Atlanta — okay technically Hapeville — is getting a new track! Porsche recently broke ground on a massive expansion to its Experience Center in Georgia. The existing track and skid pad and off-road route and whatnot will stay in place, but the track will be expanded much further, to allow more people to experience the limits of a Porsche in safe and fun ways! This will effectively double the length of track on site, adding new features and corners inspired by some of the best race tracks in the world.
Not only will the expansion add miles of new track for customers to use, but the new 33-acre expansion will add a new Porsche Classic Factory Restoration facility, and a new parking deck to make up for the added capacity. The recently-opened Porsche Service Center South Atlanta is already built and operational on the grounds of this new expansion. It’s pretty cool that you’ll be able to take your vintage Porsche in for restoration work at the new facility. And while you’re there you could test a new one out on track.
“The physical connection a driver enjoys with our sports cars is core to the Porsche brand, which is why we’re expanding this option even as we and our dealers invest in new digital touchpoints for customers. The two worlds – digital and real – complement each other,” said Kjell Gruner, President and CEO of PCNA. “Whether a Porsche owner or not, the Experience Centers in Atlanta and LA serve as destinations where anyone can experience the thrill of a Porsche sports car and learn more about the brand. The Atlanta center has already hosted more than 6,000 visitors a month in normal times, and we hope the track expansion excites many more to come engage with Porsche.”
So what does the new track include? Elements of the 1.3-mile expansion include a Laguna Seca Corkscrew-esque expansion, a Nurburgring-Nordschleife style Karussel, and a section inspired by the Tail of the Dragon in the Smoky Mountains. You’ll get a pretty good idea of what your new Porsche is capable of by doing a few laps around this course, I can already tell you that without even having seen it. There’s also a new low-friction wet circle, a simulated “ice hill” to demonstrate traction control, and a large 135×555 foot patch of asphalt for handling showcases.
The two tracks will operate independently on most days, but it’s possible to link the two for an impressive 2.9-mile full course for special events. Porsche expects the track to be finished and operational by the first quarter of 2023. PEC ATL has been open since 2015, and serves as the brand’s North American headquarters.
A four-door Porsche may sound blasphemous because the brand is associated with sports cars like the 911. However, Porsche has a history with practical performance cars because it codeveloped the Mercedes-Benz 500 E, an iconic sports sedan from the early 1990s. It also collaborated with Audi for the RS 2 and Volvo to create the 850 T5R. The 2021 Porsche Panamera 4S E-Hybrid is the latest addition to the automaker’s heritage of four-door performance cars and it’s proof that you can have nearly everything.
Available in three styles, you can get your 2021 Porsche Panamera 4S E-Hybrid either as a sedan in standard or long wheelbase and as a wagon called the Sport Turismo. This year saw a refresh but you’ll need a magnifying glass to see the subtle changes. That’s not a knock on the Panamera because it looks sleek and has a clear lineage to the 911, 718, Cayenne, Taycan, and Macan with its oval headlights, full-width LED taillights, and rounded proportions. The Sport Turismo has a longer roofline and more conventional liftgate instead of a lift back-style hatch, giving it additional interior space.
The Panamera 4S E-Hybrid Sport Turismo’s interior exudes a cockpit-like feel. Everything is oriented towards the driver and the controls are within easy reach. In typical Porsche fashion, the fit and finish are impeccable; nearly everything you touch feels expensive and the sense of satisfaction you get utilizing controls is on another level. The amount of piano black will attract a lot of smudges and fingerprints so get ready to clean up the center console often.
Technically the Panamera can seat up to five but we’d limit it to four because the center tunnel is so big that the person sitting in the middle needs to straddle it. Thanks to its upright greenhouse, there’s generous headroom in the Sport Turismo. The low seating position gives you the sensation that you’re in a sports car because of how close you are to the road. Porsche’s standard seats offer plenty of support to keep you from sliding around too much during spirited drives while providing good support on long drives but they are on the firm side.
If you’re looking for practicality without the raised suspension, the Panamera is the Porsche for you. The Sport Turismo doubles down on that by offering generous cargo space regardless of whether you have the seats up or down. You can fit a lot of gear in there but keep in mind that the rear window isn’t as vertical as in cars like the Mercedes-Benz E-Class wagon. The rear seatbacks fold 40/20/40 for extra flexibility for long items but have passengers. The cargo cover can be finicky to remove or reinstall because it requires you to fold the rear seats to get it out. Small-item storage is also at a premium due to the lack of sizable cubbies around the center console, leaving you to put your belongings in the door pockets.
