Porsche Cars, Products and LifeStyle » Porsche Prototypes

Gullwing America’s P/904. A Porsche Replica That Must Be Built!

Pepper Girl — Mon, 05 Mar 2012 03:05:24 +0000

I’ve always been a fan of the Porsche 904. Built in 1963, and making its racing debut in 1964, Porsche built a little over 100 of these flat four, street-legal racers in order to meet the FIA Group 3 (Grand Touring) homologation rules. Today, if you want a 904 you have two choices. You can either hire a broker and hope to find a new one (assuming you have the seven figures needed to purchase one) or you can buy a kit or replica from one of the two or three better known builders (Beck, Martin Walker, etc.).

Enter Gullwing America and Arturo Alonso

Gullwing America is a specialty coachworks firm headed by Arturo Alonso in San Antonio, TX. A quick search of the web will lead you to information on his recreation of the Mercedes 300SL and even a classic Ferrari 340 Mexico Berlineta. What’s unclear in the articles is if any of these cars have ever been built, hence the name of this post.

According to information on worldcarfans.com if the P/904 does get built, it will be done using a Porsche Boxster (987 series) as the platform with a body crafted from composite materials. Unlike the original 904s, the P/904 prototype will use the Boxster’s 3.4 liter engine to produce 291 hp (as compared to 198 hp in the original) and will wear custom-designed 5 spoke wheels (they look a lot like the new Fuchs to me). Gullwing America will add adjustable suspension and sports tuned exhaust to their interpretation of this classic Porsche.

While I’d like the option of more power than what the Boxster platform provides (I’m assuming this re-make will be much heavier than the original) and don’t care for the Carrera script on the doors, if the finished version stays true to these renderings above it will be one sharp looking replica. However, keep in mind that the expected price of 70,000 Euros (about $92K) seems a bit steep considering it doesn’t include the donor car or any customizations.

What do you think? Should it be built?

[Source: worldcarfans.com]

Will Porsche Ever Produce a Pickup Truck?

Pepper Girl — Thu, 05 Jan 2012 02:28:31 +0000

Given the success of the Cayenne, and Porsches much publicized call to increase sales, I suppose it’s not completely out of the realm of possibility. In fact, with the merger of VW and Porsche, there’s even a possible platform to be shared in the form of the VW Amarok. Even more surprising, there is some precedent in the form of private conversions like this Porsche 914 Pickup and this Porsche 928 Pickup conversion.

Porsche TranSport Designed by Nouphone J. Bansasine

The images above and below come from the senior design thesis of automotive designer Nouphone J. Bansasine. While Nouphone has no formal relationship with Porsche, he has designed concepts for Volvo and has a few other Porsche concepts in his portfolio.

While I think a Porsche pickup truck is unlikely any time soon, it’s still fun to see renditions of what one might look like. What do you think? Given Porsche’s push to increase sales will we see a Porsche pickup truck with that oh so familiar badge at some point in the future?

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How Do You Define “Spectacular”?

Pepper Girl — Mon, 10 Jan 2011 10:45:35 +0000

What started as a simple, and perhaps offhand, remark during an interview with Bloomberg about Porsche’s return to Detroit – “We’ll have something spectacular to show there.” – by Porsche spokesman Hans-Gerd Bode, quickly blossomed into a hype driven guessing game by the automotive media.

Since early December speculations have run the gammet from a smaller SUV (aka the “Cajun”) to the production version of the recently introduced 918 Spyder. Here at PorschePurist we were thinking for the announcement to be truly “spectacular” it would need to be a completely new model (and definitely not the Cajun), perhaps even the succesor to the seemingly immortal 911. That was our best guess. Then, we received an invitation to Detroit from Porsche, a press kit and the pictures below (sitting on these pics for the past three days was the automotive media equivalent of having the winning lottery numbers and not being able to play them). What do you think? Spectacular enough?

Introducing the Porsche 918 RSR

This morning in Detroit Porsche introduced to the world their newest “racing labratory” in the form of a “post modern”, mid-engined Porsche 918 RSR. As a cross between the GT3 R Hybrid and the Porsche 918 Spyder Hybrid concept this new race car combines tomorrow’s technology with yesterday’s syling cues.

