2012 Porsche Boxster spied

Porsche’s all-new Boxster is shaping up! Beneath its ever-shrinking disguise, the secrets of next year’s two-seater cabrio are beginning to emerge.

The styling is a logical evolution of the current model, but more aggressively contoured bumpers with angular air vents give the car, codenamed 981, a more masculine look. At the side, the vents for the engine are smaller and neater, while at the rear, the LED lights draw inspiration from the Panamera.

The Panamera’s influence is felt inside too, where logically laid-out, quality switchgear dominates the cabin. Porsche has elected to add high-tech features and quality trim materials from the larger saloon as the firm moves the Boxster upmarket, clearing space in the range for a new entry-level model which we expect to see in 2013. As a result, the new Boxster grows slightly, giving extra room for passengers and their luggage.

The newcomer gets the option of the latest Porsche PASM dampers, and shares the front suspension and steering with the next 911 to save money. Despite moving the car upmarket, Porsche has also worked hard to reduce the new car’s weight, as shown by the downsized brake discs on this test car.

When it arrives in early 2012, the new Boxster is likely to be powered by a cleaned-up but similar engine line-up to now, with a 2.9-litre flat-six in the standard car and a direct injection 3.4-litre flat-six in the Boxster S. However, the firm is also working on a 2.5-litre turbocharged flat-four which will offer both impressive performance and economy.

Next Porsche 911 spied

Porsche’s next 911 is coming on strong! Our spies have captured the best pictures yet of the new coupe and convertibles testing together in secret. Codenamed 991, the new cars represent another significant evolution in Porsche 911’s iconic history.

The newcomer certainly looks similar to the old one, but it is a completely new model. And these pictures show a number of styling tweaks for the first time. For a start, the 991 model is a little longer and wider than the car is replaces, giving a little extra space in the 911’s snug cabin.

New design details include larger front wing pontoons which house all-LED headlights, slightly deeper side sills and door-mounted wing mirrors, and a more significantly sculpted rear end, with design cues borrowed from the 918 Spyder concept.   

On the inside, the 911 benefits from a hike in quality, with an interior inspired by the Panamera. Expect top-spec Burmester stereos, improved sat-nav with better integration for mobile devices and quality leather trim to feature.

But just like previous 911s, its what’s underneath that counts. The new 911 shares its front suspension and steering with the next Boxster, to cut costs. However, the rear suspension, and calibrations for the PASM adjustable dampers remains unique.

The engine range follows the current cars, with the 3.6-litre flat-six Carrera model’s power and torque rising 20bhp and 20Nm respectively, to 365bhp and 400Nm. The 3.8-litre unit in the Carrera S boasts the same gains, taking power to 415bhp and torque to 440Nm.

A six-speed manual gearbox will be standard, and the seven-speed PDK will be an option. Most buyers are likely to opt for the auto though, as around 80 per cent of current 911’s feature the PDK dual clutch gearbox.

Porsche 918 Spyder Concept

Porsche's hybrid supercar at Geneva 2010

Carrera GT replacement previewed by German firm’s stunning 918 Spyder concept

The supercar of tomorrow is here! This is Porsche’s 918 Spyder, a hybrid performance car built to give the best of both worlds, offering a near-200mph top speed, yet managing almost 100mpg.

The Spyder joins the new Cayenne hybrid in Geneva, and previews the replacement for the Porsche Carrera GT. But while that car featured a 5.7-litre V10, the concept car uses a mid-mounted 493bhp 3.4-litre V8 derived from the firm's Spyder racing car, and it revs to 9,200rpm.

But what makes this new car special is the addition of two hybrid motors, which add a further 160kW (215bhp). One drives the front axle through a fixed transmission, and the other is sandwiched between the conventional engine and a seven-speed PDK gearbox. The motors are powered by a lithium ion battery pack located behind the passenger cell.

The hybrid system has four modes, so depending on whether speed or economy is your priority, the car is always operating at its most efficient.

Around town, E-drive mode allows the car to travel up to 16 miles on electricity alone. Next is Hybrid mode, which uses both power sources in moderation, giving claimed economy figures of 94mpg and 70g/km of CO2.

Sport Hybrid mode offers more aggressive power delivery and a torque vectoring function for improved dynamics. The most aggressive mode is Race Hybrid, which gives the most power and features a push-to-pass function.

In this mode, Porsche claims that the 918 can sprint from 0-62mph in 3.2 seconds, hit 198mph and can lap the legendary Nurburgring Nordschleife in under 7 minutes 30 seconds, making it faster than a Carrera GT.

The performance is helped in part by the comprehensive use of lightweight materials in the car’s construction. Carbon fibre reinforced plastics, magnesium and aluminium feature throughout, meaning the 918 Spyder tips the scales at 1,490kg.

Finally Porsche has confirmed that the concept’s look is not just a technological showcase. The interior of this car is set to dictate the look of the next generation of Porsches, beginning with the next 911 in 2012.

Porsche 998

It might look familiar, but these are the best shots yet of the next-generation Porsche 911, codenamed the 998, that will replace the current car in 2011. As with every iteration of the iconic 911, styling changes are subtle although there are some interesting features on this test mule that will whet the appetite of 911 fans.

Don't be fooled by the 911 Turbo-style air intake in front of the rear wheel arch. On closer inspection it's nothing more than a sticker - Porsche engineer's idea of a joke in an attempt to confuse any onlookers. And judging by the light camouflage the front and rear bumpers have been remodelled very slightly.