Porsche’s PCM interface is user-friendly thanks to its responsive 12.3-inch touch screen. There are submenus but they’re kept to a minimum and there are shortcuts on the left side of the display for frequently used functions. Instead of traditional buttons on the center console, the Panamera has capacitive ones, which can be a little distracting to use on the move. The available Bose audio system sounds decent but get the Burmester surround sound unit if you’re an audiophile. While the Bose system is clear, its volume increases inconsistently and it’s not as immersive as competing Harman family audio systems from Panamera’s competitors.
A suite of collision prevention systems is standard on the Panamera. However, the lane-keeping component could be less jerky because it tends to make sudden inputs when you start to drift around. You can also get adaptive cruise control and traffic jam assist via the Assistance package or as a stand-alone feature called Porsche InnoDrive. This uses navigation data, cameras, and radar sensors to predict the road, enabling the car to slow down before a curve or turn, and coast when going downhill.
The biggest addition to the 2021 Panamera lineup is the 4S E-Hybrid, the new middle child of the electrified models. It couples a 2.9-liter twin-turbo V6 to an electric motor, a 17.9-kWh battery, and an eight-speed PDK dual-clutch automatic transmission. Combined, the Panamera 4S E-Hybrid makes 552 hp and 553 lb-ft of torque, which is on par with the first-generation Panamera Turbo S. The result is a 5,004-pound wagon that can hit 60 mph in 3.5 seconds with launch control according to Porsche. We think that’s a conservative number because our Sport Turismo test car felt quicker. Put your foot down and you get incredible acceleration that’s further amplified by the electric motor’s instant response and the lack of turbo lag. There’s no shortage of power; just mash the throttle and enjoy the ride as the car rockets to speeds we won’t mention
Adding to the experience is the available sport exhaust system. While it’s not as loud as in higher performance vehicles like a 911 Turbo S or a 718 Cayman GT4, it fits the Panamera’s stately character. You get a sonorous engine note when you open the flaps and mash the throttle and it’s accentuated by the occasional pop and burble. Think of this as the right balance of raucousness and maturity; it’s fun but not to the point that it becomes obnoxious.
On a single charge, the Panamera 4S E-Hybrid can travel up to 19 miles in its all-electric mode according to the EPA. During our time with the car, we easily went 30 miles before the gas engine kicked in. The 17.9-kWh battery replaces the old 14.1-kWh unit in all Panamera E-Hybrid models and is one of the reasons why it can operate without the gas engine more frequently. With the optional 7.2 kW onboard charger, it takes roughly three hours to get a full charge via a level 2 AC charger. Expect that time to increase to around six hours if you stick with the standard 3.6 kW unit. A standard wall outlet will require you to keep the car plugged in overnight to get to 100 percent. When driven as a hybrid, the Panamera 4S E-Hybrid for a combined range of 480 miles or 21/23/22 mpg city/highway/combined according to the EPA.
Porsche’s mastery of the dual-clutch transmission is in full show in the Panamera 4S E-Hybrid. Despite the addition of an electric motor, the gearbox remains lightning-quick and smooth. It’s hard to tell that it’s a dual-clutch unit because there are no hints of hesitation during city driving. In manual mode, the transmission responds instantly when using the paddle shifters. Leave it to its own devices and it’ll do exactly what you want depending on how you’re driving. In the canyons, it’ll downshift ahead of a turn when you lift off the throttle to keep the powertrain in its sweet spot.
Thanks to the mechanical AWD system, the Panamera 4S E-Hybrid, puts the power down effectively. Insane grip levels courtesy of the staggered Michelin Pilot Sport 4S performance tires give the car an unflappable feel on the road. When you ask for more, the powertrain immediately shuffles power through all four wheels to give you maximum traction. You will notice the car’s RWD bias, though, because the rear end loves to rotate around, especially on tight winding roads. This becomes most apparent in examples like our test car, which features rear-wheel steering that enables it to dive into corners more willingly, resulting in tighter turn-ins.