Porsche 918 RSR Specifications

In a departure from the norm (and possibly a result of its status of “concept” vs. production) the information provided by Porsche focus more on form rather than function. While details are a bit limited at this point, we do hope to have additional facts after the press conference. Here’s what we know at the moment:

As introduced the new 918 RSR is a “racing laboratory” meaning Porsche is testing the RSR as a racing concept of the 918 Spyder. In other words, it is not yet a production version and we don’t know when, where or if we’ll see it on a track. We can only hope!!
Output from the RS Spyder inspired V8 is 563 hp at 10,300 rpm and can be boosted to 767 with the additional power generated by the electric motor(s) mounted on each of the front wheels.
The mid engine motor is integrated with a racing transmission derived from the RS Spyder race car. This further developed six-speed constant-mesh transmission with longitudinally mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel.

Like the GT3 R Hybrid, additional power is generated during braking and stored in an optimised flywheel accumulator on the passenger seat. This additional power is available for “about 8 seconds” from a fully charged system and can be used strategically for overtaking, to delay pit stops or reduce the amount of fuel on board and therefor the overall vehicle weight
The doors open obliquely upwards.
The air intake is in the roof between the wing doors.
Tires are no-profile racing slicks on 19″ wheels with central locking.

The interior is unadorned racing atmosphere highlighted by glove like, figure-hugging bucket seats in brown leather.
Gear selection is visible on the racing steering wheel and a “recuperation display” on the steering column in front of the display screen supply the pilot with information about the car and flywheel charge.
The 918 RSR’s cockpit is split by a minimalistic console with rocker switches.
Livery is a new “liquid metal chrome blue” color created to underscore “the sculptured curves of the forms.” This new color is highlighet with Porsche hybrid orange on the brake calipers and the body’s longitudinal stripes.

Here’s the question: Does it live up the hype? Tell us what you think by commenting below? Please, don’t hold back, is it “spectacular” enough?

Lastly, be sure to check back here often for more info, pictures, videos and other updates. We’ll be posting additional and exclusive content on our Facebook page and on Twitter so be sure to check those out too. Don’t forget, if you like what you see, be sure to “like” it on Facebook using the button at the top of this post (if you’re reading it on the site) or the link at the bottom of your email. Porsche’s full press release is below for your review.

Porsche 918 RSR racing laboratory with even higher-performance hybrid drive

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is continuing to extend its performance and high effi -
ciency competence via intensive development work in the field of hybrid technology. With
the Porsche 918 RSR, the manufacturer of sporty premium vehicles is presenting a high-end
synthesis of 2010′s successful hybrid concepts. The two-seater mid-engine coupé 918 RSR
clearly reveals what happens when the technology fitted in the 911 GT3 R hybrid and the
design of the 918 Spyder are transferred to a modern, innovative super sports car.

With its highly-efficient flywheel accumulator, the 911 GT3 R hybrid racing car proved to be
an attention magnet during competition racing on the Nürburgring Nord schleife circuit,
during the American Le Mans Series races (ALMS) in Road Atlanta/USA and the ILMC run
in China’s Zhuhai. It demonstrated its massive performance potential under realistic motor
racing conditions against top competitors. The 911 GT3 R Hybrid, referred to internally as
the “Race Lab” actually surpassed the high expectations of Porsche Motorsport. Competi tive -
ness, high reliability and exemplary fuel efficiency combined with top performance under -
scored the Porsche technicians’ basic idea of generating additional power in an intelli gent
manner. The 911 GT3 R Hybrid obtains its additional power from its own vehicle dyna mics
when braking. Porsche is now transplanting this technology into the mid-engine coupé 918
RSR, the motor sports version of the 918 Spyder concept car.

From the tradition established by classic Porsche long-distance race cars such as the 908
long-tail coupé (1969) and the 917 short-tail coupé (1971), the Porsche designers created
a link to the postmodernism of the “form follows function” philosophy. In the 918 RSR, the
lines’ elegant flow is dominated by muscular wheel arches, dynamic air intakes and a pulpitlike
cockpit. A visible fan wheel between the ram air intake tubes and a rear spoiler with
RS Spyder dimensions additionally emphasise the racing laboratory function. The new “liquid
metal chrome blue” colour which has been created underscores the sculptured curves of
the forms, whilst the typical Porsche hybrid orange colour on brake calipers and the body’s
longitudinal stripes lends remarkable touches.

Motor racing technology also dominates within the particularly light, torsionally stiff carbon
fibre-reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the
direct injection engine from the successful RS Spyder race car and now offers an output of
precisely 563 hp at 10,300 rpm in the 918 RSR. The electric motors on the two front wheels
each contribute 75 kW, i.e. a total of 150 kW, to the peak drive power of exactly 767 hp.
This additional power, which is generated during braking, is stored in an optimised flywheel
accumulator.

