 2024, and will sent it off with the ultra-exclusive Batur. Batur Bentley has previously pledged to reveal its first EV in 2025 and bring it to market in 2026. Overseas reports indicate the first EV will be an SUV, potentially a version of the next Bentayga or perhaps an all-new nameplate. It could even be built on the PPE platform which will underpin the Porsche Macan EV, Audi Q6 e-tron, and the Audi A6 e-tron. MORE: Bentley sets sales record as luxury market stays buoyant View the full article
  5. Bentley has recalled 60 examples of the 2019-2020 Continental GTC due to an issue with the airbag deflector bracelet. “Due to a manufacturing issue, the riveting in the airbag deflector bracket may have a sharp edge and could come in contact with the airbag. This could result in a tear in the airbag and reduce its effectiveness,” says Bentley in its recall notice. “In the event of an accident that triggers the airbag, if the airbag is damaged or torn, there is an increased risk of injury and/or death to vehicle occupants,” says the company in its recall notice. A total of 60 vehicles are included in the recallA VIN list of affected vehicles is attached hereThe original recall notice is attached here If you own an affected vehicle, you can contact your preferred Bentley dealership to have the vehicle inspected and if necessary have the work carried out free of charge. If you have any further questions, you can contact your local dealership via the locator. MORE: Everything Bentley Continental GTC View the full article
  6. Lamborghini has revealed a rolling chassis version of its next V12 supercar flagship known for now as the LB744. Dubbed the “monofuselage”, this monocoque chassis is inspired by aeronautics and made entirely of carbon fibre of different varieties. Its front section is made from a special material called Forged Composites which is patented by Lamborghini and consists of short carbon fibres soaked in resin. The tub, front firewall and A-pillar are also made of Forged Composite. The only part of the vehicle’s chassis that isn’t carbon fibre is the rear section that’s made of high-strength aluminium alloys and features two hollow castings in the rear dome area. Lamborghini says the monofuselage is a “significant step forward from the Aventador in terms of torsional stiffness, lightweight qualities and driving dynamics”. Although the Italian carmaker doesn’t specify an exact weight figure, it says it is 10 per cent lighter than the Aventador chassis. The new model’s front frame is also 20 per cent lighter than its aluminium predecessor. Torsional stiffness has been improved with a value of 40,000Nm per degree, which is up 25 per cent compared to the Aventador. This isn’t the first time Lamborghini has given us an official sneak preview into this new flagship model. It follows some details it released on its plug-in hybrid (PHEV) powertrain. Dubbed the brand’s first series production High Performance Electrified Vehicle (HPEV), it features a new 6.5-litre V12 engine at its heart. Producing 607kW of power and 725Nm of torque, it’s hooked up to the rear axle only. Redline is 9500rpm, or 500rpm beyond what the 4.0-litre six in the Porsche 911 GT3, GT3 RS, and 718 Cayman GT4 RS can manage. It won’t be augmented by turbochargers, superchargers, or even 48V mild-hybrid technology. But it will be backed by three electric motors. One (with 110kW and 150Nm) is attached to the transverse-mounted, eight-speed dual-clutch transmission; the other two are attached to the front wheels. This is only the third V12 model from Lamborghini to have a transverse-mounted transmission. The first was the Miura, the second the track-only Essenza SCV12. Lamborghini says the transmission can decouple the engine in a way that allows its new V12 supercar to be all-wheel drive even when it’s in EV mode. Those front-mounted motors each makes 110kW of power and 350Nm of torque, and open the door for all kinds of torque vectoring trickery not possible with the conventional all-wheel drive system in the now-defunct Aventador. Combined, the PHEV powertrain will make make 745kW (1000hp) of power. Feeding the electric motors is a 3.8kWh lithium-ion battery pack mounted in what would once have been the transmission tunnel. It can be charged in 30 minutes using a 7kW wall box, or with regenerative braking from the front wheels, or using the V12 in six minutes. Reverse is handled by the electric motors, rather than the petrol engine and transmission. MORE: LB744: Lamborghini PHEV will have V12, three e-motors, wild outputs View the full article
  7. The sales keep coming for Porsche, and money is piling up in the company’s piggy bank at a pretty rapid clip too. Total sales grew from 297,289 in 2021 to 313,721 in 2022, an increase of 5.5 per cent. Once again a crossover was Porsche’s top-selling vehicle, although last year it was the Cayenne, which leapt over the smaller Macan. Like other manufacturers, Porsche seems to have prioritised production and sales of its larger and more profitable models. Model2022 sales2021 SalesChangeCayenne96,80081,54118.7%Macan89,76786,5293.7%91140,71539,0684.2%Taycan34,08939,222-13.1%Panamera33,95831,6797.2%718 Boxster/Cayman18,39219,250-4.5% The only two model lines to see sales fall were the 718 Boxster/Cayman, and all-electric Taycan. Porsche blamed “parts shortages and disruptions in global supply chains” for the decrease in Taycan numbers. Because of the Taycan’s 13.1 per cent sales dip, pure electric vehicles only accounted for 11.3 per cent of total sales, down from the current high water mark of 13.7 per cent in 2021. In its annual press conference overnight, Porsche said it expects 80 per cent of sales by 2030 to be pure electric vehicles. Despite strict COVID-19 lockdowns in many major cities, sales in China rose 1.6 per cent to 96,360, and the Middle Kingdom remains the largest single market for the brand, ahead of the USA/Canada, Europe excluding Germany, the rest of the world, and Germany. Help by a “positive product mix” — namely selling more of its expensive, high margin vehicles — and beneficial currency fluctuations, Porsche enjoyed a 18.6 per cent operating margin on its cars, up from 16.6 per cent in 2021. This helped to push the company’s profit after tax to €4.96 billion, up from €4.04 billion the year before, or an improvement of 23.0 per cent. With the Cayenne leading its sales and profit charge, Porsche confirmed overnight that the next-generation Cayenne will be an all-electric model. Likely due in 2026, it will be joined a Macan EV in 2014, 718 EV around 2015, and in 2017 a new electric crossover that’s a size larger than the Cayenne. MORE: Everything Porsche Cayenne View the full article
  8. Overnight at the company’s annual press conference, Porsche said it expects 80 per cent of total sales to be of fully electric vehicles by the end of the decade, with the automaker launching at least four new EVs prior to 2030. In order to make its EV target a reality, the Zuffenhausen-based automaker confirmed the fourth-generation Cayenne will be a pure electric model. The new Cayenne EV will be based on the all-electric SSP Sport architecture being developed by Porsche, and which may be a derivative of the Scalable Systems Platform designed to unify the Volkswagen Group’s EV architectures. The third-generation Cayenne uses the MLB platform that supports petrol, diesel, and plug-in hybrid drivetrains. Macan EV Porsche is expected to continue selling the existing third-generation Cayenne alongside the new model for at least a few years. A heavily updated version of the Cayenne is due to go on sale globally this year, and according to the company the facelifted model will feature “three further-developed plug-in hybrids with greater ranges”. The new Cayenne EV is expected to debut in 2026, and it will be the third of four new dedicated EV models from the brand, most of which will be crossovers. The first new EV is the second-generation Macan. Originally slated to go on sale this year, Porsche says development has now “reached the home straight” and the Macan EV “will be available to customers in 2024”. 718 Boxster EV Due to different take-up rates for EVs across the world as well as, probably, a slow production ramp up, the current Macan will be sold alongside the Macan EV for a number of years. Coming in the “middle of the decade” is the all-electric 718. Porsche says “in the medium term it will only be available as an all-electric model”, hinting at a possible future variant with the company’s signature boxer engine. The 718 will reportedly have its battery pack mounted vertically behind the passenger cell in order to recreate the weight balance of a traditional mid-engine vehicle. Although it wasn’t mentioned today, Porsche is also known to be working on a crossover that’s larger than the Cayenne. Codenamed J1, this three-row EV is expected to make its global debut in 2027. MORE: Everything Porsche Cayenne View the full article
  9. Porsche has a bigger back catalogue of timeless classics than most brands, and it’s better than most at looking after them. You can buy new head units complete with Apple CarPlay for its classic models, and even its latest, greatest track cars feature overt nods to those that came before. Now, it’s making new crankcases – from magnesium, no less – for F and G series 911s built between 1968 and 1976. This particular run of 911s is known for having issues with their magnesium crankcases, which become brittle over time. Rather than having to weld cracks or reuse parts from decommissioned cars, Porsche says the new crankcases mean any 911 owner can walk into a Porsche Centre or approved Porsche Classic service centre and order a brand new unit. The magnesium unit pictured here will sit alongside a reissue (albeit made of aluminium, not magnesium) of the crankcase for early-1990s versions of the 911. “This reissue closes another gap in our range of spare parts, making it possible to build completely new engines for most classic 911 models,” said Ulrike Lutz, director of Porsche Classic. “There’s a lot of demand from our customers for true-to-original engine components like this.” CAD data provided to a supplier is used to sand cast the magnesium crankcases, before they’re machined on a five-axis CNC machine. Porsche says quality control is extremely tight, and before adding it to the catalogue Porsche Classic extensively bench tested the new part extensively using an RS 2.7 engine. The automaker isn’t alone in offering a catalogue of spare parts for its classic fleet. Nissan is restoring examples of the R32 GT-R, and offers a selection of parts to owners who want to keep their old Godzilla snarling. Mazda will also sell you parts for its old RX-7 and MX-5 ranges. MORE: Everything Porsche 911 View the full article
