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  1. Australian demand for Porsche cars remains strong despite a worsening economic condition and more interest rate rises on the horizon, the company says. Furthermore, while the iconic German sportscar maker is still facing supply issues, it’s starting to see early signs of improvement, which should reduce extended wait times. Speaking to CarExpert at the launch of the new 911 and Taycan GTS this week, Porsche Australia’s head of public affairs, Chris Jordan, confirmed the brand’s ongoing strong position in market. “We still see strong demand,” Jordan said in regard to the economic challenges. “I think one factor that we are always looking at is perhaps not with the economy, but how long people are willing to wait, and while the entire market is supply-constrained and there are waits across the board, then I think a lot of people are prepared to wait a long time… “But in terms of demand and people coming in, we still see every week that new orders are coming in and demand is strong, but it’s a case of how long people are willing to wait.” As for the ongoing challenges of supply and demand, Porsche Australia is seeing small signs of improvement as Germany is able to better overcome the specific part shortfalls caused by both the semiconductor issue and the war in Eastern Europe. “As it has been for a while, demand is really strong and supply is a picture that changes every week, that’s why it’s quite hard to give people a definitive wait time and picture, because what’s the correct answer this week can change the next,” Mr Jordan said. “The reason its changing a lot is not just the dynamics of the world at the moment but also the counter measures that Germany is putting in place with production. “f you think about procurement, if there is one item that they are short on, a few weeks later they might have a countermeasure that comes in and they are able to get it again so the supply improves, that’s why instead of publishing a wait time for every model, we encourage people to talk to their Porsche centre.” The other reason supplies of Porsche vehicles is improving is the Volkswagen Group’s insistence on supplying parts to higher-margin cars from its top-tier brands which include Lamborghini, Bentley and Porsche. From January to end of May 2022, Porsche Australia sold 2533 cars, up from 2277 in the same period in 2021 – an 11.2 per cent improvement. In that same timeframe, Volkswagen has gone down 38 per cent, Audi 36.7 per cent, BMW 13.3 per cent, and Mercedes-Benz 17.8 per cent. View the full article
  2. The final piece of the current Porsche 911 range will fall into place soon. The 911 GT3 RS will be unveiled in the coming months, but it’s been spied undisguised in the lead-up at the Nurburgring. It’s predictably wild. As we’ve previously seen, the RS will feature a towering rear wing that goes further than the unit fitted to even the GT3. Low-flying aircraft beware… The bonnet is more aggressively vented than that of the GT3, and the front bumper features more aero-improving cuts and slashes on it. Like its predecessor, the RS features louvres on the front wheel arches to lessen pressure at high speed. The rear bumper is slashed more aggressively than that of the GT3, with vertical cutouts similar to those of its predecessor. Real nerds will notice the RS pictured here is the only 991.1-generation 911 to feature door handles that don’t electrically pop out. Whether that will make it to production isn’t clear. Power is expected to come from a more powerful version of the 911 GT3’s engine. The GT3 uses a 4.0-litre naturally-aspirated flat-six engine with 375kW of power and a 9000rpm redline, good for a 3.4-second sprint to 100km/h with the seven-speed PDK transmission fitted. The engine is derived from the unit in the 911 R endurance racer, and is actually used in the 911 Cup car with minimal changes. Given the last GT3 RS was available only with a seven-speed PDK, we expect the new car to follow suit even though a six-speed manual is available in the GT3. Unfortunately, it’s already sold out for Australia. An earlier version of this story claimed the 911 GT3 RS will be revealed at Goodwood. It’s since been updated. MORE: Everything Porsche 911 View the full article
  3. Do you feel the need, the need for Speed (in a Bentley Continental GT Mulliner W12)? Well, now there’s a coupe for you. Equipped with the Speed’s 6.0-litre twin-turbo W12, the revised Continental GT Mulliner now has 485kW and 900Nm to its name. That’s an 18kW increase over the previous Mulliner W12 variant, although torque remains the same. All of this funnelled to all four wheels via an eight-speed dual-clutch transmission. The revised Mulliner coupe can now complete the 0-100km/h dash in 3.6 seconds — an improvement of 0.1s — and hit a top speed of 335km/h. The car rides on 22-inch wheels with self-levelling centre caps that ensure the flying B logo is upright at all times, as well as an active air suspension setup with active dampers. There’s also a 48V active roll control system to keep the car as flat as possible, rear-wheel steering to make the large coupe feel more nimble, and an electronic limited-slip differential that allows for torque vectoring across the rear axle. Stopping ability can be improved if you’re willing to stump up for the optional carbon ceramic brakes. The cabin features diamond in diamond quilting on the seats, doors and rear quarter panels with both contrast and accent stitching. All up the automaker claims there are 400,000 stitches throughout the interior. There are also Mulliner logos on the seats, black walnut veneer across the dashboard with a silhouette of the car etched on the passenger’s side, and a unique Breitling-branded clock in the centre of the dash. Bentley says it has taken care to craft new graphics for the digital instrumentation display so the dials “look like real metal”. As a Mulliner model, buyers of this range-topping coupe can customise their vehicle from a wide selection of paint, leather, wood, metal, and stitching combinations. MORE: Everything Bentley Continental View the full article