Unlike other plug-in hybrids, brake operation is similar to that of a conventional internal combustion vehicle. Lifting off the accelerator gives you little regeneration, meaning you can’t come to a complete stop that way. You need to step on the brake pedal to get more energy recuperation. Transitions from regenerative to mechanical braking are imperceptible so you don’t get jerked around during hard braking. Road conditions also change how much recuperation you get, giving you more when going downhill or coasting.
Further making the 2021 Panamera 4S E-Hybrid Sport Turismo a true Porsche is the way it handles. With its adaptive air suspension and adjustable dampers, it carves corners like a scalpel. Body roll is nonexistent and the steering is borderline telepathic. You feel connected with the car and the road, and you know what the front wheels are doing. It’s easy to hustle the Panamera through your favorite winding roads but you won’t mistake it for a 911 or a 718. Between its width and length, the Panamera feels big and it’ll always drive that way regardless of whether you’re casually cruising or tearing up your favorite winding road.
One of the Panamera’s best traits is its ability to chill down when needed. This car possesses a sense of duality that not many can match. Despite its agility and handling chops, compliance doesn’t get sacrificed. On a long road trip, the Panamera 4S E-Hybrid is supremely comfortable, handily absorbing road imperfections and keeping harsh impacts out of the cabin. Even with the optional 21-inch alloy wheels and the suspension in Sport or Sport Plus mode, the Panamera remains cushy, making it a great choice as a daily driver or for road trips. Unfortunately, the wide tires create a lot of road and tire noise at highway speeds, especially on poorly maintained or uneven surfaces.
Despite being the middle child, the Porsche Panamera 4S E-Hybrid is potent and highly capable. It gives you world-beating performance and handling without sacrificing practicality or daily usability. Regardless of whether you pick the Sport Turismo, the Executive, or the standard sedan, you’re getting a sports car for four. The Panamera’s double nature makes it an appealing proposition, especially for consumers looking for a performance vehicle they can pitch as family-friendly transportation.
As tested, our example checked in at $142,360, which is not unusual considering how extensive (and expensive) Porsche’s options list can get. If you can afford the 2021 Porsche Panamera 4S E-Hybrid Sport Turismo, you’re getting a nearly perfect vehicle that checks a lot of boxes. Yes, the 690-hp Turbo S E-Hybrid exists but we think the middle electrified sibling is the Panamera to get.
When the Porsche Cayenne first appeared in the early 2000s, it ruffled so many feathers because a crossover wearing a Porsche crest was supposedly blasphemous. Three generations in, the Cayenne is still here and it’s one of the brand’s best-selling models alongside the Panamera and the Macan. This crossover expanded Porsche’s appeal to a broader range of consumers and it proved that a high-riding four-door didn’t dilute its DNA. Electrified versions have also joined the lineup and we’ve got our hands on the 2021 Porsche Cayenne E-Hybrid. Simply put, this is one of the best all-around models in Porsche’s current lineup and that’s not only because it’s a crossover.
In typical Porsche fashion, the Cayenne’s exterior follows an evolutionary direction instead of a revolutionary one across its three generations. It has a clear relationship to the 911, the 718 Series, Panamera, Taycan, and Macan. From the rounded headlights to the full-width LED taillights, the Porsche design language is there. Only this time you get it in an upright crossover with four doors and muscular fenders. If you’re looking for a svelte coupe-like utility vehicle, Porsche has you covered on that front, too, with the Cayenne Coupe, which is also offered with electrified powertrains and a 631-hp Turbo GT model.
The 2021 Cayenne E-Hybrid gives you the best of all worlds. During our week with the crossover, we found that it’s right at home doing everything from an impromptu road trip to Palm Springs, carving up our favorite roads, or casually cruising around town in all-electric mode. There’s a sense of duality when driving the Cayenne E-Hybrid because of how well-rounded it is. Leave the car in E-Power or Comfort mode and it’ll calmly cruise down the highway or city streets while coddling you. The available adaptive air suspension does a fantastic job absorbing road imperfections and keeping harsh impacts out of the cabin, isolating you from the outside world. Smooth power delivery from the plug-in hybrid powertrain is relaxed but punchy, adding to its chill character.