In the 918 RSR, the two electric motors offer a torque vectoring function with variable torque
distribution to the front axle. This additionally increases agility and improves steering response.
Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission
also based on the RS Spyder race car. This further developed six-speed constant-mesh trans -
mission with longitudinally mounted shafts and straight-toothed spur gears is operated using
two shift paddles behind the racing steering wheel.

The vehicle’s functional equipment underscores its puristic motor racing character. Whether
it be the characteristic doors which open obliquely upwards, the air intake in the roof bet -
ween the wing doors, the quick-action locks on the front and rear CFRP lids, the two roofmounted
aerials for pit radio and telemetry, the RS Spyder-like small, lateral front flics or
the air splitters beneath the front lip or no-profile racing slicks on 19″ wheels with central
locking, the vehicle can be clearly recognised as an experimental racing laboratory.

In contrast to the 918 Spyder concept car, unadorned racing atmosphere predominates in
the interior of the 918 RSR. The figure-hugging bucket seat’s brown leather covering cites
the history of the gentleman driver; the gear flashes on the racing steering wheel and a
recuperation display on the steering column in front of the display screen supply the pilot
with information. Instead of the futuristic, ergonomically avant-garde centre console with
touch-sensitive user interface from the 918 Spyder concept car, the 918 RSR’s cockpit is
split by a minimalistic console with rocker switches. Instead of a second seat, the flywheel
accumulator is positioned to the right of the console.

This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to
store rotation energy. Charging occurs when the two electric motors on the front axle reverse
their function during braking processes and operate as generators. At the push of a button,
the pilot is able to call up the energy stored in the charged flywheel accumulator and use it
during acceleration or overtaking manoeuvres. The flywheel is braked electro mag netically
in this case in order to additionally supply up to 2 x 75 kW, i.e. a total of 150 kW, from its
kinetic energy to the two electric motors on the front axle.

This additional power is available for around eight seconds when the system is fully charged.
In the successful 911 GT3 R Hybrid, this additional power can also be used as a consump -
tion aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank
volume and therefore the weight of the vehicle.

With the new 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid
concept to an experimental level. In the 918 RSR, “Porsche Intelligent Performance” equates
to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability – a metier in which Porsche
has been demonstrating its success for over 60 years.

Finally, the starting number, 22, pays homage to the anniversary of a further triumph. Back
in the days when overall victories in Le Mans were not yet an entirely routine matter within
the Porsche racing department, the pilots Dr. Helmut Marko and Gijs van Lennep were the
first to cross the finishing line in 1971′s 24-hour classic. The distance record set by their
Porsche 917 short-tail coupé – 5335.313 kilometres (3315.21 miles) at an average speed
of 222.304 km/h (138.13 mph) – did not remain unbeaten for an eternity, but for exactly
39 years until 2010. At the time, the 917 in the Martini colours was also an experiment and
far ahead of its time: a magnesium space frame set new standards in Porsche’s lightweight
construction domain.

[Source: Porsche Motorsport]

And So It Begins

Pepper Girl — Mon, 29 Nov 2010 15:00:25 +0000

Long rumored and all but confirmed, the “Cajun” series was given the green light for development today by the Porsche Supervisory board. Billed “as an attractive entry-level model, the “Cajun” will attract new and even younger customers to the Porsche brand along with the Boxster.” I don’t know how thrilled I am about this development, but I know I don’t like the name. I wonder if they will offer the optional “alligator” interior?

While this isn’t the Porsche “Cajun”, it’s pictures/renderings like this that scare the hell out of me

What little information Porsche provides is in the release below.

During its meeting today, the Supervisory Board of Porsche AG laid the foundations for continuous and successful growth of the company. The Supervisory Board instructed the Board of Management to drive forward the development of a new model series.

Under the working name “Cajun,” this efficient and sporty model will build upon the success of the Cayenne in the SUV sector.

Much like the new Cayenne, which clearly consolidated its market position as the most successful sporty SUV in the premium segment, the “Cajun” will feature typical Porsche characteristics such as light weight, ease of handling and agility.

As an attractive entry-level model, the “Cajun” will attract new and even younger customers to the Porsche brand along with the Boxster, the market leader in the segment of two-seater, mid-size sports cars.