  4. The Porsche Macan is everywhere. Not only was it the best-selling Porsche in Australia during 2021, it was the brand’s best-seller worldwide ahead of the bigger Cayenne and Taycan. Porsche knows it’s onto a good thing. After launching the car in 2014, the brand gave it a mid-life update in 2019, before another styling and equipment refresh in 2021 to keep things fresh in the face of strong competition. What’s new? Along with the styling, which has been massaged to bring it into line with the latest Porsche range, the car has a range of more powerful engines, more modern cabin technology, and a longer list of standard equipment. Although it’s technically an updated version, the Macan GTS on test here is a long way removed from the first Macan GTS introduced in 2016. It’s down 100cc, but up 49kW and 50Nm. It competes with a stronger than ever pool of rivals. Has Porsche evolved its smallest SUV fast enough to keep up with the crowd? How much does the Porsche Macan GTS cost? Pricing for the Macan range kicks of at $90,100 after a recent price hike. The GTS on test here was hit with an $8300 increase, taking its list price to $138,100 before on-roads. That’s $24,900 more than the Macan S, and $8000 more than the rival Mercedes-AMG GLC43. It’s also more than you’ll pay for a BMW X3 M40i ($118,900) or Audi SQ5 TDI ($110,400). Being a Porsche, there’s also options to consider. Our tester was fitted with $23,380 worth of options, for an as-tested price of $161,480 before on-road costs. What is the Porsche Macan GTS like on the inside? The Macan was given an interior refresh with its most recent update. Although the architecture of the cabin is largely the same, the dizzying array of black buttons lining the transmission tunnel has been replaced with a version of the glossy flight deck from the 911, Panamera, and Cayenne. Gone is the old automatic shifter (which was prone to clunking from Park to Reverse), and in its place is a new unit that’s smoother to use but feels a bit plasticky in your hand. The fundamentals in the Macan are excellent. The driving position is spot on, the wheel is the perfect size and shape, and the seats themselves offer a perfect blend of bolstering and support. The cold metal gearshift paddles and click-clack Drive Mode dial on the wheel are pure class. With a simple, three-dial instrument binnacle (lifted from the 718 Cayman) instead of the dual-screen cluster from the 911, Cayenne, and Taycan, the Macan has a bit of an old-fashioned feel that will be immediately identifiable to Porsche fans from way back. What it lacks in customisability, it makes up for in clarity. Although you can do more with the dials from the 911, the simple digital speedo and colour trip computer screen on the right-hand side are easy to read on the fly, and can still be set up to show you a map or all the car’s vital signs. The central infotainment screen has been lifted straight from the latest Porsche models. It’s easy to be overwhelmed by the tiles on the home screen, and laying out everything you want isn’t the work of a moment, but with time comes familiarity. It’s easy to jump around the system using the touch-based shortcuts at the base of the dashboard, too. Speaking of which, the sheer number of buttons on the gloss black transmission tunnel is eye-opening at first, and the amount of fingerprints they attract will drive clean freaks mad. Like the infotainment system, it takes time to learn where everything is… but once again with time, it’s easy to find what you need with minimal eyes-off-road time. The fingerprints on our tester were strongest on the exhaust button, which tells you all you need to know about what we were pressing. There’s plenty of storage up front, from the dual cupholders and decent underarm storage bin to the bottle-friendly door pockets. The little slot behind the e-parking brake is perfect for garage keys and coins, provided you’re happy to have them on show. Rear seat space has always been a weak point in the Macan relative to its mid-sized SUV rivals, and that remains the case in 2022. Legroom is tight behind taller drivers, and headroom is poor relative to what’s on offer in smaller options like the related Audi Q5, let alone the class-leading BMW X3. With air vents, a fold-down central armrest, and decent-sized windows it’s fine back there for children or small adults, but ultimately this is a mid-sized crossover aimed at people for whom practicality is less of a concern. The claimed 453 litres of boot space in the GTS will give you space for a golf bag or a week’s shopping, but the sloping tailgate and higher floor mean this is less capable of hauling bikes or furniture than some of its rivals. With the rear seats folded you still get an impressive 1468L, however. What’s under the bonnet? Power in the Porsche Macan GTS comes from the a 2.9-litre twin-turbo V6 with 324kW and 550Nm, sent to all four wheels through a seven-speed PDK transmission. Claimed fuel economy is 10.3 litres per 100km, and the 75L fuel tank needs to be filled with 98 RON premium unleaded petrol. The 100km/h sprint flies by in a claimed 4.3 seconds. How does the Porsche Macan GTS drive? The Macan fires with a flourish and settles into a hard-edged Porsche idle. It feels special from the second you turn it on, but doesn’t feel contrived. With bags of torque and a version of Porsche’s exceptional PDK dual-clutch transmission shuffling thorough the ratios, the Macan is effortless to pilot around town. The steering on the 2022 model is lighter than I remember of the original at low speeds, making it simple to thread through tight carparks, and the widescreen surround-view cameras mean there’s no excuses for scraped bumpers or wheels. Although its compact dimensions hurt rear-seat and boot space, the Macan is a great size for the city. On air suspension, the ride is very city-friendly. It has a long-travel feeling over speed bumps, and expansion joints float beneath the 21-inch