  10. Studio F.A. Porsche and Airstream have collaborated to create a ‘garageable’ Airstream trailer, a first for the trailer-maker in its 90-year history. The concept will be showcased at the South by Southwest (SXSW) Conference and Festivals in Austin, Texas, beginning on March 10, 2023. It features adjustable suspension that allows the trailer’s body to be lowered far enough to fit into most home garages. “The ability to securely store the unit at home makes travel trailer ownership much easier for many potential owners,” said Airstream. A carbon-fibre pop-up roof creates an additional 12 inches of headroom and when lowered is flush with the roof to preserve the trailer’s low profile while being towed. The pop-up design is also said to “improve aerodynamic efficiency or enhance off-road manoeuvrability.” Airstream says the trailer’s shape, as well as its flush underside, further aid aerodynamic efficiency and “optimise” it for towing by electric vehicles. The ducted air conditioning is located above the concept’s floor, with a lithium battery, spare wheel, holding tanks and hot water components located in a 254mm space underneath. The trailer stretches 4.99 metres long and Airstream claims the interior offers a “sizable L-shaped workspace that rivals what’s found in many larger travel trailers”. The seating area converts to a 82-inch x 61-inch (2.08m x 1.55m) sleeping area. There’s a new two-piece rear door with a hinge-up hatch and drop-down tailgate, designed to bring the outside in and aid accessibility. Awnings can be attached to the hatch. The wet bath sits behind a door that swings freely to hide the toilet when it’s not in use, which Airstream claims opens up more space in the adjacent galley. Porsche and Airstream have created the concept to be usable for off-road and off-grid camping arrangements. There are also integrated solar panels and lithium battery storage, for use in locations where a power supply isn’t available. The trailer is only a concept for now. “Like earlier concept vehicles, the Airstream Studio F. A. Porsche Concept Travel Trailer builds on Airstream’s design DNA and our commitment to aerodynamics to create a vision that is both familiar and excitingly new,” said Airstream president and CEO Bob Wheeler. “While our concept projects don’t always reach the marketplace, the resulting lessons and innovations often influence present and future designs as they make their way into our main product lines.” It’s the first time the two companies have collaborated. US firm Airstream has been building RVs, camper vans and trailers since the 1920s, while Studio F.A. Porsche was established by Ferdinand Alexander Porsche, the grandson of the car brand’s founder, in 1972. MORE: Everything Porsche View the full article
  11. The 2023 Porsche 911 Turbo has been spied again, ahead of an expected reveal later this year. Our spy photographers caught a glimpse of the 992.2-generation 911 Turbo prototype as Porsche continues its development of the 911 range. The front and side design remain the same as the current model, which is in keeping with what we’d expect from a mid-life refresh. The rear design of the prototype features new tail lights that are subtly hidden behind black disguise. A minor design change for the rear bumper offers a unique exhaust in comparison to the current Turbo, with bifurcated tips on each side of a prominent diffuser. Black camouflage draws attention to the mid-section of the rear bumper which our photographers suggest could make the exhaust pipes sit slightly further towards the outer corners of the rear bumper. Porsche is set to update the interior of the vehicle, and include a fully digital instrument cluster – a first for the 911, which traditionally has featured a five-gauge array centred around a prominent rev counter. Engine outputs have not been confirmed as of yet, but a power boost is likely for the 3.8-litre turbocharged flat-six engine that currently features. Currently the Turbo makes 427kW and 750Nm, while the range-topping Turbo S has 478kW of power and 800Nm of torque. Both models are all-wheel drive and use an eight-speed dual-clutch transmission. Previous spy photos showed the Turbo S with a disguised front bumper including additional prototype fog lights, and new radar pod built into the lower front bumper. The air intakes also featured new vertical vanes in its outer edges, however it appears Porsche has cleaned this up in the latest prototype. The current 992-generation 911 debuted in 2019, and it’s unclear exactly when the 992.2 update for the 911 Turbo will be released. Porsche is known to stagger its 911 releases, previously the Carrera, Carrera 4 and Carrera S launched first then the brand expanded to the Targa, Turbo, GT3 and GTS variations. MORE: Everything Porsche 911 View the full article
  12. Lamborghini has offered a peek under the skin of its next V12 supercar flagship. The brand’s first series production High Performance Electrified Vehicle (HPEV), as it’s calling the new plug-in hybrid supercar, will feature a new 6.5-litre V12 at its heart. It’s hooked up to the rear axle only, and pumps out 607kW of power at a staggering 9250rpm. Peak torque is 725Nm at 6750rpm. Redline is 9500rpm, or 500rpm beyond what the 4.0-litre six in the Porsche 911 GT3, GT3 RS, and 718 Cayman GT4 RS can manage. According to Lamborghini CEO Stephan Winkelmann, who spoke to CarExpert at the launch of the Huracan Tecnica in Italy last year, the new V12 will sound “amazing”. It won’t be augmented by turbochargers, superchargers, or even 48V mild-hybrid technology. But it will be backed by three electric motors. One (with 110kW and 150Nm) is attached to the transverse-mounted, eight-speed dual-clutch transmission; the other two are attached to the front wheels. This is only the third V12 model from Lamborghini to have a transverse-mounted transmission. The first was the Miura, the second the track-only Essenza SCV12. Lamborghini says the transmission can decouple the engine in a way that allows its new V12 supercar to be all-wheel drive even when it’s in EV mode. Those front-mounted motors each makes 110kW of power and 350Nm of torque, and open the door for all kinds of torque vectoring trickery not possible with the conventional all-wheel drive system in the now-defunct Aventador. Combined, the PHEV powertrain will make make 745kW (1000hp) of power. Leaked images of the new V12 PHEV Feeding the electric motors is a 3.8kWh lithium-ion battery pack mounted in what would once have been the transmission tunnel. It can be charged in 30 minutes using a 7kW wall box, or with regenerative braking from the front wheels, or using the V12 in six minutes. Reverse is handled by the electric motors, rather than the petrol engine and transmission. View the full article
  13. The 2026 Porsche 911 GT2 RS will reportedly be the first of the 911 clan to be offered with a hybrid drivetrain. Sources have told Autocar the hybrid system will use the same type of technology employed by the 919 Hybrid that won the 24 Hours of Le Mans, as well as its 963 LMDh successor. At this stage it seems as though the GT2 RS hybrid will have a twin-turbocharged 3.8-litre flat-six engine at its core. If current prototypes are anything to go by, the turbocharged boxer-six will be aided by an electric motor built into the rear-mounted gearbox and connected to a lithium-ion battery pack nestled low behind the front seats. 991-generation GT2 RS pictured throughout To keep weight down, the lithium-ion battery will be part of a 400V electrical system and have a relatively small capacity, meaning the GT2 RS won’t be a plug-in hybrid. Instead, most of the charging will be via regenerative braking. There might also be a small turbine within the exhaust to generate some electricity during acceleration. Further weight savings will come from the battery pack being air cooled. A patent filing suggests air from the electric turbo could be used to keep the battery from overheating. It’s said the 911 GT2 RS hybrid will be able to manage a small amount of driving on electric power alone, but the main focus of the electric addition to drivetrain will be performance. The new hybrid drivetrain is said to develop “significantly more power” than the 991-generation GT2 RS, which had a 3.8-litre twin-turbo six-pot boasting 515kW at 7000rpm, and 750Nm between 2500 and 4500rpm. The engine drove the rear wheels via a seven-speed dual-clutch automated transmission. Naturally the new model should accelerate faster than the old car. According to its official numbers, the 991 GT2 RS has a 0-100km/h time of 2.8 seconds and a top speed of 340km/h. Porsche 911 GT2 RS Back in 2020 our performance editor Chris Atkinson managed to hit in the century in 3.19 seconds. After being deployed in the track-focussed GT2 RS, the hybrid system will be used in more affordable, and less powerful, models in the sprawling 911 range. As the GT2 RS will be one of the last variants of the current 992-generation of the 911, it probably means hybrid technology will be more widely used in the next generation of 911 models. MORE: Everything Porsche 911 View the full article