Related Porsche Posts
Porsche makes change to supervisory board
Rumors Plague Porsche

[Source: PNCA]

There’s Electricity in the Air at Porsche

Pepper Girl — Thu, 29 Jul 2010 00:38:17 +0000

Just days after announcing the development of three electric drive research models based on the Boxster platform, Porsche lit up the air-waves today when the Supervisory Board of Porsche AG gave a “green light” to the development of the Porsche 918 Spyder. The subject of continuous speculation since it’s unveiling at the 2010 Geneva Auto Show, the Porsche 918 Spyder is perhaps the most anticipated Porsche to come out of Weissach, ever.

“Production of the 918 Spyder in a limited series proves that we are taking the right approach with Porsche Intelligent Performance featuring the combination of supreme performance and efficient drivetrain concepts,” said Michael Macht, President and Chairman of the Board of Management of Porsche AG. “We will develop the 918 Spyder in Weissach and assemble it in Zuffenhausen. This is also a very important commitment to Germany as a manufacturing base.”

The internet is awash in rumors that pricing on the new Porsche Spyder will be somewhere in the $630,000 range. As of last night, Porsche wouldn’t confirm or deny pricing, but they did say that the numbers currently being thrown about didn’t come from an internal source, officially or otherwise. They did, however, go on to say that additional details will “be disclosed in the months to come.”

Given that today’s announcement provided the go-ahead for the “development” of a production car “based” on the plug-in hybrid Concept Study, I think it’s a little too soon to be talking pricing. According to Porsche, “The 918 Spyder Concept Study combines the performance of a super sports car with CO2 emissions of just 70 g/km and with fuel consumption of 3.0 L/100 km in the New European Driving Cycle.” Let’s see just how true to the original concept Weissach can stay and what they come up with for the production model first before we continue the speculation.

[Source: PCNA]

Will Porsche Create an All Electric Sports Car?

Pepper Girl — Mon, 26 Jul 2010 18:45:09 +0000

According to President and CEO Michael Macht, “We will definitely be offering an electric sports car in future. But such a concept only makes sense if it offers performance and a cruising range comparable to that of a sports car today.”

If Porsche’s 918 Spyder Concept is a glimpse of what’s to come, we say it’s time to go by an extension cord.

In today’s press release, Porsche announced they will begin “practical e-mobility tests” on three research cars, based on the Porsche Boxster model, but with all electric drives. The test is designed to provide insight into new electric drive components and battery systems for a possible electric sports car in the future. In other words, they want to play with it on the road and see what works and what doesn’t.

With the recent on track success of the new GT3 R Hybrid and having just had the chance to play with the new Cayenne Hybrid S at Barber Motorsport park, we feel that Porsche is well on their way to achieving an all electric sports car with “the performance and range” comparable to today’s Porsches. The full press release is below for your review.

Furthering the Porsche Intelligent Performance development philosophy of combining high performance with lower fuel consumption and emissions, Porsche AG will begin practical e-mobility tests as part of the Stuttgart Model Region for Electromobility in early 2011.

In the test process, three research cars with all-electric drive based on the Porsche Boxster will provide an initial insight into new electric drive components and battery systems for all-electric vehicle drive. This field test will also provide further findings on the infrastructure required for electromobility, user behaviour and the demands made of future products.

Michael Macht, the President and Chief Executive Officer of Porsche AG, sees this research as absolutely essential to the development of electric drive in Porsche vehicles. “We will definitely be offering an electric sports car in future. But such a concept only makes sense if it offers performance and a cruising range comparable to that of a sports car today.”

Porsche’s commitment to electric mobility is evident in the three vehicles introduced earlier this year, each with a hybrid-drive system tailored specifically to its intended use.

The spectacular 918 Spyder concept study is a high-performance mid-engined sports car with plug-in hybrid technology. It combines high-tech breakthroughs in engine technology and electromobility with a truly fascinating range of sporting qualities. Emissions of just 70 g/km CO2 and fuel consumption of just 3 L/100 km come with the performance of a super sports car developing well over 600 horsepower.

The hybrid system of the 911 GT3 R Hybrid has been developed especially for racing, with two 60 kW (82 hp) electric motors on the front axle providing a boost for the 480 hp six-cylinder power unit fitted at the rear. Replacing conventional batteries is an electrical flywheel power storage system which is recharged whenever the driver applies the brakes. The 911 GT3 R Hybrid has already proven its racing qualities in the 24 Hours of Nürburgring.

With the Cayenne S Hybrid, Porsche also offers its first production car able to run under electric power alone. With maximum output of 380 hp, the Cayenne S Hybrid consumes just 8.2 L/100 km in the NEDC cycle and pares CO2 emissions to 193 g/km. The hybrid technology from the Cayenne S Hybrid will also be featured in the Panamera S Hybrid, which will enter the market next year.