alloy wheels without ruining the serenity. As for when you’re not commuting? The Macan GTS feels like a really polished, really expensive hot hatch. There are three suspension modes to flick through, the exhaust can be cranked up to deliver more noise, and the PDK can set up to hold gears right to the redline, transforming the car’s character. You can pick-and-mix using the buttons on the transmission tunnel, or flick through the drive modes using the dial on the wheel. If that’s too complex, pressing the Sport Response button in the middle of the dial turns the car into its angriest mode for 20 seconds. In its sportiest setup, the Macan is an angry little bastard of a thing. The engine rips through the mid-range with a hard-edged bark, and will run right to the redline before the PDK grabs another gear, the exhaust lets out a vicious crack, and the cycle repeats. The transmission is lightning quick in Sport or Sport Plus, snapping through upshifts in an eye-blink and confidently downshifting when you lean hard on the silicon carbide brakes. Not only are they designed to provide more stopping power than conventional steel units, they produce less brake dust to keep your matte black wheels looking fresher for longer. They pull up the near two-tonne Macan without a hitch, even when you’re hustling hard. The steering is nicely weighted in Sport Mode, and the front end bites better than it has any real right to in a high-riding SUV. With the air suspension stiffened up body roll is kept neatly in check, and when you’re on the power it feels beautifully balanced. This isn’t a 911, but the control weights and responses all have a distinctly Porsche-y feel about them. It’s clearly a part of the same family tree, although its priorities are slightly different. What do you get? Macan highlights: 10.9-inch touchscreen infotainment systemApple CarPlaySatellite navigationEight-speaker sound system with amplifierDAB+ digital radio2 x USB-C in front centre console2 x USB-A charging ports in rear centre console14-way power Comfort front seats with memoryPrivacy glassKeyless entry and startAutomatic LED headlights19-inch alloy wheels Macan T adds: 15mm lower suspensionElectronic adaptive dampersAgate Grey Metallic exterior design elementsQuad exhaust outlets20-inch alloy wheelsAuto-dimming interior and exterior mirrorsExclusive upholstery with black leather, embossed Porsche crests on headrestHeated, eight-way power adjustable front sport seatsMemory for driver’s seatHeated sports steering wheelBlack aluminium door sills with Macan T logo Macan S adds: 14-speaker Bose sound systemThree-zone climate controlBody-coloured front apronSportDesign side skirts, side blades, rear bumper Macan GTS adds: Sport Chrono package Air suspension including 10mm lower ride 21-inch wheels with colour Porsche crest Black exterior trim highlights Sports exhaust (four outlets, black)Tinted LED tail lights Front seat heating The following options were fitted to our tester: GTS Interior Package in Carmine Red: $7220Carmine Red exterior paint: $4480GTS exterior side blades: $2230Tinted LED headlights: $860Panoramic sunroof: $3110Carbon interior package: $1600Adaptive cruise control: $1620 Self-steering park assist: $65018-way adaptive sports seats: $580Porsche LED puddle lights: $540Power steering plus: $490 Is the Porsche Macan GTS safe? The Porsche Macan doesn’t have a rating from ANCAP, though it has an older, five-star rating from Euro NCAP based on testing conducted in 2014. This took place before ANCAP harmonised its ratings with Euro NCAP. Standard safety equipment includes: Lane-change assistReversing camera Front and rear parking sensorsSurround-view camerasFront, front-side and curtain airbags How much does the Porsche Macan GTS cost to run? The Porsche Macan is backed by a three-year, unlimited-kilometre warranty. Maintenance is required every 12 months or 15,000km, and Porsche doesn’t offer capped-price servicing like some of its rivals. CarExpert’s Take on the Porsche Macan GTS The Porsche Macan isn’t the newest mid-sized SUV out there, but it’s still the best for anyone who enjoys driving. From the moment you sit behind its perfectly-proportioned steering wheel, and the V6 engine fires with a hard-edged bark, it feels special. None of its more mainstream competitors can match its impressive ride and handling balance on air suspension. It’s not perfect, though. Criticising Porsche for options prices is futile at this point, but it’s also a bit mad you need to pay more than $10,000 to make your GTS look like, you know, a GTS with a full interior package and red paint. It’s also disappointing you need to option adaptive cruise control on a $150,000 luxury SUV in 2022. The success of the Macan would suggest buyers don’t really care, though. I don’t think I would either. Click an image to view the full gallery. MORE: Everything Porsche Macan View the full article
  5. The updated Porsche 911 looks set to drop its analogue rev counter. The 992.2-generation 911 has been snapped testing multiple times in recent months, wearing modified front and rear bumpers on the outside. Recent images of the cabin reveal the 911 looks set to gain the fully-digital dials from the Taycan electric car. The current model features a prominent rev counter in front of the driver, flanked by two screens which can be customised individually. New modelCurrent (GT3 pictured) As for the rest of the changes? The rumour mill is swirling regarding the 911’s engine, with some reports claiming it could gain the 4.0-litre naturally-aspirated flat six from the Cayman GTS and GT4 with its mid-life update. But asked if the 4.0 from the 718 GTS range will end up in the 911, Frank-Steffen Walliser, board member responsible for the 911 and 718, simply told us “no”. The engine in question shares its displacement with the engine in the 911 GT3 and Cayman GT4 RS, but is actually a unique unit developed specifically for the 718 GTS and GT4. Given the cost of developing and homologating an engine, it’s rare for brands to create a bespoke unit for a