All of that changes once you put the Cayenne E-Hybrid in Sport or Sport Plus mode. The powertrain, which couples a turbocharged 3.0-liter V6 with an electric motor, a 17.9-kWh battery, and an eight-speed automatic transmission, turns the assertiveness up to 11. This allows you to take advantage of its combined output of 455 hp and 516 lb-ft of torque, resulting in effortless acceleration. Even with its 2.5-ton curb weight, the Cayenne E-Hybrid moves without any fuss when you put your foot down. The gearbox is snappy and knows exactly what you want when you need it. Between the electric motor and the engine’s minimal turbo lag, power delivery is seamless; put your foot down and you get instant response.
In addition to the powertrain getting livelier, the adaptive air suspension stiffens up and lowers the Cayenne E-Hybrid to its lowest height. The result is a crossover that handles like a sports sedan; there’s little body roll, allowing you to throw the Cayenne into corners confidently. Our test car also came equipped with the optional rear-wheel steering system, which allows it to rotate better by turning the wheels a few degrees in the opposite direction, tightening the turning radius, and minimizing understeer. Sticky staggered width Pirelli P Zero rubber on 20-inch wheels provides generous grip levels, amplifying the crossover’s spirited driving dynamics. The trade-off, however, is tire noise; there’s a good amount of it especially on uneven pavement. Regardless of what mode you’re in, the Cayenne has one of the best steering in its segment. It’s quick, accurate, communicative, and weighted nicely, adding to the crossover’s sporty feel.
You can further customize the Cayenne thanks to the Individual drive mode. Each of the four main drive modes can also be configured by selecting a different suspension for them. That means you can pick the Sport or Sport Plus calibration and low ride height while keeping the powertrain in E-Power or Hybrid mode.
In all-electric mode, the EPA rates the Cayenne E-Hybrid at 17 miles. During our week with the car, we easily bested those estimates, constantly getting close to 30 miles on a full charge. With a level 2 AC charger, you can fully charge the battery in about four to five hours. A standard household outlet doubles the charging time, meaning you’ll need to keep the car plugged in overnight. A full tank and a full charge allow the Cayenne E-Hybrid at 430 miles. The EPA rates the car 20/22/21 mpg city/highway/combined when driven as a hybrid.
Adding to the Cayenne’s multi-talented nature is its luxurious interior. The fit and finish are exceptional, everything you touch or operate feels expensive. Little things like knurled components for the infotainment controls elevate the experience and show off just how much attention to detail is put in the cabin. Opting for two-tone interior colors like the black and red combination in our test car adds vibrance and character to the clean but simple layout.
Should you need to use your Cayenne E-Hybrid for practical duties, there’s generous room for five passengers and their gear. Even with all seats up, there’s plenty of space for weekend bags and bulky items. The standard 40/20/40 split-folding rear seats provide additional flexibility by allowing you to haul long items while retaining seating for four. Fold the second row and you have plenty of room for flat-pack furniture. There’s a surprising number of cubbies, too, meaning you won’t be short on places to stow your water bottles and mobile devices.
Porsche’s latest infotainment system features a 12.3-inch touch screen that’s quick and responsive. The layout is simple and you can reconfigure the tiles in the main menu. It also retains menu shortcuts on the left side of the display so you can easily get to where you need to even with Apple CarPlay active. You can also opt for a 14-speaker Bose surround sound system with 710 watts. While it’s clear and easy to customize, the unit could immerse the cabin better. If you’re an audiophile, get the 21-speaker Burmester 3D High-End system but be ready to pay a pretty penny because it costs $7,000 on the Cayenne E-Hybrid.
The Cayenne E-Hybrid gets a full range of driver assistance features with several collision prevention technologies like blind-spot monitoring, rear cross-traffic alert, front automatic emergency braking, and forward collision warning as standard. They worked subtly in the background, reducing the chances of you turning them off because they don’t get annoying nor did they feel like they’re trying to take over driving duties. Adaptive cruise control, lane-keeping assist, and traffic jam assist are part of the Porsche InnoDrive option. This feature is also available as part of the Assistance package, which also includes a surround-view camera, night vision, and a head-up display.
Customizability is a hallmark of every Porsche model and it’s no different with the Cayenne E-Hybrid. Pricing starts at $83,150 for the base model. Our test car, which came with the Premium package plus several standalone options checked in at $101,650. You can further customize the car with larger alloy wheels, cool two-tone upholstery, special trim, contrasting colored seat belts, and more. Going crazy with the options, as you should know dear reader, will quickly cause the Cayenne’s sticker price to balloon.
