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Doug DeMuro Dishes on the New Cayenne Turbo

When the Cayenne debuted in 2003, Porsche was mired in controversy. The 996 defied Porsche convention, abandoning air cooling and gaining both radiators and amorphous headlights. Hot on the tails of sharpening up the 911’s lighting in 2002, Porsche launched in to yet another controversy. In 2003, Porsche released an SUV. Though sharing a platform with the Volkswagen Touareg, the original Cayenne was very decidedly a Porsche. Each successive generation has been fast, luxurious, and handled in a way that defied their immense girth. With a new model freshly arriving to the US, it is only fitting that Doug DeMuro lends his trademark enthusiasm to its quirks and features.

Despite criticism from the press, which it garnered mostly from simply existing, the Cayenne became a runaway sales success. In 2018, the Cayenne outsold the 911 and the 718 combined. Over more than a decade and a half of production the model has steadily evolved, gaining class-leading technology, and even spawning hybrid derivatives back in 2010.

The $160k Cayenne Turbo Doug is demonstrating is about as well-equipped of a Cayenne as you are likely to see in real life. Equipped with the Sport Chrono package, Porsche Carbon Ceramic Brakes, and Burmester audio, this Cayenne features a whopping $35k in optional equipment. As I found using Porsche’s configurator, however, it’s not difficult to add nearly $70k in options to a Cayenne Turbo. You could likely go even higher, should you disregard my desire for all the optional trim to color-coordinate.

At nearly 24 minutes, this overview is one of Doug’s longest, barring genuine exotics or his occasional forays into the genuinely bizarre. Given that the instrument panel displays contain more technology than my entire daily driver, that’s not at all surprising.

What are your thoughts on the new Cayenne Turbo? Let us know in the comments below.


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Otto Mathé and The Fetzenflieger

The latest edition of the 9:11 video magazine features one of the most peculiar Porsche-based specials of all time: The Fetzenflieger

Otto Mathé began racing motorcycles at 16 years old. He continued racing motorcycles through his twenties, until 28 years old when an accident caused paralysis in his right arm. For the time being, Otto was out of competition. Throughout the thirties and Second World War he ran a service station where he produced fuel and oil additives. Following the Second World War the Austrian began racing again.

Lacking the use of his right arm, Mathé made the prudent decision to switch from two wheels to four. In 1949 he purchased one of the Type 64 Berlin-Rome cars from Porsche. With that car, and a 356, he returned to motorsport. Notably, both the Type 64 and Mathé’s 356 were right-hand drive, allowing him to shift with his left hand. Mathé contested the Coppa d’Oro delle Dolomiti in 1949, ultimately winning the event in 1952.

The Fetzenflieger

But for the former motorcycle racer, an enclosed car was clearly insufficient. In the early 1950s, Mathé began constructing a small open-wheel racecar. Based around a combination of Volkswagen and Porsche components, the car was originally powered by a 1.5-liter Porsche Spyder engine, and weighed just 395 kilograms. In motorcycle terms, that is about 85% of the weight of a Harley-Davidson Road Glide.

The diminutive racer was known as « The Fetzenflieger, » literally « tatter-flinger, » thanks to its white cloth side-panels which were often blown apart by backfires. The car proved to be a force to be reckoned with in competition. It featured a mid-engined layout, low center of gravity, and an extremely short wheelbase. The addition of a Fuhrmann engine from a 356A Carrera GT made the car even more potent.

Like his earlier Type 64 and 356, the car featured a shifter to the left of the driver. While this did allow Mathé to shift with his good hand, he had to use his right shoulder to brace the steering wheel while steering. This peculiar posture made him a fixture at European events.

Mathé primarily used the Fetzenflieger for sand and ice racing, though he also made fenders, lights, and a spare tire carrier. These additions allowed the Tatter Flinger to compete in on-road events as well as circuit events.

Following years of competition success, Mathé ultimately retired from racing, passing in 1995 at 98 years old.


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It’s Time To Watch A Couple 911 GT1s Roar Their Hearts Out

Porsche’s 1998 GT1 is a little more hardcore than the 1997 version. It has bodywork that is more aggressive, the suspension completely divorced from the road-going roots, the engine boosted to within an inch of death. This thing had one purpose only, and that was to win at Le Mans. Luckily, it did just that.

The prior 993-based GT1s of 1996 were smooth and rounded. That same design was reflected in the 1997 version that swapped the headlights and tail lights for 996 units (or 986, I suppose, as the 996 wasn’t out yet). It was still a mid-engine monster, but both were completely incomparable to the 98 Le Mans winner. Looking at them, and listening to them, back to back is a rare treat. While these two videos are from different channels, 19Bozzy92 and HistoricRacingHD respectively, just play them back to back and it’s like you’re there watching them both run up the hill at Goodwood.

These are great cars with great visuals. Crank up the volume and click the play button.

1997 Porsche 911 GT1 Evolution –

1998 Porsche 911 GT1-98 –


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Porsche’s 718 Cayman GT4 Clubsport Is Rally Ready

Porsche has a deep and rich history in rallying, and it’s about damn time the company mounted a real comeback effort. The motorsport department has been working on developing the 718 Cayman GT4 Clubsport into a rally machine to compete in the FIA’s R-GT regulation classes. Late last year, Romain Dumas drove a concept version of this vehicle as the « course car » during the 2018 ADAC Rallye Deutschland, and consumer response was so good they couldn’t not make a limited production version of the rally car. Porsche says « The response from the rally fan camp, teams, drivers and series organisers was a decisive factor in going ahead with the new development program. »

While Porsche doesn’t provide any technical details of the 718 Cayman GT4 Clubsport R-GT Rally version, it can be inferred that it will be quite similar to the standard circuit racer GT4 Clubsport with lightweight natural fiber doors, an uprated 425-horsepower 3.8 liter engine from the 991.1 GTS, and a special 6-speed PDK gearbox. What will change from that specification is the ride height, the addition of a light pod on the front bonnet, and more robust rolling stock from Braid wheels.

Will This Cayman R-GT Concept Go Into Production?

Porsche’s works drivers Timo Bernhard and Romain Dumas have taken on private projects in rallying, which has only increased the need for such a factory-supported program. Here’s hoping the GT4 takes over the R-GT category on an international basis. It should be quite fun and fast.


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Everything You Need To Know About Porsche’s 919 Hybrid Evo Record Winner

Porsche’s 919 Hybrid Evo blew the world away this summer with brand new world records at Spa Francorchamps and the Nurburgring Nordschleife. Porsche owns the word fast with this car, as it simply beat up on everyone, setting laps faster than even Formula 1 could produce. While it is an extension of the 919 Hybrid that ran in the WEC across 2017, winning Le Mans and the championship, the car is really quite different. Instead of being set up for endurance racing and playing to a specific set of rules, Porsche built a car from the same platform that was specifically made for single lap pace. And it worked.

In the video below, the project leader for the 919 Hybrid Evo, as well as the two racing drivers that set world record lap times in the car, are around to give us the full situation when it comes to this wild and super fast car. Fast facts, if you will. In an ongoing continuation of Porsche’s Top Five series, here are the five areas of the now-retired lap record holder that they delve into:

5. The monster Suspension

4. The updated Michelin slick tires

3. The car’s integral hydraulics systems

2. The revised mega-downforce adjustable aerodynamics

1. and the more powerful engine and electric hybrid assist motors

The car has now been sent to the Porsche Museum in Stuttgart, and indeed it was sitting on a rotating dais near the exit of the museum. It was quite interesting to see sitting still and after having seen it run really fast at Laguna Seca this summer, a little bit sad.


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