single, relatively low-volume model range. Although Mr Walliser didn’t give too much away, he suggested the engine was meant to be used more broadly when development started in 2014, before rapidly-changing emissions regulations forced Porsche to change its plans. “Knowing everything I know today, maybe we would have done something different,” Mr Walliser said. “It was not a wrong decision, you can’t go back. The engine is a marvel, the 4.0-litre in the GTS. Customer response was over-the-moon, it really gave a second life to Boxster and Cayman,” he said. “Things have changed, other plans have changed,” Mr Walliser said. “It will stay the single engine, the single car – a very collectible car.” Although one of the cars pictured here features a different exhaust arrangement to the current model, suggesting it could have a different engine, the digital dash shows a turbo boost gauge. Although naturally-aspirated power isn’t on the menu, we know hybrid power is coming to the 911. It’s unlikely to feature PHEV power, and is instead likely to take inspiration from the powertrain in the 919 endurance racer, using electric power to assist rather than over-shadow the petrol engine. Packaging a PHEV drivetrain in the 911 is more difficult than in the larger Panamera and Cayenne, given it’s still a relatively compact car and is still overtly focused on driver engagement. Mr 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. “The question is: With the hybridisation, what is the right level? How much power do you put in?,” Mr Walliser asked. “This is also not solved. In the automotive industry we see different solutions, and we will see what our solution will be. Hybridisation in general is something we are considering,” he said. MORE: Everything Porsche 911 View the full article
  6. Porsche Australia has increased list pricing across its range, excluding its 911 halo. Prices for the Macan, Cayenne, Cayman, Boxster, Taycan and Panamera have grown by between $2000 and $16,600, depending on the model and variant. The average increase is around $7000. A Porsche Australia spokesperson confirmed these new prices went into effect from April 27 this year. All customers with a contract of sale signed before that date and an allocated build slot are guaranteed to have the previous pricing honoured. Prices for the Macan have climbed by between $2000 and $8300, the Cayenne by between $3000 and $16,600; the Cayman and Boxster range by between $6900 and $14,700; the Taycan by between $3400 and $6800; and the Panamera by between $4300 and $8600. The price increases are generally proportional, so they are greater on the more expensive, high-end variants than they are at the lower end of each model family. Two of the models worst hit by this price increase include the 718 Cayman GT4 which has had its before on-road pricing increased by $14,300, and the Cayenne Coupe Turbo GT, up $16,600. Porsche isn’t alone in raising the before on-road prices on the majority of its models, with supply chain issues and inflation playing driving roles. BMW recently made a range of price increases, as well as Audi and Mercedes-Benz. Beyond the price hikes, Porsche has a few new cars in the works as well. There’s a new-generation of the Panamera liftback in the works, an all-electric version of the Macan, a 992.1-generation 911 GT3 RS, a special lightweight version of the 911, a more powerful 718 Boxster Spyder, and an updated Cayenne just to name a few. Updated 2022 pricing for the Porsche Macan, Cayenne, 718, Taycan and Panamera are as follows: Porsche Macan 2022 Porsche Macan: $90,100 (+$5300)2022 Porsche Macan T: $93,500 (+$2000)2022 Porsche Macan S: $113,200 (+$7400)2022 Porsche Macan GTS: $138,100 (+$8300) Porsche Cayenne 2022 Porsche Cayenne: $135,100 (+$7000)2022 Porsche Cayenne Coupe: $145,900 (+$6900)2022 Porsche Cayenne Platinum Edition: $148,000 (+$3000)2022 Porsche Cayenne Coupe Platinum Edition: $148,500 (+$3000)2022 Porsche Cayenne E-Hybrid: $152,500 (+$5100)2022 Porsche Cayenne Coupe E-Hybrid: $161,100 (+$5300)2022 Porsche Cayenne E-Hybrid Platinum Edition: $163,600 (+$3000)2022 Porsche Cayenne Coupe E-Hybrid Platinum Edition: $164,200 (+$3300)2022 Porsche Cayenne S Platinum Edition: $175,900 (+$3500)2022 Porsche Cayenne S: $176,100 (+$8800)2022 Porsche Cayenne Coupe S Platinum Edition: $176,300 (+$3900)2022 Porsche Cayenne Coupe S: $185,800 (+$9000)2022 Porsche Cayenne GTS: $207,500 (+$9300)2022 Porsche Cayenne Coupe GTS: $211,200 (+$9200)2022 Porsche Cayenne Turbo: $263,100 (+$12,600)2022 Porsche Cayenne Coupe Turbo: $275,000 (+$12,800)2022 Porsche Cayenne Turbo S E-Hybrid: $308,800 (+$13,200)2022 Porsche Cayenne Coupe Turbo S E-Hybrid: $312,700 (+$13,400)2022 Porsche Cayenne Coupe Turbo GT: $352,700 (+$16,600) Porsche 718 2022 Porsche 718 Cayman: 122,800 (+$6900)2022 Porsche 718 Boxster: $125,600 (+$6900)2022 Porsche 718 Cayman S: $150,800 (+$11,300)2022 Porsche 718 Boxster S: $153,600 (+$11,300)2022 Porsche 718 Cayman GTS: $187,000 (+$11,900)2022 Porsche 718 Boxster GTS: $189,700 (+$11,800)2022 Porsche 718 Boxster Spyder: $214,900 (+$14,300)2022 Porsche 718 Cayman GT4: $224,800 (+$14,700)2022 Porsche 718 Cayman GT4 RS: $312,700 (+$11,900) Porsche Taycan 2022 Porsche Taycan RWD: $159,700 (+$3400)2022 Porsche Taycan 4 Cross Turismo: $180,400 (+$3800)2022 Porsche Taycan 4S: $198,800 (+$4100)2022 Porsche Taycan 4S Cross Turismo: $209,600 (+$4300)2022 Porsche Taycan GTS: $241,900 (+$4900)2022 Porsche Taycan Turbo: $281,900 (+$5600)2022 Porsche Taycan Turbo Cross Turismo: $284,600 (+$5600)2022 Porsche Taycan Turbo S: $352,600 (+$6800) Porsche Panamera 2022 Porsche Panamera: $207,800 (+$4300)2022 Porsche Panamera Platinum Edition: $209,800 (+$4400)2022 Porsche Panamera 4: $218,100 (+$4400)2022 Porsche Panamera 4 Platinum Edition: $219,100 (+$4400)2022 Porsche Panamera 4 Sport Turismo: $225,500 (+$4500)2022 Porsche Panamera 4 Executive: $227,500 (+$4400)2022 Porsche Panamera 4 E-Hybrid: $254,300 (+$4800)2022 Porsche Panamera 4 E-Hybrid Platinum Edition: $254,600 (+$5100)2022 Porsche Panamera 4 E-Hybrid Sport Turismo: $261,600 (+$4800)2022 Porsche Panamera 4 E-Hybrid Executive: $263,700 (+$4800)2022 Porsche Panamera 4S E-Hybrid: $300,400 (+$5800)2022 Porsche Panamera GTS: $318,700 (+$5800)2022 Porsche Panamera GTS Sport Turismo: $326,100 (+$5900)2022 Porsche Panamera Turbo S: $424,200 (+$8500)2022 Porsche Panamera Turbo S E-Hybrid: $435,100 (+$8600) All prices exclude on-road costs. MORE: Everything Porsche Macan MORE: Everything Porsche Cayenne MORE: Everything Porsche 718 MORE: Everything Porsche Taycan MORE: Everything Porsche Panamera View the full article