The 2021 Porsche Cayenne E-Hybrid is proof that a crossover expands a brand’s appeal. When executed properly to stay faithful with its identity and heritage, it can prove its mettle and show that practicality and sportiness can coexist. That’s what the Cayenne has done for three generations; a family-friendly luxury midsize crossover brimming with Porsche DNA. The duality of its personality simply adds to the Cayenne’s appeal because the crossover is happy driving casually or spiritedly. Adding electrification to the mix further cuts the compromise because of its ability to operate in EV mode. Simply put, the Cayenne is a Porsche in every sense from the way it drives to the level of luxury and driving fun you get. Only now it’s wrapped in a practical package.
Everybody knows that prices for vintage Porsches have soared, but here’s one that – at least for the uninitiated – will make your eyes water and a smoky question mark rise above your head.
What looks at first blush to be an ad for a rather nice 1963 Porsche 356B Cabriolet, which normally would have a value of around $175k, has a nearly unfathomable asking price of just under $1.3 million.
How crazy is that? Well, apparently, not at all.
That’s because the Pick of the Day is a rare and massively desirable 1963 Porsche 356B Carrera 2 GS Cabriolet. What all that means is that this 356 is powered by Porsche’s legendary 4-cam 4-cylinder engine, called the type 547, the revolutionary design that powered Porsche 550 Spyders to class wins at the Mille Miglia and Le Mans a decade earlier.
While Porsche joined the Formula E series last season, the Monaco E-Prix was not on the calendar during the 2019-20 season, so Porsche’s 99X Electric has never raced there. This was a new opportunity for the German team to learn another new track, and unfortunately lady luck was not on their side. After podium results in Rome and Valencia, Porsche netted zero points from the race in the principality. While Andre Lotterer managed to finish in 9th, he had a collision with another car on the final lap of the race and was awarded a time penalty, pushing him back to 17th. Teammate Pascal Wehrlein was caught up in a collision instigated by another competitor, and was forced to retire from the race shortly before the checkered flag. When you place a big bet, you have to be prepared to walk away from the table empty-handed, and that’s exactly what happened to Porsche.
During the race Pascal started in 8th after a tight qualifying which saw him off pole by only 0.05 of a second. Traffic piled up at the hairpin during the first lap of the race, however, and he was stuck behind stopped cars, dropping him to 15th in the blink of an eye. Because the circuit is so tight and passing is difficult in such closely matched cars, Wehrlein was not able to make up ground lost. In the closing laps of the race he was hit from behind by a competitor, and the resulting flat tire caused him to sit out the rest of the event.
Lotterer, meanwhile, started from 19th on the grid. With the benefit of starting near the back, he was able to miss the stoppage that caught up Pascal on lap one, gaining a handful of spots in one fell swoop. During his second use of attack mode, he made up a bit more ground, elevating himself to twelfth. In the closing stages, he made up more places to end the race in 9th. His avoidable contact penalty undid all of that work, unfortunately, knocking him out of the points once more.
Comments on the Monaco E-Prix, Race 7
Amiel Lindesay, Head of Operations Formula E: “Pascal did a good job in qualifying and only just missed out on Super Pole. The start wasn’t ideal. When he got stuck in the middle of traffic at the hairpin, a top placing was out of reach in this initial phase. The qualifying didn’t go well for André but he did a mega job coming from 19th to ninth in the race — not many manage that in Monaco. Unfortunately, the time penalty robbed him of the rewards he deserved. We have six weeks until the next races in Mexico. We’ll use this time to prepare for the challenges of the second half of the season.”
André Lotterer, Porsche works driver (#36): “Things didn’t really come together for me in qualifying, but it went much better in the race. At the start, I stayed out of any trouble and tried to conserve energy and get into a good rhythm. I succeeded. We really wanted to finish in the points, which is a pretty ambitious goal when you start from 19th on the grid, especially in Monaco. And we would’ve made it, too, had it not been for the time penalty at the end. Hopefully, things will go better for us in Mexico.
Pascal Wehrlein, Porsche works driver (#99): “It was a disappointing weekend all in all, at least in view of the result, but once again we underlined our potential. Our speed was pretty good, especially in qualifying. My start wasn’t great. I was shunted from behind in the hairpin. As a result, my car sustained quite a few damages. I’m now looking forward to the two new opportunities that are coming up at the doubleheader in Puebla.”