  14. In this episode, Mandy is joined by William Stopford and James Wong, with Anthony Crawford dialling in to discuss the latest in automotive news and what’s happening at CarExpert’s offices around Australia. In car news: The Ford F-150 has been priced for AustraliaBentley is sending off its W12 engine in stylePeugeot has locked in its second electric vehicle for AustraliaOrders have been paused on most five-seat Volkswagen Tiguan models Where to find the CarExpert Podcast You can find the CarExpert Podcast on your favourite podcast platform. If in doubt, simply click on the RSS feed below, or follow the links to the Apple Podcasts or Google Podcasts applications to subscribe. CarExpert Podcast RSS FeedCarExpert Podcast on Apple PodcastsCarExpert Podcast on Google PodcastsCarExpert Podcast on SpotifyCarExpert Podcast on Podbean View the full article
  15. The facelifted Porsche Taycan and Taycan Sport Turismo have been spied wearing minimal disguise, and it looks like they’re getting a minor freshen-up. A video published by Car Spy Media shows a Porsche Taycan and Taycan Sport Turismo testing in winter conditions. Both vehicles seem to be in a production-ready state with the exception of some black camouflage on the bumpers. It seems likely the updated Taycan will be revealed this year. An earlier set of spy photos indicated Porsche might be working on a higher performance variant with a fixed rear wing. Porsche has not confirmed if there will be any changes to its powertrains, however overseas reports suggest a tri-motor flagship may be on the cards. Such a model would likely offer greater outputs than the current Turbo S flagship, which features a dual-motor all-wheel drive powertrain with 560kW of power and 1050Nm of torque. Interior updates for the facelift haven’t been spied, however there could be changes to trim and colours as well as updated infotainment. The Taycan entered production in 2019, and last year Porsche rolled out free dealer-installed software updates to bring all existing models up to model year 2023 specifications. Updates include better thermal management, particularly in cold temperatures, allowing for more frequent rapid charging. There’s also a range of powertrain updates that affect 2021 Taycan models, bringing improvements that were introduced for model year 2022. In Normal and Range drive modes, the front motor of all-wheel drive Taycan models is almost completely disconnected. Wireless Android Auto and integrated Spotify, introduced earlier in 2022, are available for older models as part of the update. There’s also an updated look for the touchscreen’s start screen, greater support for voice controls, and an ‘optimised’ map view for the head-up display. The parking sensors have improved range, and the semi-automatic parking assist system can now detect smaller spaces. Though sales were down 19 per cent last year in Australia to 430 units, it was still the second best-selling vehicle in the large car over $70,000 segment. It was outsold by the BMW 5 Series (457 sales) but was ahead of the Mercedes-Benz E-Class (347 sales). The Taycan also outsold its Panamera stablemate, of which Porsche sold just 60 units. MORE: Everything Porsche Taycan View the full article
  16. The Porsche Cayenne Turbo GT is probably my least favourite hi-po SUV to look at, at least from front-on, but that doesn’t mean it isn’t any good – quite the opposite in fact. The last thing I want to do here is sound like I’ve been gulping down litres of Porsche-branded Kool-Aid, but I can tell you unequivocally, this high-rider from Stuttgart is not only the most capable SUV I’ve ever driven, it’s also one of the most intoxicating. Addictive, even. And that’s in the presence of Aston Martin’s truly sensational DBX707 and Lamborghini’s outrageously track-worthy Urus Performante, both of which I’ve clocked up some serious seat time – on road and track, as it happens. Some might argue the Lambo and Aston are more exotic machines that occupy a more rarefied position in the luxury space than any Porsche SUV, but then this is no ordinary Porsche Cayenne Turbo either. Every major (and minor) component has been honed to the nth degree for a level of performance that rivals will find hard to beat. That’s the engine, gearbox, exhaust, brakes, chassis and even the wheels have all been reworked for maximum performance, yet remarkably at no cost to comfort or daily driveability. This folks is the GT3 of SUVs, full stop. It’s also a bit of a sleeper. But while it might fall short in the cachet department, with those buyers more interested in the badge on the bonnet than bespoke engineering know-how; let me assure you, the Cayenne Turbo GT should be feared by all other performance car manufacturers looking to best it. Though at this stage, I doubt that’s even possible. For the Porsche Cayenne Turbo GT is currently the world’s fastest SUV around the famed Nürburgring Nordschleife where it lapped the 20.832km circuit in 7:38.9 minutes. Previously the record was held by close relative the Audi RSQ8, which clocked a 7:42 in 2020. Granted, when you’re spending more than $350,000 on the family chariot, good looks and styling must surely factor large in the final purchase process, but then that’s not always the case with Porsche-branded models – especially the SUVs. To that end, I find the front-end a bit boat-like and a tad too blunt-ended on the Cayenne, less so on the smaller Macan. It is, however, entirely functional as is the lowered stance – by 17mm compared with the Cayenne Turbo Coupe. That said, the darkened headlight covers are in keeping with its ballistic firepower and top-shelf status. The large air intake grilles and even larger side cooling air intakes supply air to the prodigiously powerful twin-turbo V8, while the protruding lip spoiler puts downforce on the front axle to keep things in-check through high-speed turns. However, the rear styling is an entirely better view in my mind. It’s not just the black-script Turbo GT badge that should strike fear in the eyes of its competitors, it’s the two cannon-size central exhaust pipes (exclusive to the Turbo GT) that point to its unrivalled track-focused weaponry hidden beneath the Arctic Grey paint job and distinct gold-coloured (Satin Neodyme) 22-inch wheels on this tester. Everywhere you look, there are tweaks to the exterior in the interests of weight reduction, improved aero or handling precision. Take the carbon-fibre roof that replaces the standard glass unit on the regular Cayenne Turbo; it saves 22kg at the car’s highest point that reduces both the centre of gravity and what little body roll there already is under load. The active roof spoiler with carbon-fibre side-plates that look like those aero winglets on a 787 Dreamliner is double the size of that on the regular Cayenne Turbo, while generating no less than 40kg of downforce on the rear axle. Further down is a non-cosmetic, four-ribbed carbon-fibre rear diffuser without the gloss finish but housing the GT3-style titanium exhaust system with its centrally-mounted pipes. A nice touch is when the exhaust tips shimmer blue once they’re hot enough. There’s no one grand play or upgrade on the Cayenne Turbo GT that makes it so much better than the regular Turbo version. Rather, it’s myriad of tweaks and enhancements all working in perfect sync – and that includes the wheels, at least the fronts. They’re still 22-inches shod with P Zero Corsa tyres, but the fronts are an inch wider with significantly more negative camber for a bigger contact patch. As if Porsche’s triple-chamber air suspension isn’t sufficient enough to handle the balance between the Cayenne Turbo GT’s ride and handling, but it too has gone under the microscope. The chassis engineers have dialled in 10 per cent more firmness in Normal and 15 per cent in Sport Plus mode. The flow-on effect meant firmer damper settings up front as well as stiffer damper mounts on the rear axle for the sharpest turn-in in the business – at least for an SUV of these proportions. Even the rear-wheel steering has been updated using a fully-variable differential lock for superior overall precision on turn in. It’s impossible to list every upgrade in the Cayenne Turbo GT as it would read more like compendium of chassis upgrades. It’s truly exhaustive and that’s not the half of it. Engine and braking enhancements are just as meticulous and equally effective. Not only does the Turbo GT use Porsche’s most potent V8 engine, but in the GT it delivers 16 per cent more punch than that in the standard Cayenne Turbo. It’s not just about turning up the boost pressure either, the turbos have larger compressor wheels for increased pre-loading for instant response in power and torque. With greater power comes greater heat, necessitating the need for additional cooling. No problem, Porsche has given the Turbo GT three more radiators and bigger air/water intercoolers to manage it. Then there’s the engine itself – the key components of which have been enhanced to handle no-holds-barred track work. Things like the crankshaft, connecting rods, pistons, timing chain drive and torsion vibration dampers are all geared to handle higher loads. Rather than Porsche’s trademark PDK dual-clutch transmission, the Cayenne uses an eight-speed auto; only in the Turbo GT the gear changes happen quicker and louder, thanks to a gearbox cooling system unique to this model. We could go on, and on. How much does the Porsche Cayenne Turbo GT cost? Priced from $351,900 before on-road costs, the Cayenne Turbo GT commands a significant premium over the next rung down on the Cayenne model ladder – the Cayenne Turbo S e-Hybrid Coupe at $311,100 excluding on-roads. Nevertheless, the Porsche represents something of a bargain against super-SUV rivals