  7. Lamborghini is known for its exclusivity, but it’s now crowing about setting a production record. The brand has produced 20,000 examples of the Urus since its 2018 debut at its Sant’Agata Bolognese factory in Italy. The super SUV is comfortably the brand’s best-seller. It took Lamborghini twice as long to sell the same amount of Huracáns, with the Urus representing a shift to a less exclusive part of the market. The 20,000th Urus model is painted in Viola Mithras – a bright purple metallic – and has black-painted brake calipers and a glass panoramic sunroof. It’s destined for a customer in Azerbaijan. Under the bonnet of the Urus is a 4.0-litre twin-turbo petrol V8 engine producing 478kW of power and 850Nm of torque. This is mated to an eight-speed torque-converter automatic and all-wheel drive. By comparison, the much more affordable Audi RSQ8 uses a detuned version of the same V8 with 441kW and 800Nm. Lamborghini claims the Urus can do the 0-100km/h sprint in 3.6 seconds and has a top speed of 305km/h. Since the Urus has been on sale, Lamborghini’s headquarters in Sant’Agata Bolognese has doubled in size to a total of 160,000 square metres. More than 500 permanent staff were hired from 2015 to 2018 to work on the Urus project. In 2019, Lamborghini introduced a Urus paintshop and in 2020 Lamborghini began transporting Urus bodies by train instead of on trucks. The latter introduction apparently cut CO2 emissions by 85 per cent. Lamborghini estimates that all the Urus models around the world have covered more than 360 million kilometres in total. The Raging Bull brand indicates that its most popular Ad Personam exterior paint colours are Grigio Telesto (grey), Blu Cepheus (bright blue), and Voila Pasifae (dark purple). Customers have also gravitated towards the Nero Noctis Matt (graphite) and Arancio Borealis (orange) exterior paint colours too. As previously detailed, Lamborghini is gearing up to reveal a mid-life refresh for the Urus sometime this year. Urus Evo prototype We’ve also seen an undisguised prototype that has all the hallmarks of a hotter version, and may wear the Urus Evo name. It has a redesigned front fascia with different side air intakes and a reworked upper grille cutout, as well as long bonnet air vents. Lamborghini executives essentially confirmed a hybrid variant before the Urus was revealed in production form, and we’ve been waiting ever since. Looking to the future, Lamborghini has previously said it’s planning to reveal its first all-electric vehicle in the second half of the decade. There have been rumours previously circulating that the first all-electric Lamborghini could be a 2+2 grand tourer model, similar to the Estoque concept from 2008. This roadmap to electrification began with the low-volume Sián which mated a 6.5-litre V12 and an electric motor built into the transmission for a total of 602kW. While most other road-going hybrid systems feature a nickel-metal hydride or lithium-ion battery pack, the Sian used a smaller, more energy-dense supercapacitor set-up. Click an image to view the full gallery. MORE: Everything Lamborghini Urus View the full article
  8. Bentley’s grand tourer, the Continental, has picked up a sharper edge for 2023. The Continental GT S coupe and GTC S convertible feature active anti-roll bars as standard for sportier handling, backed by new graphics and new trim options to help separate them from the regular GT range. They’ll be in Australia during the first quarter of 2023. Power comes from the same 4.0-litre twin-turbocharged V8 offered on the wider Continental GT range, making 404kW of power and 770Nm of torque. It breathes through a sports exhaust as standard here, and is good for a 4.0-second sprint to 100km/h. The W12 engine offered on the Continental GT isn’t available on the S, as Bentley leans into a “more responsive and agile character”. Under the skin is an active anti-roll system powered by the car’s 48V mild-hybrid system. Capable of applying up to 1300Nm, the anti-roll bars actively support the left-hand side of the car if you’re turning right (or vice versa) to keep body roll in check. When the car’s tracking straight or the driver flicks into Comfort Mode, they relax to loosen up the body control and relax the ride. Versions of the same system are common on sporty SUVs from the likes of Bentley and Lamborghini. Outside, the Continental GT S is differentiated from the regular GT model with lots of black. The wheels, bumpers, and and brightwork are all blacked out, and owners are able to option the car with a set of unique 22-inch wheels for a more aggressive stance. Inside, the steering wheel is trimmed in suede, along with the gear lever and seat centres. There are also unique readouts for the digital instruments, designed to reflect the car’s sportier focus. MORE: Everything Bentley Continental View the full article
  9. Porsche Australia is recalling a total of 405 examples of its all-electric Taycan due to an issue with the front seat wire harnesses which may get damaged when moving the seat. This recall affects regular Taycan sedan, as well as Taycan Cross Turismo and Sport Turismo wagon variants produced between 2019 and 2021. “The protective fabric covering of the front seats wire harness may become damaged when adjusting the seat,” said the company in its recall notice. “If this was to occur it will activate the airbag warning light in the instrument cluster.” A total of 405 vehicles are affectedThe VIN list is attached hereThe original recall notice is attached here If you own an affected vehicle, you’ll need to contact your preferred official Porsche Centre to schedule in an appointment for a free fix. MORE: Everything Porsche Taycan View the full article