In what is probably the least-surprising piece of news I’ve heard so far in 2021, Porsche confirmed earlier this week it isn’t making that all-electric Vision Renndienst van concept it revealed to the public late last year. The Vision Renndienst was actually designed back in 2018, though it didn’t come to light until this past October, when Porsche pulled the covers off some of its hitherto unknown creations as part of a marketing blitz for its Porsche Unseen coffee table book. It looks like a nice book — I should have asked for it for Christmas.
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Anyway, Porsche sales and marketing boss Detlev von Platen told Autoblog that while the Vision Renndienst presented a nice exercise for Stuttgart’s design team, it doesn’t really jell with the brand’s ethos:
We are, we were, and we still will be a sports car manufacturer. Therefore, we do not intend to go into the segment of small city cars, for example, or in segments where we could have more volume. We still are an exclusive sports car [brand], and we will go further in our development in segments where we believe that sports cars can be defined. So, going towards the minivan concept, and so on, is not our plan at all.
Should Porsche make a sporty battery-electric van that looks like an old motorsport team support vehicle? While that would be pretty awesome, I can understand the apprehension.
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Thing is, Porsche loves to explore the limits of its comfort zone every couple of years. The Porsche Unseen initiative was an illuminating peek behind the curtain to understand what the German sports car maker believes it can offer the rest of the automotive landscape. But if we dig back further — I’m talking 27 years ago — we can observe a good example of what happens when Porsche pools all its efforts to go somewhere new.
Image: Porsche
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A New Pitch For The People’s Car
This robin’s egg-blue stunner was dubbed the C88. It is indeed a Porsche — even though you won’t find a Porsche badge anywhere on it — and it was a proposal for a sedan specifically designed for the Chinese market. Back in the ’90s, China didn’t have the homegrown auto industry it has today, and so it was heavily dependent on investment from foreign automakers. In an alternative universe, Porsche might’ve been one of them.
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The impetus for the C88 proposal was a program started by the Chinese government seeking to partner established foreign automakers with state-backed manufacturers to produce high quality-yet-inexpensive family cars for the masses. The government was looking to develop its own automotive sector in two stages, as a C88 design document provided by Porsche explains:
In the first stage, from 1996, two to three large Chinese car manufacturers, who are also capable of competing on the international markets, and seven to eight smaller suppliers are to be established. The intention is then that the Chinese automotive industry should become autonomous in a second stage between 2005 and 2010. By this time, there should even be three to four major suppliers.
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Porsche considered itself uniquely positioned to contribute to phase one of this plan. In 1994, it attended the Family Car Conference in Beijing, along with competitors including Chrysler, Fiat, Ford, Mercedes-Benz, Mitsubishi and Opel, to pitch the C88 as the solution to China’s search for a four-door family car.
Image: Porsche
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Because Porsche “manufactures only sports cars,” the company argued the Chinese government and local automakers could rest assured that Stuttgart wasn’t angling to steal their turf by “…building up a competitive product with the development of the Family Car.” I’m not sure how proving you could build a low-cost city car is supposed to allay fears from a potential collaborator and competitor that you’re not interested in building low-cost city cars, but I won’t pretend to fully understand Porsche’s rationale here.
If anything is clear from Porsche’s language about the C88, it’s that the company wasn’t simply developing this car in a consultancy role so it could hand the blueprints over and walk away. The car was to be built in China of course, but Porsche planned to “provide Chinese specialists with sufficient language and technical training in one year to enable them, at the end of that year, to develop the car together with the engineers in Weissach” — the home of Porsche’s R&D operations. Based on this timeline, the C88 would’ve entered production “by the turn of the century.”
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Image: Porsche
A Porsche Unlike Any Other
Of course, absolutely none of this came to pass. Porsche did present the C88 at the Family Car Conference — it’s said that Porsche’s then-CEO Wendelin Wiedeking gave a speech entirely in Mandarin at the unveiling — and here we have the pictures of the car, as well as its planned specifications. The C88 was to be powered by a 1.1-liter, 67-horsepower four-cylinder, in tandem with either a five-speed manual transmission or four-speed automatic.