like the Aston Martin DBX707 ($428,400) and Lamborghini Urus Performante ($465,876). There’s also the Bentley Bentayga Speed ($514,200), but it’s got a W12 under the bonnet – hence its stratospheric asking price. Ferrari is also gearing up for its launch later this month of its first ever high-riding utility model called the Purosangue, which uses a naturally-aspirated V12 with a reputed asking price of a staggering $1 million on-road. Production of the new Ferrari is also said to be sold out for the first three years. What is the Porsche Cayenne Turbo GT like on the inside? You know you’re in something special thanks to almost every visible surface being wrapped in extra-soft Alcantara – from the sports seats to shifter and almost everything inbetween. It’s not overtly luxurious like the Aston Martin DBX707 or bespoke like a Bentley Bentayga with its shiny, jewel-like switchgear and exquisite knurled knobs, but it’s every bit as comfortable no matter what speed you’re doing or what the road surface is like. Inside our Cayenne Turbo GT tester was pretty much an all-grey affair which worked well enough with its extra-special Arctic Grey paint job, but I’ll like to see a splash of a more vibrant Porsche colour like Lava Orange, Python Green or even Racing Yellow to match the 12 O’clock marker on the steering wheel and Sport Chrono needle – after all, it is a Porsche GT model, right? There’s not a lot of bright work either, bar the pedals, door handles and some surprisingly nice knurled rocker switches but then that’s not really the focus of the Cayenne Turbo GT – the emphasis is on straight-up pace and dynamic handling, which is the why these sports seats are some of the best in the business. The Alcantara cushioning stops any sliding around even under big lateral G-forces, while the bolsters (not overly aggressive) allow you to squeeze on more throttle when most other SUVs would need the brakes applied at this point. There’s a perfectly round Alcantara steering wheel that’s beautifully sized and contoured for grip as well as the volumes of feedback you get from the Turbo GT. Porsche do steering wheels better than almost all rivals with a convenient drive mode rotary dial and a couple of easy-to-use roller switches for audio and driver’s display functions. It’s simple, intuitive and effective for quick changes on the go. The centre-console doesn’t quite match the 911’s slick screen layout but it’s all nicely integrated while the tech itself is via PCM 6.0 and just as contemporary and smartly integrated. There’s also several knurled dials and rocker switches for easy volume and climate control adjustment but otherwise there’s a bunch of haptic feedback and shortcut buttons for quick access. There’s also a proper old-school shift lever as well as real-metal paddle-shifters for when conditions are right for some rapid-fire manual gear shifts. First row storage space is a little on the scarce side, with only a couple of small receptacles for a single phone keys. However, there are a couple of cupholders and a decent-size console bin for larger items such as sunnies and wallets. Out back in the second row the swathes of Alcantara upholstery continues unabated, although, the Cayenne Turbo GT is a strictly a four seater but will generous leg and headroom for all passengers – front and rear. Luggage space is 549 litres in the Turbo GT with rear seats up, compared with up to 625 litres in the base Cayenne. It’s a similar story when you lower the second-row which opens up 1464 litres, as opposed to 1540 litres on the entry model. What’s under the bonnet? Porsche has dropped its most powerful V8 motor into its flagship SUV and while it might be the same displacement twin-turbo engine from the Cayenne Turbo, Porsche has carried out a multitude of performance upgrades designed to deliver more grunt more immediately, but not at the expense of daily driveability. Those extensive engine modifications have helped boost max power by 67kW to 471kW at 6000rpm, while torque swells by 80Nm to 850Nm from 2300-4500rpm. \Not only can the Turbo GT go from zero to 100km/h in 3.3 seconds (0.6s less), but top speed is also bumped to 300km/h (up by 14km). Engine internals have been uprated for handle higher loads on track, specifically. For example, the crankshaft, connecting rods, pistons, timing chain drive and torsion vibration dampers are all designed to handle more extreme loads. Additionally, the fuel injectors have been changed for high-flow units that deliver a flow rate 10 per cent higher, which in turn delivers more power and torque. Not only do the turbochargers use larger compressor wheels that generate more boost pressure (up to 1.6 bar), turbocharger pre-loading has also been increased. Combined they deliver better throttle response – something you’ll feel from the very first time you punch it. With more power comes more heat, so Porsche has added no less than three additional radiators to what was already an extensive cooling system in the Cayenne Turbo. Again, it all points to the extra loads during track use. Although the engine is mated to the same eight-speed auto transmission used across the Cayenne line-up, but in the Turbo GT things happen faster and with a lot more acoustic effect. The Porsche Cayenne Turbo GT has a 90-litre fuel tank and requires premium fuel, with an average combined fuel consumption of 12.6L/100km. How does the Porsche Cayenne Turbo GT drive? There’s something satisfyingly therapeutic about turning the permanently-placed key in a Porsche. There’s something utterly natural and intuitive about it as opposed to simply pushing a button. It’s especially satisfying in the Cayenne Turbo GT, or in any Porsche GT-badged car for that matter. Not only because you and every other driver nearby knows it’s a GT car and therefore a special breed, but because the start-up bark is properly race-bred and singularly purposeful thanks to its less-restricted and decibel-boosting titanium exhaust system. The other tell-tale sign are the two oval-shaped exhaust tips themselves, centrally located and a true trademark signature of Porsche’s scintillating GT models. Kicking off in Normal mode there’s already a genuine eagerness with this engine to get going. It’s not nervous, but throttle sensitivity is still wonderfully sharp and beautifully calibrated as far as pedal feel goes. Better still, the gearshifts happen noticeably quicker than you might expect of this drive mode, but still with a sharply orchestrated crackle or two on the overrun. Half of me thinks there’s no real need to dial up Sport, but that sentiment doesn’t last long. Engine response dials up a level or two and shifts are noticeably shorter, and the exhaust is a lot sharper to boot in the Sport setting. I’m still in auto and letting the quick-shifting gearbox do its thing – perfectly, every time – especially on the throttle-blipping downshifts. Half of me thinks it’s a PDK in character, but even though the cog swaps are rifle-fast at times, they’re also smooth and refined, until you turn the dial clockwise one more time to Sport+, and then all hell breaks loose and you feel like you’re behind the wheel of a 911 Dakar. It’s not just the lag-free throttle response and race-like exhaust notes that will have you hooked; it’s as much the ultra-sharp turn in and complete elimination of any lateral lean as you navigate the local roundabouts as if they were the Ford Chicane at Le Mans. To be perfectly honest, turn-in feels just as quick as in my own 991 Carrera S, but with more steering feel and a tighter ratio – at least that’s what it feels like from behind the wheel. But here’s the thing. Even though the triple-chamber air suspension is firmer in all three drive modes in the Turbo GT, there’s still sufficient levels of damping available to absorb the sharper suspension hits and bumps no matter what kind of pace you’re setting – and that’s on Sydney’s atrociously maintained roads. Like most other Porsches I’ve driven, it’s the artful calibration all the major mechanical and electrically-actuated systems working as one beautifully-synced system that makes the Porsche Cayenne Turbo GT one of the best hi-performance SUVs ever. If not the most complete. Grip levels too, are off the charts to the point where you just want to get the thing on track and see what the Cayenne Turbo GT is truly capable of. At this point there are no obvious flaws and trust me, I’ve been trying to come up with a few. The sheer footprint is huge, as the trifecta of extra-wide and sticky low-profile 315/30 section Pirelli P Zero Corsa tyres at the rear, all-wheel drive and all-wheel steering – all of which are working in concert to keep the big Porsche thoroughly planted but still with a rear-wheel bias at times as you squeeze on the power on corner exits. And never mind the stopping power. Let me remind you of the massive 440mm carbon-ceramic discs up front with huge 10-piston calipers applying stupendous levels of braking – from whatever speed you may be pulling. What’s more, pedal feel is decidedly more natural than you find with rival makes and models. It really is a wonderfully exciting SUV and one of the least intimidating. For those wanting to make use of Cayenne’s hauling capacity, it has a 3500kg braked towing capacity in its rarefied segment. What do you get? Cayenne Turbo GT highlights: 22-inch GT Design alloy wheels in Satin Neodyme20-inch collapsible spare wheelAdaptive air suspension incl. Porsche Active Suspension ManagementIntegrated Porsche 4D Chassis control (PDCC)Porsche Torque Vectoring PlusPower steering plusRear-axle steeringPorsche carbon-ceramic brakes440mm front with 10-piston calipers410mm rear with 4-piston calipersTyre pressure monitoringAdaptive rear spoiler with carbon-fibre side platesTinted LED headlights with Porsche Laser lightsRear LED lights with 3-D graphics and four-point brake lightsAuto lights and wipersAuto