  10. Porsche‘s upcoming all-electric Macan SUV has been spied inside and out ahead of its expected late 2023 reveal, giving us our best look yet. The dash is clearly inspired by the all-electric Taycan and features a curved digital instrument cluster. There’s a knobby, electric shaver-style gear selector, like that of the Taycan and the upcoming Panamera which has recently been spied. On the centre console there are climate control toggles and touch-capacitive switchgear. This looks like an evolution of the current petrol-powered Macan. We can make out the touchscreen infotainment system, but a lot of the interior is still covered with camouflage and there are emergency buttons, wires, cameras and computers all around. Two different front bumper designs were spied in the convoy of Porsche Macan EVs, pointing to slightly different front-end styling for the regular Macan EV and the more powerful Turbo model. At the front both prototypes have a bi-level headlight design, with an upper block comprising four strips of LED daytime running lights, and a lower set containing the main low- and high-beam lights. There’s also a large lower air intake at the bottom of the front bumper. The main differences between the regular and Turbo model are the side air intakes. The regular model has trapezoidal side air intakes and the sportier model has more triangular units. Around the side, there are prominent shoulders and a sharply raked tailgate, the latter reminiscent of the Cayenne Coupe. The third side window and rear pillar remain camouflaged. Down back there’s a full-width light bar, an active rear spoiler and faux exhaust outlets. It’s still unclear what the power and torque figures will be for this upcoming all-electric Macan, nor what the range figure will be like. The digital instrument cluster reads out a range of 281km on one of the spied prototypes although this most likely isn’t with a full battery. Under the skin, the all-electric Macan is based on the new Premium Platform Electric (PPE) architecture jointly developed by Porsche and Audi. It will also be used in the Audi Q6 e-tron, which was recently spied in prototype form. As previously reported, the current petrol-powered Macan will remain on sale alongside this new all-electric Macan for a few years, at least until 2024. The updated 2022 Porsche Macan arrived locally in mid-2022, and is available with either a 2.0-litre turbocharged four-cylinder in the base model, or a 2.9-litre twin-turbo V6 in the S and GTS models. Click an image to view the full gallery. MORE: Everything Porsche Macan View the full article
  11. As Performance Editor, the first thought that jumps to my mind is: “where would this Lamborghini sit on the CarExpert Leaderboard?” The Lamborghini Huracan Evo Fluo Capsule is inevitably one of those that should jump directly to the top, but alas, a track test was off the cards this time. Maybe the bosses at Lamborghini had watched one too many YouTube videos from my rally days… With the engine extracted straight out of the exceptional Huracan Performante, driven through all four wheels, I truly believed it had the potential to take down the more powerful but rear wheel drive Porsche 911 GT2 RS on the CarExpert test track. Despite the Porsche topping the Performante at the Nurburgring, the stop-start nature of Queensland Raceway lends itself to AWD traction and the naturally-aspirated V10 still has more than enough torque to propel the Lamborghini out of each corner. So within the confines of Brisbane’s traffic restrictions and rules, I will attempt to extrapolate the outright performance characteristics of the not so subtle – but incredible looking and sounding – Huracan Evo Fluo Capsule. How much does the Lamborghini Huracan Evo Fluo Capsule cost? The Lamborghini Huracan Evo Fluo Capsule will set you back $498,665 before on-road costs, or about $39,000 more than the standard Huracan Evo. This particular example was fitted with a fair few options that bumped the price up by a rather hefty $72,810. Items like a transparent engine cover, carbon-ceramic brakes, forged composites package and sports seats are semi-mandatory in our books, but paying $6480 for Apple CarPlay seems a little… steep. What is the Lamborghini Huracan Evo Fluo Capsule like on the inside? The experience as you enter the cockpit of the Lamborghini Huracan Evo Fluo Capsule is something special. Your attention is drawn to the futuristic fighter jet-inspired styling as you slip into the supportive yet incredibly comfortable carbon seats. The flat-bottom Alcantara steering wheel brings nearly everything to your fingertips, from indicators to lights and drive mode control. The paddle shifters are beyond substantial, but necessary as they remain stationary and reachable as you rotate the wheel. What’s under the bonnet? The Lamborghini Huracan Evo Fluo Capsule’s 5.2-litre V10 comes straight out of the pre-update Performante, outputting 470kW (8000rpm) and an impressive 600Nm (6500rpm). Lamborghini quotes a 0-100 time of just 2.9 seconds, which matches the Performante’s claim. The driveability and flexibility of this engine is what impressed me the most. It has the ability to navigate traffic with ease and endure the mundane, then with the flick of a switch it comes alive, responsive and reacts to your every command. Do I even have to mention the sound – there are few noises that will bring a smile to your face as easily as this engine. How does the Lamborghini Huracan Evo Fluo Capsule drive? This is a Lamborghini that miraculously blends exceptional performance with everyday usability. But is that what you want from a Lamborghini? I was almost shocked with the ease that you could negotiate everyday life with such a devastatingly quick car. The difference in drive modes, especially between Strada and Corsa, is