[Source: PCNA]

Believe Nothing You Hear and Only Half of What you See

993C4S — Tue, 24 Mar 2009 04:10:48 +0000

Rumors run rampant on the internet and for the past few months talk of a new entry level Porsche, one most likely to be mid-engined, have made the rounds on all the usual suspects. Today, AutoZeitung decided to up the ante and render their own speculative version of what a Porsche mid-engine, entry level cabriolet model might look like.

While I like what they’ve done, it makes me think of an expression I heard as a child growing up, “Believe nothing that you hear and only half of what you see.” I wonder if way back then such cynicism was foreshadowing the blogosphere?

[Source: Autoblog via AutoZeitung]

Porsche Tapiro. I Found it!

993C4S — Thu, 05 Mar 2009 05:10:56 +0000

No, it wasn’t lost. It’s just that I didn’t know where it was, until now. Ever since I wrote my first post about the Porsche Tapiro I’ve become more and more curious about the car, it’s brief but explosive history and what happened since its debut at the Turin Motor Show in 1970. Fortunately, I’ve had the opportunity to meet a great many Porsche fans since I started writing this blog and a number of them went out of their way to help fill in the blanks. If you haven’t already done so, I would encourage you to go back and read my original post “The Porsche Tapiro by Giorgetto Giurigaro” in order to familiarize yourself with the car, its designer and a history cut short, supposedly by a terrorists bomb.

I’ve tried contacting the good people at Italdesign Giugiaro SpA a number of times. And while they do respond to my inquires, I think something gets lost in the translation between my questions and their answers. As a result, I’ve worked on piecing together the Porsche Tapiro’s history from my growing list of contacts. If, after reading this post, you can help fill in another piece of the history, I would love to hear from you.

Thanks to long time reader Ben Salvador, I was able to salvage some of the pictures seen in this post, a great article about the Tapiro’s design, and more importantly, the next step in its history. In my last post I had incorrectly stated that the Tapiro was purchased by a wealthy Spanish industrialist immediately following its debut at the Turin Motorshow. This is not the case. Instead, ownership of the car was retained by its creator and the car subsequently made its US debut at the 5th Annual Los Angeles Imported Automobile and Sports Car Show in 1971. The Tapiro was not sold into private hands until 1972.

According to published accounts (there are unpublished accounts that vary greatly from the official story and I’ll go into those in a later post), the show car was sold to a Spanish industrialist who used it as his daily driver for a while until a group of labor activists engaged in the time-honored European tradition of anarchistic demolition and planted a bomb under the Tapiro. The burnt shell was repurchased by Italdesign and put on display in its Giugiaro Museum.

What I Would Still Like to Know about the Porsche Tapiro

Does anyone know if the car was shown at any other shows besides Turin and LA? If so, where and when?

Does anyone know the name of the “Spanish Industrialist” that purchased the Tapiro?

Are there any archived news stories about the Tapiro being bombed?

Lastly, does anyone have a better picture than mine of the car in the musuem?

Any help would be greatly appreciated!!!

When is a Porsche not a Porsche?

993C4S — Wed, 25 Feb 2009 07:10:20 +0000

Think it’s a trick question? It’s not. The answer is quite simple. A Porsche is not a Porsche when it’s a PGO. According to their website, PGO Automobiles started its journey a little over twenty years ago with, in the driver’s seat, two Car enthusiasts whose initials gave the name to the brand: Prévôt Gilles and Olivier. At the time, the activity was turned towards the production of car replicas. Until the 90s, production is on a small scale.

In 1998, the creative drive of the PGO Automobiles team made it possible to present the prototype of a completely new and exciting car at the Paris Motor Show in 2000: The Speedster II. The aim was to offer customers a car with a neo-retro design, but possessing modern features in terms of design, engine and architecture. Thanks to the presentation of this roadster, PGO became a full fledged car manufacturer.

The PGO Speedster II

Perfect balance between tradition and modernity, the Speedster II is a neo-retro style two-seater roadster with centrally mounted engine. By adopting its elegant sobriety, its driver indicates its penchant for cars with timeless classicism.

With its modern design, rigid and light, you will discover the handling precision of a roadster initially designed as such. The Speedster II is an invitation to traveling with complete freedom and safety.