dimming exterior and interior mirrors4-zone climate control with parking pre-climatisationThermally-insulated privacy glass all-roundEight-way sports front seats in Alcantara/leatherRear sports seats for two people in Alcantara/leatherFront seat ventilation10.9-inch touchscreen infotainment systemWireless Apple CarPlayWired Android AutoDigital radio (DAB+)Ambient lightingFront and rear parking sensors Reversing cameraKerb-view parking aidKeyless entry and driveHead-up displayAlcantara with intensive leather trim includingAlcantara steering wheel with yellow 12 o’clock markerAlcantara gear selectorHeated steering wheel as a no-cost optionInterior package in carbon-fibreGT interior package with contrasting stitching in NeodymeAlcantara roof lining including sun visorsFront, rear door sill guards in carbon-fibre with illuminated model badgeDoor panels with carbon trim bitsStainless steel floor pedals14-speaker Bose surround sound system, 710W output4 x USB charge ports (2 x front, 2 x rear)Auto tailgate Options (as tested): Arctic Grey exterior paint: $5000Active Parking Support: $1890Gloss black calipers (on the standard carbon ceramic brakes): $1720Roof-lining grab handles in Alcantara: $1630Tinted LED Matrix headlights with Porsche Dynamic Light System Plus: $990Porsche logo LED courtesy lights: $600 Total cost of our Cayenne Turbo GT tester with options: $364,530 plus on-road costs. Colours Black: $NCOWhite: $NCOChromite Black Metallic: $NCOMoonlight Blue Metallic: $NCOCarrara White Metallic: $NCOMahogany Metallic: $NCOArctic Grey: $5000 (as tested)Crayon: $5000 Customers can also choose between 50 different shades offered by Porsche Exclusive Manufaktur, which also includes historic Porsche colours. Is the Porsche Cayenne Turbo GT safe? The Cayenne received a five-star Euro NCAP safety rating in 2017, covering all model variants. However, ANCAP still doesn’t have a safety rating for the large Porsche SUV. The Cayenne scored 95 per cent in adult occupant safety, 80 per cent in child occupant safety, 73 per cent for pedestrian safety and 62 per cent for safety assist. Standard safety features include: 10 airbagsDual frontDual side front, rearDriver, front passenger kneeSide curtainsAdaptive cruise control with emergency assistLane Change Assist (blind-spot)Lane keep assist Available options include a semi-autonomous Active Lane Keeping system (adaptive cruise + lane centring) as well as Active Parking Support which can semi-autonomously park your Cayenne. Other optional assistance systems include rear cross-traffic alert, Exit Warning, and a 3D Surround View feature for the 360-degree camera system. How much does the Porsche Cayenne Turbo GT cost to run? Porsche offers a three-year, 200,000 kilometre warranty on the Cayenne Turbo GT with three years roadside assist. Service intervals are one-year/15,000km (whichever comes first). Porsche doesn’t quote service costs due to varying labour rates from state-to-state, so best to visit your nearest Porsche centre for an accurate quote. CarExpert’s Take on the Porsche Cayenne Turbo GT It may not be the most aesthetically pleasing of the small group super-fast SUVs on the market, but if you want the sharpest and most thoroughly dynamic high-rider on the planet then you’ll want the Porsche Cayenne Turbo GT. Don’t get me wrong, there’s very little in it; between this, Aston Martin’s DBX707 and Lamborghini’s Urus Performante – both of which are outrageously capable – it’s the Porsche that feels slightly more perfected and more confidence inspiring when pushed. For those with the coin it will likely come down to brand and badge over dollars alone. Nevertheless, the Cayenne GT is also a veritable bargain in this company. Click the images for the full gallery MORE: Everything Porsche Cayenne View the full article
  17. Porsche has recalled 243 examples of its 2015-2021 Panamera due to an issue that could result in a vehicle fire. “Due to a design defect, moisture may leak into the additional coolant pump’s control unit. This may cause an electrical short circuit and result in a vehicle fire,” the brand says in its recall notice. “A vehicle fire could increase the risk of injury or death to vehicle occupants, other road users or bystanders. “Note: The AUTO REST button in the centre console should not be pressed until the replacement pump has been fitted. “Owners of affected vehicles should temporarily park their vehicle outdoors and a sufficient distance away from other vehicles and buildings to minimise any possible risk to persons as well as the surrounding area.” A total of 243 vehicles are included in the recallA VIN list of affected vehicles is attached hereThe original recall notice is attached here If you own an affected vehicle, you can contact your preferred Porsche dealer to arrange an inspection and have the work carried out free of charge. If you have any further questions, you can contact Porsche on 1800 659 911. MORE: Everything Porsche Panamera View the full article
  18. Is yet another Porsche 911 Speedster around the corner to draw a close to the current, 992-generation model? CAR Magazine reports the German carmaker is readying a limited-edition, 992-generation 911 Speedster for a reveal at this year’s Los Angeles motor show in November ahead of sales beginning in 2024. If this is the case, it will mark five years since Porsche revealed the current, 992-generation 911 at the same motor show. It will also be five years since the German carmaker revealed the last 911 Speedster to send off the previous, 991-generation model. Previous 911 Speedster According to the British publication, this new 911 Speedster will reportedly be powered by the current 911 GT3’s 4.0-litre naturally aspirated flat-six engine. Outputs haven’t been confirmed yet, but the engine in the 911 GT3 produces 375kW of power and 470Nm of torque. The new 911 Speedster will reportedly will have the typical steeply raked windscreen, lowered bucket seats, and rear power domes. CAR Magazine notes, however, it will have a fully-automatic canvas top and extra luggage space in the back. The previous model had a manually operated canvas roof and little-to-no storage space. Other features will reportedly include small cameras on the fuselage to reduce blind spots, as well as proximity sensors to protect the wheels. Porsche originally created the Speedster as a stripped-down, racing-oriented of the 356 in the 1950s. It was later brought back in 1989 to send off the original 911 before the 964-generation. The last 911 Speedster was limited to 1948 units worldwide, and was priced in Australia from $604,800 before on-road costs. As previously reported, Porsche has been spied testing a number of facelifted, 992.2-generation 911 models over the last eight months. 992.2-gen spied prototypes It will reportedly come with tweaked styling inside and out, as well as the potential of hybrid power. Board member responsible for the 911 and 718 model lines, Frank-Steffen Walliser, has previously told CarExpert the move to hybrid power “could come step-by-step” as Porsche works to meet the next batch of European emissions rules expected to hit in 2026. That suggests the first move could be to a 48V mild-hybrid system, which allows the engine to switch off at low speeds and provides a power boost when you get a move on. Mr Walliser says the first challenge is working out how much of a boost any hybrid system would provide to the petrol engine in a 911. MORE: Everything Porsche 911 View the full article
  19. The first-generation Porsche Macan is turning nine years old in 2023, and shows no sign of slowing down. Even with a second-gen, all-electric version coming next year, Porsche’s entry-level crossover is expected to carry on for a period time alongside its EV successor; which by that point will be a decade old. Despite its age, the Macan remains a top-seller for the Porsche brand, and a desirable option in the mid-sized premium SUV segment. In 2022 the Macan accounted for around 1 in 2 of Porsche’s sales in Australia (2737 units, up 17.6 per cent), even as the company battled crippling supply issues. Here on test we have arguably the freshest version of the brand’s venerable sports utility, the 2023 Porsche Macan T. introduced just 12 months ago, it’s the first Macan to wear the brand’s ‘T’ for ‘Touring’ badge which dates back to the 911 T of 1968. Porsche models wearing the ‘T’ badge are said to “offer an especially authentic driving experience thanks to precise tuning, exclusive equipment and efficient engines” – and we’re going to find out if this Macan can do just that. How much does the Porsche Macan T cost? The Macan T is priced from $92,700 before on-road costs after a recent price increase; though in typical Porsche fashion, there’s a wide range of options that can bump that sticker price well into six figures like our tester. We’ll get into the nitty gritty of the as-tested extras further down, but the Papaya orange vehicle you see here had just over $25,000 of optional equipment fitted, for a sticker price of $118,560 before on-road costs. Now, keeping in mind this is effectively a ‘base’ Macan dressed up with some sportier kit and choice extras, that’s asking for similar money to six-cylinder performance versions of most key rivals in the segment. An Audi SQ5 TDI, which is based on a newer version of the Macan’s VW Group MLB platform, starts at $112,200 with a gruntier 3.0-litre turbo-diesel and a second shaved off its 0-100 time compared to the Macan T; while a BMW X3 M40i has seen a number of recent price increases and currently lists for $125,400 plus on-roads. The sporty Jaguar F-Pace can be had with a 294kW/550Nm turbocharged inline six from as little as $105,700 as well. Mercedes-AMG hasn’t revealed a new-generation GLC43 as yet, but the outgoing six-cylinder model was priced from $136,000. The new four-cylinder model, powered by a version of the AMG A45’s motor, is expected to see a price jump. It’s pretty much line-ball with similar high-output four-cylinder alternatives in its base specification, however. The Audi Q5 Sportback 45 TFSI quattro S line is $92,000, and the BMW X3 xDrive30i M Sport is $96,500. 