as vast as I have experienced in any car. For an all-wheel drive car, the ability to rotate mid-corner is brilliant and assisted by the Lamborghini Integrated Vehicle Dynamics (LDVI) system, which tailors response to driver inputs and the selected drive mode. The steering is sharp and precise as you would expect, but somehow lacks the last bit of feedback that would truly make it special. Braking performance is linear and connected, with the chassis offering a stable platform as you stand on the pedal. The gear shifts are insane, and switching it into Corsa mode takes them to another level again. Attached to a slightly oversteering differential balance, the sensorial overload on a narrow road is other-worldly. Interestingly, for me the Magneto-rheological suspension did not offer the same level of overall grip as the Performante. Yet with the added flexibility of ride quality, it will be a welcome point of difference for many buyers. Pirelli P Zero tyres adorn the 20-inch rims front and rear, copping immense punishment every time you squeeze the throttle pedal. What do you get? The Huracan Fluo Capsule is all about brightness and breathing a new life into the Huracan range. While the Huracan Tecnica is coming to take over next year, the Fluo Capsule is the Italian brand’s way of picking what it believes are the best bi-colour specs for your Evo so that gives it maximum presence on the road. This particular car is configured in Verde Shock (green); however, other options include Arancio Livrea (orange), Celeste Fedra (blue), Arancio Dac (orange) and Giallo Clarus (yellow) all of which combine with a matte black roof, front bumper and side skirts. The addition of colour along the otherwise black wing mirrors and vertical coloured lines on the rear splitter, really help set the car apart. On the inside, Lamborghini gives you the option of new sports seats, in Alcantara or unicolor leather with ‘EVO Sportivo’ trim. Other notable and very Lamborghini features include the Start/Stop button cover and the Lamborghini shield embroidered on the headrest, which is available in the same colour as the car’s exterior. How much does the Lamborghini Huracan Evo Fluo Capsule cost to run? Unlike Ferrari, Lamborghini does not provide seven years of free servicing with its cars. The Huracan is similar to the Audi R8 and goes through an A and B service cycle and prices range from around $1500 to $4500 depending on the work being carried out. Is the Lamborghini Huracan Evo Fluo Capsule safe? There is no meaningful crash test data from the Huracan platform. Nonetheless, given it’s based on the Audi R8 and Audi has a reputation for creating well-engineered and safe architectures, we doubt the Lambo would prove itself safe if required. Nonetheless, it’s worth noting the Huracan misses out on a variety of assistance features like autonomous emergency braking or lane-keep assist. This is very similar to its rivals at Maranello and Woking, however. CarExpert’s Take on the Lamborghini Huracan Evo Fluo Capsule The Lamborghini Huracan Evo Fluo Capsule is exceptionally fast and engaging, yet somehow is one of the most user-friendly supercars on the road today. The styling, intensity of the interior and the theatre of the naturally aspirated V10, make it really unique especially in today’s automotive landscape. While the track performance remains an unknown for me, the Huracan’s on-road characteristics should ensure that it will be a compelling story in any battle with a certain Porsche I can think of. There are no guarantees the Porsche will keep its place on the leaderboard… Click the images for the full gallery MORE: Everything Lamborghini Huracan View the full article
  12. If the Ford Mustang Hoonicorn wasn’t enough for you, boy does Ken Block and the Hoonigan Racing Division have something in store for you. The Porsche 911 SVRSR “Hoonipigasus” is a one-of-a-kind race car that’s been specially designed for the 2022 Pikes Peak International Hill Climb (PPIHC), scheduled for June 26, 2022. Built by Hoonigan and world-renowned Porsche experts BBi Autosport, the Hoonipigasus is powered by a mid-mounted twin-turbo engine producing more than 1000kW of power. It’s all-wheel drive and is claimed to weigh around 1000kg. The Hoonipigasus was specifically built to suit Block’s driving style and features a transmission tunnel, known as the “Chorizo Tunnel”, that goes from shoulder height down to the front axle, which results in a lower centre of gravity. There’s also height-adjustable suspension based on previous’s years GPS telemetry. The Hoonipigasus has been a decade in the making, with BBI Autosport wanting to “build the ultimate vintage Porsche racecar”. The racer is based on a vintage 964-series Porsche 911-inspired body and has swollen wheel arches, an extreme aero bodykit with a humongous rear wing, as well as wide and slick Toyo tyres with centre-locking wheels. Its livery was created by Canadian snowboarder and street artist Trouble Andrew, also known as Guccighost, paying homage to the iconic 1971 Porsche 917/20 “Pink Pig” Le Mans racer. As part of an official partnership with Mobil 1, the Hoonipigasus features the Pegasus emblem on its livery. With the Hoonipigasus competing in the Pikes Peak Open (PPO) class, Block and Hoonigan Racing Division are aiming to add to BBI Autosport’s eight previous podiums and five class wins at the 2022 PPIHC. “The Hoonipigasus is an absolute dream-come-true type of build,” said BBI Autosport founder Betim Berisha. “It doesn’t get any more mental from a tech, power, aero, and visual standpoint. The original vision of the car came from a longtime friend of mine, Joe Scarbo of Scarbo Performance, nearly a decade ago.” “We then teamed up with our most talented engineers and designers, threw the book out, and took an unconventional path. We are building the world’s nastiest 911.” “The Pikes Peak Hill Climb is one of the big reasons as to why I’m a rally driver,” said Hoonigan co-founder Ken Block. “I’ve always wanted the chance to race Pikes Peak at the top level and compete for an overall win – and with our team and BBi Autosport creating this amazing Porsche, we’ve got a good shot!” This isn’t Block’s first time racing at Pikes Peak. In 2005 he raced a Subaru WRX STi Group N rally car back in 2005, and has since done it in the methanol-fuelled 1965 Ford Mustang Hoonicorn RTR V2 as part of the iconic “Climbkhana: Pikes Peak” video. Click an image to view the full gallery. View the full article