Up front the headlights sit a fraction more upright, while below them is a set of dazzling LED daytime running lights. The side indicators are now also LEDs. Panamera-inspired wing mirrors are no longer mounted in the corner of the front windows, but on the shoulder of the bodywork, creating better visibility for the driver.

The oversize rear boot-lip spoiler looks like a tribute to the legendary 959 hypercar, but it won't be on the production car. It's job is to mask the rear end - fueling rumours that an all-new retractable rear spoiler will be making an appearance.

Expect the same direct-injection flat-six engine from the current car to be carried over, with a mild power hike of course, and coupled to a reworked version of the PDK dual-clutch gearbox. From Auto Express mail!

VW Design Vision GTI

The Design Vision GTI has been revealed at the Worthersee VW event in Austria. Designed to please the 200,000 fans who are expected to attend the event, which runs from 8-12 May, the Design Vision GTI is intended to show a vision of what a GTI built specifically for racing could look like.

The one-off concept is built on the familiar MQB modular platform, but measures 4,253mm long, 1,442 high and 1,870mm wide, making it 15mm shorter, 57mm lower and 71mm wider than the current VW Golf GTI, giving a more aggressive stance.

Instead of the 2.0-litre four-cylinder engine used by the GTI, the concept features a 3.0-litre twin-turbo V6. As a result, power jumps from 217bhp and 350Nm of torque to 496bhp and 560Nm.

The engine drives all four wheels via a twin-clutch gearbox, while the brakes now feature ceramic discs.

The Vision GTI completes the 0-62mph sprint in 3.9 seconds – down from the 6.5 seconds that a DSG-equipped GTI can manage – while its top speed climbs from 152mph to 186mph.

The Design Vision GTI has been styled by Marc Lichte, Andreas Mindt and Philipp Romers, the same team that penned the latest Golf and GTI models.

Finished in white, with piano black trim, the Design Vision GTI takes the subtle but striking design features of the standard car and exaggerates them.

For example, the curvy C-pillar now sticks out, almost like a flying buttress that's separate from the car bodyside, while the rear diffuser has grown significantly. Likewise, the front wheelarches are much more aggressive, and now flare out with vents in front of and behind them, and 20-inch wheels closely fill the arches.

Inside, the controls on the dash have been minimised, so the buttons for the three driving modes – street, sport and track – are now on the steering wheel, while the dashboard itself is now more angled towards the driver.

The interior is constructed from carbon fibre and alcantara, and features the same red fabric loop door closers as used in Porsche Cup cars.

As it’s designed as a racer, the Vision GTI has an X-shaped cross brace instead of rear seats, and built-in helmet storage. The car also has a display of the current racetrack you’re driving on, along with split times of other cars.

Sadly there are no plans to build a production version of the concept. Much like VW's previous Worthersee Golfs - such as the mid-engined Bentley-W12-powered Golf W12-650 - the Vision is more an excuse to let the firm's designers let off some steam.

Fisker Karma

A new breed of hybrids has arrived, led by the Fisker Karma. This luxurious four-door sports car is an Aston Martin Rapide for those with an eco-conscience. Produced by the start-up Californian company, it claims to offer all the environmental benefits of an electric model with none of the limited-range anxiety.

Under the dramatically low and wide bodywork, styled by CEO Henrik Fisker (a former Aston Martin designer), sits a pair of electric motors. These drive the rear axle with a combined power output of 402bhp.

Charging up the lithium-ion battery pack – which runs along the central spine of the car – takes five-and-a-half hours from a standard mains socket, and allows the Karma to travel 50 miles in Stealth mode on electric power alone. Switch to Sport mode via a paddle behind the wheel, and the 2.0-litre turbo fires up, charging the batteries through a DC generator and giving an additional 250 miles of range.

On paper, the performance figures are extraordinary. The sprint from 0-62mph takes only 5.9 seconds in Sport mode, or 7.9 seconds in Stealth. Top speed is electronically capped at 125mph. Combined economy is calculated at 118mpg, while CO2 emissions are 83g/km. But what compromises does the Karma demand on the road?

The cabin is as sumptuous as you’d expect of a car that costs nearly £90,000. Leather, wood or suede covers every surface, while most functions – including the sat-nav, air-con and audio systems – are controlled through the huge central touchscreen that vibrates and clicks when your finger makes contact. There’s more space in the back than in the Aston Martin Rapide, but the boot is big enough only for a set of golf clubs.

In Stealth mode, the power delivery is silky-smooth and whisper-quiet, creating a calm and luxurious atmosphere – the only noise is the ‘Tron’-style sound effect fed through speakers mounted in the rear bumper. Acceleration is brisk, too, and as there are no gearchanges, the car couldn’t be easier to drive in town or on fast roads.

Switch to Sport mode, and the engine cuts in seamlessly. It idles quietly in the background and provides enough charge to the batteries for fast driving, plus tops them up to at least 50 per cent. The problem comes when the engine needs to work harder and rev higher, as the harsh noise entering the cabin detracts from the premium feel. To avoid this, you need to adapt your driving style – for bursts of acceleration use the electric-only Stealth mode, but for constant cruising on the motorway you can engage the engine and let it silently charge the batteries in the background.

Considering the huge 22-inch wheels, ride comfort impresses, although potholes do send jolts through the interior. Goodyear developed the rubber specifically to wrap around such large alloys, but still maintain a substantial sidewall. For a vehicle weighing more than 2.5 tonnes, the Karma handles well, too. The steering is light and accurate, and the sheer breadth (it’s 53mm wider than a Porsche Panamera) helps the car stay flat and grippy in bends. That said, it’s no track-day special.