2023 Porsche Macan pricing: Porsche Macan: $89,300Porsche Macan T: $92,700Porsche Macan S: 112,400Porsche Macan GTS: $137,300 Prices exclude on-road costs What is the Porsche Macan T like on the inside? The Macan’s interior has been refined a number of times over the years, but this latest iteration is easily the best yet. While previous iterations have been quite cluttered and button-heavy, the latest Macan takes inspiration from the brands newest models like the 911, Panamera and Cayenne, and offers a great blend of traditional sports car cabin and new-age technology. The brand’s new Porsche Communication Management (PCM) infotainment system powers a high-resolution 10.9-inch touchscreen, which offers wireless Apple CarPlay and satellite navigation, as well as the company’s Connect Plus suite of online services. It has haptic feedback which ‘clicks’ when you tap it, and it’s all quite swish and easy to use with old-school but attractive graphics, and fast responses to inputs. Oddly, however, smartphone mirroring doesn’t take up the entire display to keep a sidebar menu constantly displayed. Our test car was fitted with the optional BOSE surround sound system ($2230) with 14 loudspeakers including a subwoofer, and an output of 665 watts. To my ears, it offered deep, clear sound that didn’t waver as you dialled up the volume – great for road trip beats. Like the haptic response touchscreen, the switchgear and controls along the centre console are all haptic touch buttons as well. It looks quite slick and means you don’t have banks of blank buttons, but the glossy black surfacing also means its a magnet for finger prints and smudges. Some of the buttons are quite small as well, so if you’re trying to press something on the move you might find that you miss or hit the wrong control – small niggle, but worth calling out nonetheless. Like Audi, Porsche has some of the better capacitive switchgear we’ve used. Overall, build quality feels up there with bank vault status. I’ve driven Macans in the past with some cheaper-feeling trims and components but everything in this latest model feels very well built, and deserving of the price. The additional leather-lined surfaces and pops of (optional) colour are boxes worthy of ticking to uplift the ambience. The optional 18-way adaptive sports seats in our test car are beautiful chairs that hold you in and offer plenty of support, with plenty of adjustment to suit your body type and ideal driving position. While the optional smooth leather package with Papaya orange contrast stitching was a fun up-spec job which is appreciated by a colour-coordinating nerd like me, the standard GTS sports seats that offer eight-way adjustment and leather bolsters with Sport-Tex fabric inserts would perhaps be even more comfortable and summer friendly. Ahead of the driver is the beautiful Porsche steering wheel, which feels fantastic in the hand. In the past I’ve not been a huge Porsche fan, but everything in the Macan T seemed to suit my tastes. There’s multifunction controls, a cruise control stalk and a rotary drive mode selector, and it all falls to hand quite nicely and again plays to the brand’s more purist and traditionalist vibe. Fun fact; the heated steering wheel button is hidden behind the bottom spoke – as Paul Maric may have shown you in an Instagram Reel. Things are a little less impressive in the back, as the Macan is below the segment average for rear passenger accommodation. It’s on the smaller side of the class for knee and legroom, particularly if you have someone as tall as me (6’1) in the front seat. Kids will be find back there, though, and there’s ISOFIX outboard anchor points as well as top-tether points across all three rear positions as you’d expect. You’ve also got rear air vents back there with temperature controls, two USB-C charging outlets, a fold-down centre armrest with cup holders, as well as bottle holders in the doors. Oddly, there are no map pockets behind the front seats, though otherwise it’s well appointed if you disregard the tight passenger room for above-average sized adults. Also worth remembering the Macan’s design is now a decade old. Four-cylinder Macan models quote boot capacity of 488 litres with the rear seats in place, expanding to 1503L with them folded – 35L more than V6 versions in both measurements. Again it’s a little down on the segment average, with newer competitors with more space-focused packaging offering bigger boot areas in the 500L realm. The space itself is nice and square, though there’s a bit of a step up from the boot floor to the rear seatbacks when you fold the second row. For reference, the current Audi Q5 – which rides on a newer MLB Evo platform as opposed to the Macan’s older MLB underpinnings – offers 520 litres of capacity. Under the boot floor is a temporary space-saver spare wheel. What’s under the bonnet? Powering the base Macan and the Macan T is a 2.0-litre four-cylinder turbocharged petrol engine, a version of the motor used widely across the VW Group – including its hottest hatchbacks. In the Porsches, the motor is tuned to deliver 195kW and 400Nm (1800-4500rpm), with drive sent to all four wheels via a seven-speed Porsche Doppelkupplung (PDK) dual-clutch automatic transmission with steering paddles. With its standard Sports Chrono Package (which includes launch control), the Macan T can sprint from 0-100km/h in a Golf GTI-matching 6.2 seconds, on its way to a top speed of 232km/h. Porsche also quotes a 0-160km/h time of 16.1 seconds; and a quarter-mile dash of 14.5 seconds. Fuel consumption is rated at 9.5 litres per 100km on the combined cycle, with combined CO2 emissions of 217g/km. The fuel tank measures 75 litres across the range, and requires 98 RON premium unleaded. All versions of the Porsche Macan are rated to tow up to 2000kg (braked). How does the Porsche Macan T drive? Some would scoff at the idea of a four-cylinder Porsche – I have in the past, I’ll admit it. But when I fired up the Macan T for the first time with its optional sports exhaust (a must-tick in my books), it started with a burbly growl that made me double-take and make sure I hadn’t picked up one with a different engine. It’s no secret the Porsche Macan has long been lauded as one of, if not the driver’s pick in the premium SUV segment, and I’ve had mixed experiences in the past. The last Macan I tested was the 2020 Macan Turbo which was the first facelift, and while the sonorous bi-turbo V6 shared with the Audi RS4 and RS5 is a peach of an engine, the Macan gave me more GT vibes than high-riding sports car. I’d argue this latest iteration hasn’t strayed far from that GT feel, but given the T stands for Touring, I guess it’s more fitting. Having a four-cylinder engine under the bonnet should make you feel like you’ve cheaped out. After all, versions of this 2.0-litre turbo four are used throughout the Volkswagen Group in a number of high-performance applications – including my own Golf GTI. With a healthy 195kW and 400Nm, the Macan T gets along nicely both in town and on the freeway, and with the sports exhaust set to ‘open’ it’s engaging even when you’re just doddling around the ‘burbs. Paul Maric did a VBox run in the video above, and achieved an impressive 5.86s 0-100km/h run – that’s almost 0.4s quicker than the claim. Our test car was also optioned with adaptive air suspension, something of a rarity in this segment, and with everything set to Comfort and the exhaust set to loud, it’s a great sporty daily that’s also supremely compliant in daily driving. I absolutely love the steering feel. It’s buttery smooth, direct and has a fairly quick ratio, with enough heft and feedback to not only communicating what’s going on at the front axle but also makes the Macan feel more focused and substantial. A lot of vehicles in this segment can have quick or variable steering racks but with a very light weight that despite making low-speed manoeuvres easier can really take away from that driver feel and feedback. This was a refreshing departure from that trend. Dialling it up a little and again the Macan T has all the makings of a fun high-rider, with the same connected feel and punchy performance contributing to a fun drive. You can give it some beans onto a freeway on-ramp and you’ll be surprised with the low-down shove and meaty mid-range from the turbo four, though you might find it starts to run out of puff as you approach the redline. With Australia’s low speed limits though, you’re never going to feel like this is ‘underpowered’. I took the Macan T for a blat through some of my favourite roads through Research, Kangaroo Ground and Warrandyte in Melbourne’s north-eastern corridor, and the Porsche took everything in its stride. Flick the drive mode dial to Sport and Sport+ and the air suspension drops its guts and the dampers firm up. Through some successive bends on winding back roads, the Macan is quite a bit of fun. The bark from the sports exhaust also really helps to make it feel a little more special, with an angry note thats on song right through the mid-range, and some pops on overrun at higher revs. I will challenge the “jacked-up hot hatch” tag that a lot of journalists have used in the past. At 1865kg unladen in its base specification, the Macan T does feel its weight when you’re really pushing it, though the clever AWD system holds on well and keeps the Macan’s nose in the direction you’re pointing the steering wheel. That said, the lighter front end compared to six-cylinder models as well as the T’s specific chassis setup definitely makes it feel dartier than previous Macans I’ve tested. It’s like a baby Macan GTS – which is what I feel