  13. Porsche has followed up its Mission R concept car with a working electric prototype racer, as it prepares to turn the 718 Cayman and Boxster into EVs. The all-wheel drive 718 Cayman GT4 ePerformance packs 735kW of power from its dual-motor powertrain in its most powerful mode, or a more sedate (well, relatively) 450kW in a drive mode designed to allow for 30 minutes of flat-out running. The battery pack and electric motor are based on those of the concept car, which itself borrowed from the Taycan. Under the skin, however, it’s built on the bones of the 718 Cayman GT4 Clubsport. Porsche says the motors and battery pack are oil-cooled to stop performance from tapering during prolonged stints on track. “With the Mission R, we’ve shown how Porsche envisages sustainable customer motor racing in the future,” said Matthias Scholz, GT racing vehicle project manager. “The 718 Cayman GT4 ePerformance now demonstrates that this vision works impressively on the racetrack.” Porsche says a one-make series with these cars – essentially an electric Carrera Cup – is on the cards, and could become an “important addition” to its current customer racing range. It’s not just the race cars that are going electric; the next Boxster and Cayman road cars will also be battery powered… but Porsche is promising they’ll share their driving DNA with the current car. The brand has confirmed the current models, now based on a six year-old platform, will be replaced by an electric equivalent in 2024 or 2025 – exactly when will be determined by emissions regulations. MORE: Everything Porsche 718 View the full article
  14. Porsche is taking the engine from the Cayman GT4 RS and slotting it into the drop-top Boxster. The Porsche Boxster Spyder RS promises the same 9000rpm rush as its hardtop sibling, but with the added drama of a removable roof. There are a few giveaways this is not a run-of-the-mill Boxster Spyder. Along with what look like the same wheels fitted to the Cayman GT4 RS, this Boxster has sprouted an extra set of air intakes behind the driver and passenger to feed the mid-mounted 4.0-litre engine. Peak power in the Cayman is 368kW at 8400rpm, down 7kW on the 911 GT3 because the longer new exhaust necessitated by the mid-engined layout creates more back pressure. Peak torque is 450Nm, on tap at 6750rpm. Porsche considered a manual transmission, according to the GT4 RS project leader, but the six-speed gearbox from the GT4 couldn’t handle the torque on offer in the RS, and making the 911 GT3’s transmission fit would have been prohibitively expensive. In other words, don’t expect a manual in the Boxster. Along with its uprated engine, the Boxster appears to feature a carbon-fibre engine cover. The cover itself has a dramatic double-bubble design, as is common in Porsche Spyder and Speedster models, and butts into a chopped roof with a small rear window. It’s not clear when the RS will be revealed, but it’s possible we’ll see it before the end of 2023. MORE: Everything Porsche 718 View the full article
  15. Porsche appears to be gearing up to reveal yet another in a series of heritage-inspired 911 models. Following the reveal of the Sport Classic, our spy photographers have captured what’s believed to be the upcoming 911 ST, a nameplate previously used on a lightweight 911 model. This so-called 911 ST is expected to become the third in a series of four collectable 911s commemorating classic models. The series currently consists of the 911 Targa 4S Heritage Design Edition and the 911 Sport Classic. Based on what appears to be the Porsche 911 GT3 Touring, this 911 ST spied prototype has a double-bubble roof like the 911 Sport Classic, as well as front wheel arch vents that look similar to ones that have been previously seen on spied 911 GT3 RS prototypes. If you look closely you’ll see that there are regular, pull-out door handles like those on the previous 911 GT3 RS. Regular 911 models have retractable door handles. It’s expected these conventional door handles are lighter than the electronically-retractable units, demonstrating Porsche is exhaustively searching for ways to make the 911 lighter. There are also large, black-finish alloy wheels with centre-locking hubs and large, drilled brake discs that can be seen behind them. On the back there appears to be a camouflaged Porsche Heritage badge on the mesh engine cover. This placement of the badge is synonymous with Porsche’s two other 911 models inspired by classic models. Although we haven’t seen the interior of the 911 ST yet, it’s expected to have a minimalistic interior to save as much weight as possible. It’s unclear what’ll be powering this 911 ST at this stage, or if it’ll receive any modifications to make it more or less powerful than the regular 911 GT3. The GT3 uses a 4.0-litre naturally-aspirated flat-six engine with 375kW of power and a 9000rpm redline, good for a 3.4-second sprint to 100km/h with the seven-speed PDK transmission fitted. The engine is derived from the unit in the 911 R endurance racer, and is actually used in the 911 Cup car with minimal changes. At this stage there’s no information about when the 911 ST will debut. The original Porsche 911 ST was developed as a race car in the early 1970s and there were only 24 examples produced, which makes it one of the rarest 911 variants ever made. Porsche’s goal while designing the original 911 ST was to create the lightest 911 it had ever built to date, and it featured a fully stripped-out interior. Click an image to view the full gallery. MORE: Everything Porsche 911 View the full article
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