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The whole thing weighed 2,160 pounds, and Porsche was outspoken about its high targets for safety and durability, surely applying lessons learned from its prior research in the field. In terms of design, the company aimed for something that would remain fresh for many years to come — a logical goal, considering Porsche knew the car wouldn’t make it to production for another five years at the latest.
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“Numerous conversations” were shared with Chinese auto industry specialists and journalists, and to that end the C88 held “individual aesthetics which bear the stamp of Chinese culture.” The name and logo are indicative of this — 88 is a lucky number in Chinese culture, and the triangular, fidget spinner-looking insignia was supposed to evoke the ideal family unit of two parents and one child, per the country’s one-child policy at the time. The concept was even presented with a child’s seat in the back specially matched to the interior’s tweed aesthetic.
Image: Porsche
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Personally, I’m charmed by the C88’s design. This thing looks like a proto-Ford Focus but even more quintessentially ’90s, with nary an edge or crease in sight and smooth, rounded forms abound. I love the amber turn indicators integrated between the fringes of the headlights and the black plastic front bumper, and I’m getting serious Daewoo and Suzuki vibes from the design of the rear. How about those shut lines for the trunk, repeating the shape of the taillights? I’m not saying the C88 is an aesthetic triumph or anything, but it cleans up nicely with my rose-tinted glasses on.
Inside, things get even weirder. The swoopy, highly asymmetrical dashboard would’ve been extremely modern for the time, and the cool shade of gray chosen for the plastics plays well against the beige upholstery on the seats. I have absolutely no idea what happened to the fuel and temperature gauges to the left of the speedometer, but I’m here for it — as I am for the analog clock encircled with icons you’d normally see in the instrument cluster.
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Image: Porsche
Remember when I said a series of vehicles were on the table? The C88 is the only one Porsche ever prototyped, but the company envisioned two other models. The second seems as though it would have been highly modular; Porsche wanted to offer it in standard and premium variants, in a variety of potential body styles ranging from a two- or four-door fastback, to a wagon and even a pickup. The third, range-topping “luxury” model would’ve been another four-door, in sedan and notchback forms, and would have stood a chance at being exported to Europe.
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The differential in price between the cheapest model proposed — the C88 — and the most expensive luxury four-door was significant, though not as profound as you might expect. Porsche was targeting 45,000 CNY for the C88 — about $14,000 adjusted for inflation. The modular second model would have cost the equivalent of about $18,700, while the priciest vehicle was targeting $25,000 in today’s money.
Image: Porsche
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The End Of The Road
It’s clear Porsche did indeed have big ambitions for the C88, considering it thought through every facet of the project like it was ready for the green light at any moment. It’s also worth pointing out that Porsche was certainly not thriving financially during this time, suffering a brush with bankruptcy in 1992 detailed in this story from the New York Times. By 1994, the turnaround had begun thanks to Wiedeking’s production streamlining efforts. Nevertheless, the company’s first profit in four years didn’t come until early 1996.
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It’s understandable, then, that Porsche would be interested in coming up with new ways of making money around the mid-’90s. And perhaps the C88 could have been one for the company, if the Chinese government didn’t cancel the family car project just several months after the world’s automakers submitted their proposals.
Why was it canned? We’ll probably never have a straight answer, though Porsche certainly had its theories. Here’s one from Porsche’s old archive manager, Dieter Landenberger, relayed in an interview with Top Gear in 2012:
“It only has one child seat because of the country’s policy on children”, Landenberger tells me, “and when we presented it, Dr Wiedeking [former CEO] learned his speech in Mandarin. But at the end it didn’t help. The Chinese government said thank you very much and took the ideas for free, and if you look at Chinese cars now, you can see many details of our C88 in them.”
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I’m not exactly sure which elements Landenberger feels were copied later by Chinese automakers. In fact, I’ve reached out to Porsche to gain insight on this comment, to no avail. Porsche reportedly tried to sell the plans to Indian manufacturers when the Chinese market was no longer an option, according to CarNewsChina, but they too passed.
Thus ended the C88 saga. Today, Porsche retains the only full-size model of the vehicle in its museum. It serves as a reminder of what one of the world’s most influential sports car makers can do when it turns its attention outside its area of expertise. And although the C88 never came to be, nor did that neat electric van, it’s refreshing to know that attitude of using design and engineering to solve problems up and down the market still lives on within Porsche.