Porsche was aiming for anyway. Using the steering-mounted paddle shifters is a delight, and the PDK dual-clutch auto is easily the best in the business. There’s a crispness to the shift speed and response that’s very satisfying, and the sports exhaust likes to pop and bang when you upshift at high revs. In normal driving there’s none of that jerkiness or low-speed hesitation that dual-clutch autos can suffer from, with the Macan bring a very smooth operator in just about every setting. It’s quite impressive. Something I noticed on an extended drive to and from my grandparents’s farm in Kilmore (1 hour north of Melbourne) was that the Macan T suffers from a bit of tyre noise intrusion, which took away from its otherwise top-notch refinement. Turning up the optional Bose premium audio system helped, but it did get a bit loud on the Hume. My touring stint also allowed me to test out the adaptive cruise control and lane-keep assist functions, which all worked as you’d expect and were pretty user-friendly. I understand Porsche’s focus is on the driver actually driving the car, but charging extra for some of these systems ($650 for lane-keep, $1650 for adaptive cruise) seems a bit rude. You do get standard blind-spot monitoring and lane departure warning though, so it’s not like it has nothing out of the box. What do you get? Macan highlights: 19-inch alloy wheelsAuto LED headlightsKeyless entry, startPrivacy glass10.9-inch touchscreen infotainment systemSatellite navigationWireless Apple CarPlay8-speaker sound system with amplifierDAB+ digital radio14-way power Comfort front seats with memory2 x USB-C in front console2 x USB-A charging ports in rear console Macan T adds: 20-inch alloy wheels15mm lower suspensionElectronic adaptive dampersAgate Grey Metallic exterior design elementsSport quad tailpipes in high-gloss blackAuto-dimming interior and exterior mirrorsExclusive upholstery with black leatherPorsche crests embossed on headrest8-way power adjustable front Sport seatsHeated front seatsMemory for driver’s seatHeated sports steering wheelBlack aluminium door sills with Macan T logo Options (as tested) Leather package, Black incl. contrast stitching: $3280Panoramic sunroof: $3110Sports exhaust system: $3080Adaptive air suspension incl. PASM: $279018-way Adaptive sports seats: 2410BOSE surround sound: $2230Papaya metallic paint: $1800Tinted LED headlights: $1650incl. Porsche Dynamic Light System PlusAdaptive cruise control: $1620Interior package in Carbon: $1600Lane Keep Assist: $650Roof rails painted in Black high-gloss: $650Porsche logo LED door courtesy lights: $540 Is the Porsche Macan T safe? The Porsche Macan doesn’t wear an ANCAP safety rating, and its five-star Euro NCAP rating from 2014 has expired as of January 2021. In Euro NCAP testing against much older criteria, the Macan scored 88 per cent for adult occupant protection, 87 per cent for child occupant protection, 60 per cent for pedestrian protection and 66 per cent for safety assist. Standard safety features include: 6 airbagsLane Change AssistLane departure warningFront, rear parking sensors360-degree cameras How much does the Porsche Macan T cost to run? Porsche still runs a three-year, unlimited-kilometre warranty which is well behind the pack these days. Scheduled maintenance is required every 12 months or 15,000 kilometres – whichever comes first. Unlike most premium brands, Porsche doesn’t offer a capped-price servicing program. In terms of real-world fuel consumption, the Macan dipped into the eights with more freeway use and then climbed into the tens and elevens with more high-traffic city driving. Given the combined claim of 9.5L per 100km that’s not bad, but regularly topping up that long-range 75-litre tank with 98 RON isn’t going to be a cheap exercise – especially these days when it’s over 200 cents per litre regularly. CarExpert’s Take on the Porsche Macan T Big call, but I think the Macan T could be the new pick of the range. Hear me out. It’s $20,000 cheaper than a Macan S, arguably has the best handling balance of the range, and brings the more focused vibe of the top-spec GTS to the more attainable four-cylinder powertrain variant. It’s quick enough, and with some choice options fitted shapes up as a very well-rounded Porsche utility with a price tag that won’t completely break the bank. That doesn’t mean it isn’t without its quirks. Apart from its lengthy, and pricey list of options (including assistance systems that should be standard), the tight back seat and small boot are sticking points, and while agile and engaging to drive it can feel a bit heavy when you’re really gunning it like you would a proper Porsche sports car. All things considered, however, the Porsche Macan is as competitively priced as ever, and continues to be one of the driver picks in the premium mid-size SUV segment. That highly desirable Porsche badge also is a key selling point. Click the images for the full gallery MORE: Everything Porsche Macan View the full article
  20. Bentley will end production of its iconic W12 engine in April 2024, sending it off in the exclusive Batur. Just 18 examples of the Batur will be handcrafted by the brand’s Mulliner division, powered by an uprated version of the twin-turbocharged 6.0-litre W12 producing 552kW of power at 5500rpm and 1000Nm of torque between 1750 and 5000rpm. It has received reworked intake, exhaust and cooling systems to free up the extra power and torque, along with a heavily revised engine calibration. The transmission has also been recalibrated to handle the extra grunt. The turbocharger compressors are new, with air fed to them via ducts 33 per cent larger, while larger charge-air coolers have also been installed. All Baturs have been sold, though a “limited number” of Continental GT, Bentayga and Flying Spur Speed editions plus Mulliner versions of the Continental GT and Flying Spur can still be ordered with a 485kW version of the W12. Bentley expects demand to be high for these final 12-cylinder models. Batur “The 750 PS titan that Mulliner has created for the Batur marks the end of a development journey of which our engineering and manufacturing colleagues should be extremely proud, and when production finishes in April next year we aim to retrain and redeploy all of the skilled craftspeople who still build each engine by hand,” said Bentley chief executive Adrian Hallmark. The company has 30 skilled craftspeople that hand-assemble and test every W12 engine at its plant in Crewe in the UK. Each engine takes around 6.5 hours to complete. The W12’s production facility will make way for an expanded line where Bentley’s V8 and V6 plug-in hybrid powertrains will be completed. Once the W12 ends production, Bentley’s entire model line will be offered with the option of a plug-in hybrid powertrain. It’s an important step on the way to the brand’s 2030 goal of selling only electric vehicles. Bentley says it will have manufactured over 105,000 W12-powered models by the end of production, since the engine’s launch in 2003. It says that since the W12’s launch, its engineers have increased power by 37 per cent and torque by 54 per cent while cutting emissions by 25 per cent. Continental GT Speed It received a complete redesign from the sump up in 2015, first deployed in the Bentayga and still in production today and incorporating cylinder deactivation, direct and port injection, and twin-scroll turbos. 12-cylinder engines are an increasingly rare breed as brands move towards electrified and electric powertrains. BMW has ended production of its V12 engine, though Rolls-Royce – part of the BMW Group – is sticking with its V12 for the time being. Come 2030, however, it will switch to an EV-only line-up like Bentley. View the full article
  21. Porsche has overhauled its Roads app, which uses AI technology to help drivers find scenic routes around the world. The company has opened up the app to all users now so anyone can download and register for free to use the app. Users can sign up using their Porsche ID or email address to access the library of scenic routes from all over the world. The company says the app’s AI can determine a suitable route based on various parameters, such as the curves of the road, topography, landscape features and “exciting points of interest”. Drivers can use the app to find A-to-B routes or follow a full loop based on a location pin or search, and further customise their search criteria by length of time or direction. If none of the pre-loaded routes within the app are appealing, Roads gives users the feature to create a route and share it with others within the app. The route can also be displayed on your car’s infotainment screen via Apple CarPlay. While the app is only currently available on the Apple App Store in Australia, Porsche has yet to confirm if Android users will see the app in the future. Since its launch, the app has seen over 180,000 users register, and Porsche says it has been continuously working on its AI algorithm. The app has a secondary intention of creating a community similarly to a social platform. Although users can’t directly communicate via instant messaging – there’s only forum-type commenting within the app – drivers can share their custom routes, create drive days with other drivers as well as view routes created by others within the community. View the full article