Performance and Specification of the Speedster II

Maximum Speed: 124 mph
0 – 62 mph: less than 7 seconds
HP: 138
Weight: 2160

If the specs above look at all familiar then you’re probably a fan of early 911s, specifically the 1973 911T (one of my favorite cars). While not an exact match, the numbers are very similar. What’s surprising to me is that the numbers are so similar. More than 30 years separate the two cars. You would think, and I expected, a much different performance footprint.

You might think as a self proclaimed “purist” that I would hate this car. Not so, I like the styling of the PGO (at least from the front and rear) but I’m completely turned off by the performance numbers. Have any of you had a chance to drive one of these? What are they like? How do they perform? Are the similarities to Porsche only skin deep? Or is there more to it than that?

[Source: PGO]

Porsche, Gravity Racing and Zero Emission Race Cars

993C4S — Mon, 14 Apr 2008 04:10:52 +0000

When you think of Porsche and racing you probably jump right to thoughts of extreme horse power, the timeless and iconic design of the Porsche 911, Porsche’s recent win at the 12 hours of Sebring, or maybe even the Cayenne S in the Transsyberia Rally. I can almost guarantee however, that you most likely don’t think of Porsche when it comes to gravity racing or zero-emission race cars, at least I didn’t.

What is Gravity Racing?

Take the concept of your old fashioned soapbox derby competitions and combine that with the speed and technology of Formula 1 and that should give you some idea. Okay, maybe not quite the speed of F1, but today these gravity powered, zero emission racers are extremely hi-tech and can reach speeds in excess of 50+ mph.

According to Michael Jordan of Automobile magazine,

“The Extreme Gravity Racing Series (XGR) first came together in Southern California in 2000, when Don MacAllister staged a low-key charitable event with soapbox derby cars in order to promote America Works for Kids, a jobs program for foster kids. It grew from there.”

Porsche entered the fray in 2003 as a competitor with their “Soapboard” design (pictured to the left) and again in 2004 (but this time only as an exhibition entry as they did not meet the 2004 rule requirement of four wheels). Porsche’s entry proved competitive enough to win the event in 2003 and to place second in 2004 (Porsche lost only by inches and was racing with a blown tire).

Today, eight years later, the original concept behind Extreme Gravity Racing has morphed into a new company.

Enter Zero Emission Racing (ZER)

According to their web-site,

“ZER provides an environmental marketing platform by conducting exciting, 100% emissions-free racing events for the purposes of furthering environmental awareness and technology, creating value for sponsors through eco-branding, raising funds for local charities, providing family-friendly events for local communities, and growing the company into an international racing phenomenon.”

In addition, the ZER blog, in a post dated March 2nd, 2008, announced that the 2008 event will incorporate electric-powered racers.

At this point it is unknown if Porsche or a Porsche Designed car will be competing in the 2008 race currently scheduled for August 16, 2008 in Monterey California. I spoke to Don MacCallister (CEO of ZER) but he declined to comment for this post.

Porsche and gravity racing

As discussed previously, Porsche is much more than just an automobile manufacturer. In fact, the Porsche Design Group (a majority-owned subsidiary of Porsche AG) consists of three organizations (Porsche Design, Porsche Design Driver’s Selection and Porsche Design Studio). Each of the organization is tasked with their own unique purpose (more on this in a future post) but all share one thing in common; the unique, iconic and superb design skills synonymous with Porsche.

The catalyst for this post can be found at 3dyn.com’s company blog. 3dyn is the manufacturer responsible for the current Porsche gravity racer. I spoke with Mark Deadrick (President and Chief Engineer of 3dyn) late last week. According to Mark, his company was commission last fall, by Zero Emissions Racing, to build the Porsche Design P’0001 (pictured below). The original design was developed by Mark Clarke (at the time a senior designer for Porsche) with the purpose of competing in an event held by Zero Emissions Racing. In addition to the Porsche designed car, 3dyn was responsible for the manufacture of other “racers” straight from the design pens of such well known automotive marques as Bentley and Aston Martin.

While Mark couldn’t disclose the build cost for the Porsche designed car, he did mention that similar cars have sold for as much as $60,000 in charity auctions. Asked about how fast these cars were capable of (remember these particular designs rely on gravity alone) Mark said, “70 mph was certainly achievable.” He further thought that speed was limited only to the bravado of the driver and the course chosen for the race.

I don’t know about you, but I for one would love the opportunity to drive (and even own) one of these racers. Let’s hope that Porsche continues with its participation. In the event there is another charitable auction at the end of this year’s race, I may just try bidding on one of these. Talk about a great P-car addition to the garage.

[Source: 3dyn, ZER, Automobile Magazine, Popular Science, Tuvi, Gizmag]