  22. Porsche is adding a new colour to its Paint to Sample range, named after long-term fan Michael Essmann. The paint colour, Essmanngreen, will be available to purchase on brand new 911, 718 and Taycan models from March 2023. Porsche describes the colour as a “brilliantly rich green”. It was first applied in 1992 on Mr Essmann’s 911 Carrera RS 3.6 after he decided to replicate the paint colour that was used for his family-run business, Elektro Essmann. He has been using Porsche’s Paint to Sample Plus option on his range of 911s, and his sons have also applied accents in this colour to his Porsche Sports Cup racing cars. Porsche currently offer a range of standard colour options for its entire line up, however if customers aren’t satisfied they can opt for a premium colour from within the 170-strong Paint to Sample (formerly known as Custom Color) range or go all out and create their own colour via the ‘Paint to Sample Plus’ process. The Paint to Sample range includes 115 additional colour options for 911 and 718 models, 108 colour options for the Taycan, 59 for the Panamera and Macan and an additional 52 colour options for the Cayenne. For customers that want to go the extra mile for their vehicle, Paint to Sample Plus allows them to provide a colour swatch to Porsche AG for approval. The colour will undergo testing and feasibility before being approved for application. Paint to Sample colours cost $18,490 in Australia, while Paint to Sample Plus is more expensive still at $23,740. It’s available only on the 718, 911 and Taycan. The process to create a new colour is done at Porsche’s main plant in Zuffenhausen where paint specialists blend several dozen ingredients down to the last milligram to achieve the desired shade. The recipe for Essmanngreen includes over 100 ingredients. Once mixed, each batch is then divided into two separate paint pots for use on the body as well as add-on parts. There are different application methods and drying temperatures depending on the part being finished. It can take up to 11 months in certain cases for the Paint to Sample Plus process to be completed. View the full article
  23. The highly anticipated hybrid V12 successor to the Lamborghini Aventador appears to have surfaced once again, this time in a series of leaked images that surfaced on Instagram. The images, published by Instagram user @Automotive_mike, appear to be renderings of the upcoming vehicle, potentially from a configurator. The new supercar is reportedly set to be unveiled at the end of March. Lamborghini’s razor-sharp design language continues to feature, as seen in patent sketches published in January and spy photos, but the still unnamed model strays from the typical Aventador profile. The car’s front facade is aggressive and angular, resembling the limited Lamborghini Sian, with scalene LED headlights and large cooling intakes located at the bumper’s bottom. On the side, there are pronounced air intakes behind what are most likely Lamborghini’s trademark scissor doors. The back of the vehicle has dramatic high-mounted, hexagonal dual centre exhaust outlets, as well as slim Y-shaped rear lighting strips. Lamborghini has already confirmed the upcoming successor to the Aventador will be equipped with a naturally aspirated V12 engine supported by an electric motor, which should allow it to take the fight to Ferrari’s ballistic SF90 V8 hybrid. The untitled Aventador successor has already amassed more than 3000 orders, with an 18-month waitlist, demonstrating there is still an appetite for ultra-luxury vehicles. The brand has yet to release any more specific technical information. While we don’t yet know how much power and torque it will produce, we don’t expect it to regress from the Aventador. The outgoing flagship packs a V12 engine that delivers 574kW and 720Nm in LP780-4 Ultimae form. Featuring all-wheel drive and an automated manual gearbox, the Ultimae is capable of accelerating from 0-100km/h in just 2.8 seconds, hitting 200km/h in 8.7 seconds, and reaching a top speed of 355km/h. To promote electrification across its range, the Italian automaker is investing 1.8 billion euros (A$2.8bn) until 2026, with plans to introduce its maiden EV by 2028. Lamborghini will launch a plug-in hybrid version of the Urus SUV in 2024, which has already been spotted in testing, while the successor to the present Huracan model will also feature a hybrid system when it’s released in 2024. View the full article
  24. There’s a facelift coming for the entire Porsche Taycan family with the updated sedan, as well as the Sport Turismo and Cross Turismo wagons, spotted in Europe’s Arctic northern reaches. All three prototypes have new headlights, and a redesigned front bumper that seems to eliminate the current car’s running black mascara look. At this stage, the sedan is the only one sporting disguise tape on the rear bumper, indicating, potentially, there are fewer changes in store for the wagon variants. It’s unclear at this stage whether Porsche is planning any tweaks to the Taycan’s all-electric drivetrain options. An earlier set of spy photos indicated Porsche might be working on a higher performance variant with a fixed rear wing. There will likely be updates to the car’s multi-screen infotainment system, as well as the usual trim and colour revisions. Last year Porsche began rolling out a dealer-installed software upgrade that brought charging and battery efficiency updates to all existing models. In 2022 the Taycan saw its sales drop 19.0 per cent to 430, but it still managed to finish second in the Large Car over $70,000 category behind the BMW 5 Series (457), and ahead of the third-placed Mercedes-Benz E-Class (347). The Taycan easily bested Porsche’s Panamera (60), which plays in the Upper Large category. Overall the Taycan accounted for 7.7 per cent of Porsche’s 2022 sales, which were dominated by the Macan (2737) and Cayenne (1581) crossovers. MORE: Everything Porsche Taycan View the full article
  25. A rare example of the 1961 Bentley S2 Continental will be the next classic to get the all-electric treatment from Lunaz. Lunaz has announced only one example will be converted from its original 6.2-litre V8 petrol engine to feature an electric motor. Founder David Lorenz described the car as one-of-a-kind, and says the project will demonstrate the company’s proven ‘upcycling’ process and technology. The restoration will take place in-house at Silverstone in the UK, where Lunaz will replace the current powertrain with its own fully-electric setup. The powertrain will make 298kW of power and 718Nm of torque, good for a 100km/h sprint around the seven second mark. Other updates to the steering, suspension, and electronics will be installed on the car in line with modern safety standards. The suspension has been upgraded to a fully adjustable coil-spring setup, which can be configured electronically from the cabin. Between 1959 and 1961, independent coach builders worked to customise the cabin of this particular car to the customer’s exact specifications. This specific S2 Continental was originally commissioned with a four-door body, but research from Lunaz shows London coach builder James Young at the last minute changed it to reflect the present two-door form. Delivered in 1961, the vehicle changed hands for the first time in 1967 before having various owners across the world, including Germany and Japan, eventually returning to the UK. Only a handful of the S2 Continentals are still left in the world. Between 1959 and 1962 the standard and long wheelbase S2 represented more than 80 per cent of the cars Bentley produced. It made 1863 SWB and 57 LWB versions of the S2 Continental during that three-year run. It’s unclear if this S2 will be sold after completion, or if someone has already purchased the vehicle. Pricing for the rare Bentley also has not been released. To begin the upcycling process for a luxury car, the Lunaz team starts with a detailed inspection and assessment to determine the chassis, powertrain, and suspension configuration. In-house engineers use 3D scanning to construct a detailed computer aided design (CAD) to determine the renovation and reconstruction required. From there the car will be stripped down to its bare metal shell to begin the restoration process. Lunaz aims to restore and recycle as many of the original materials as possible. Lunaz headquarters in Silverstone employs over 100 engineers, craftspeople, and restoration specialists to work through its various projects. Re-engineering projects undertaken include electrified versions of the Aston Martin DB6 and DB5, Rolls-Royce Phantom and Cloud, Jaguar XK120, XK140 and XK150, and the S1, S2 and S3 Bentley Continental. “This magnificent Bentley S2 Continental was already an exceptional motor car, as one of just a few examples of its type that remain in the world,” Mr Lorenz said. Founded in 2018 by David Lorenz and named after his daughter Luna, Lunaz has attracted investors including David Beckham. David Lorenz’s vision is for new generations of enthusiasts to be able to enjoy classic cars, particularly in markets where societal attitudes and legislative requirements are making classic car ownership harder than before. “For Luna, my daughter, not to have access to a car like the Mercedes-Benz 190SL when she is of driving age would be a tragedy. Without building Lunaz, this is the reality she faces,” says Lorenz. View the full article
  26. Bentley is recalling 2018-2019 Continental GT and Continental GTC due to an issue with the water pump. “Due to a design defect, the water pump can create a vacuum within the electrical area of the pump. This could cause liquid from the coolant system to permeate the housing of the water pump and damage the electrical circuitry which could cause a vehicle fire,” Bentley says in its recall notice. “In the event that the Engine Management Light illuminates, or smoke is detected, owners should stop the vehicle where it is safe to do so, turn off the ignition, evacuate the vehicle and contact your nearest retailer immediately.” A total of 194 vehicles are affected from 2018-2019The VIN list is attached hereThe original recall notice is attached here If you own an affected vehicle, Bentley says you should contact your authorised Bentley dealer to schedule an appointment for a free inspection and repair. More: Everything Bentley Continental View the full article
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