Porsche

For a long time, the Porsche name has been associated with engineering excellence – and even though the range has grown out of all proportion over the last ten years, the marque’s rock solid values remain in place.

There’s nothing to lift the spirits more than a good news story – especially when it involves something that you love. And let’s be honest, very few petrolheads out there don’t love Porsche – or at least some of the fine cars it has produced in its long and glorious history.

But Porsche’s modern history is one of the industry’s best good news stories – ever. In the early 1990s, and on the back of a slump in the world’s economy, the company had been struggling to remain profitable. Although it remained one of the world’s most prestigious marques, there were real doubts within the Porsche boardroom that it could continue as an independent manufacturer.

Sales of the front-engined 928 and 968 had slowly ebbed away, so that by the end of their production run in 1995, Porsche had effectively become a one-car manufacturer. During these dark years, the 911’s popularity had remained pretty much intact, thanks to the policy of constant development.

However, a single-model policy was never going to ensure continued survival – and the company’s CEO, Dr Wendelin Wiedeking, was all too aware of this. From the moment of his appointment in the hot seat during 1993, he began a policy that would ultimately transform Porsche into an efficient and profitable company.

The introduction of the Boxster in 1996 opened Porsche to a new market – and unlike the 924/944/968 and 928 models, which never really bonded with marque enthusiasts, the new car was clearly a ‘true’ Porsche. The midengined flat-six powered roadster soon found a willing buyer base. It entered the market at just the right time to capitalise on the massive growth in the sector, and beat the likes of the SLK and TT onto the showroom floor.

Saved by the off-roader

However, it was the launch of the Cayenne in 2002 that really changed Porsche’s future prosperity. The idea of an SUV Porsche might have been condemned by many, but it was impeccably judged, and proved an instant sales success – especially in the USA – where it rapidly generated huge profits in the once weak export market. The Cayenne’s introduction also ushered in the new production facility in Leipzig, Saxony, which boosted volumes appreciably.

With increased profitability came further confidence – and in 2004, the 605bhp Carrera GT was rolled out for a cool £300,000 challenging the Ferrari Enzo and McLaren-Mercedes-Benz SLR for the title of the ultimate hyper-car.

In the meantime, the 911 continued its evolution and, in 2001, the 996 ushered in the modern age, with a Boxster-inspired interior and all-new but still familiar exterior. Obviously Porsche knew not to mess with a winning formula.

Mighty in business

In early October 2005, Porsche had become so strong, it had managed to acquire an 18.53 per cent stake in Volkswagen AG, its traditional project partner (the two having previously collaborated regarding the 914, 924 and Cayenne). Not only that, but it made it clear that it would continue to grow its stake in the Wolfsburg company. As of the end of last year, that percentage had risen to 25.1, giving Porsche the power to overturn large corporate decisions made by Volkswagen.

It’s a turnaround of epic proportions – and has resulted in a situation where Porsche’s influence over the German car industry is far wider than its annual sales would indicate. And all that comes down to the strength of the marque, the product led recovery, and sound business practice. A lesson to us all, as well as an excellent good news story.

The cars

Porsche’s range is obviously focused at the sports end of the market – but given the huge choice available new (the current range numbers 18), it’s clear that the company is well in tune with the needs of its customers. However, given the product expansion since the arrival of the Boxster, we highlight the key model son the options list.

Boxster

Porsche hit the big-time with the original Boxster when it burst onto the scene in 1996 – a new generation of buyers tuned into the delights of other-world dynamics and utterly tight build quality. It was a big success – even if it wasn’t perfect.

So it’s no surprise that Porsche chose a reprise when it came to replacement – and although the 2004 version looks almost identical, it improves on the old Boxster fundamentally. It might be the same car underneath, but it’s now quicker and even more agile. In terms of overall appeal, that puts the Boxster at the top of the class – easily transcending the BMW Z4 and Mercedes-Benz SLK on the road.

You need to work hard at the Boxster’s helm to get the most from it – and that could be a problem for some drivers, but we suspect that most potential buyers will be well aware of this, adding to the appeal of the baby Porsche.

In a nutshell, the Boxster is a supernaturally gifted car, and one with all the badge appeal you’d ever dream of. But this car is wasted on posers, as it’s a ‘proper’ driver’s tool par excellence – exactly how a Porsche should be.

Cayman

It took a long time for Porsche to stick a tin-top on the Boxster – but once it did, the extra stiffness created something rather magical. Although its styling is a bit compromised as a result of its odd gestation, there’s no denying that the Cayman builds on the Boxster’s talents and raises them by a significant factor.

However, it’s so good dynamically one does wonder whether the Cayman should come with more power as standard in order to exploit the grunt. But there’s method in that madness – give it more, and the 911 suddenly starts to look redundant in standard form.

Inside, the Cayman is a familiar story to anyone who’s used to a Boxster – and why not, we say? It’s ergonomically near-perfect, built extremely well, and offers the driver the almost ideal seating position. Because the Coupe shell has more structural integrity, there’s more of a feeling of solidity behind the wheel.

Okay, so at £36-46K, you can buy plenty of faster cars – but none will deliver the goods on a twisting road with quite so much exquisite detail as the Cayman – it’s a true performance car, through and through. We could try and find fault, but life’s too short.

Cayenne

Porsche traditionalists hated the Cayenne when it was launched, and yet it saved the company – Americans love them, and that’s brilliant for Porsche’s bottom line. However, Porsche was very clever when it devised the Cayenne – making sure that the top of the range Turbo S version could play with the best of the fast car crowd.

Dynamics are typically top drawer, and worthy of the badge – even though the Cayenne is similarly sized to a small bungalow. The smaller engined version isn’t the fastest SUV on the road, but move up to the V8-powered models and most drivers won’t feel short-changed, especially in Turbo S guise. Besides, most Cayenne owners have something more sporting – usually a 911 – in the garage for those moments when they feel like letting their hair down.

Built as part of a joint venture with VW that brought us the Touareg, there’s actually plenty to differentiate the two cars – the Porsche’s heart and soul shine through while the Volkswagen is somewhat dourer. In fact, other than the fact that the Cayenne is far from pretty, there’s little about it to criticise if you’re after a fast SUV – and although other road users might not thank you for making that choice, we know you’ll not be disappointed.

911 – Type 996

When the Type 996 appeared in 1998, it left most Porsche-heads stunned. It seemed as though any last vestiges of the original 911 had been synthesized into something far more suitable for the new millennium. That shock soon subsided – to be replaced by respect for the sheer depth of abilities the ‘new’ 911 could sum up.

It was a performance car that could double up as a city hack – and take to both roles with aplomb. Attack any piece of road with enthusiasm, and the 911 will render you almost speechless with its wide envelope of abilities. Performance ranges from thrilling in the Carrera 2 to ballistic in the GT or Turbo versions. Steering and handling were sublime – and remain so to this day.

The 911’s deep seated quality lies in the way it continues to deliver such delights when you’re not giving it your all on the race track. The ride quality is firm, but comfortable, and the steering is excellent allowing the driver to feel at one with the car, even on a run to the paper shop. You’ll also be pleasantly surprised by the high levels of motorway refinement.

In short, it’s a supercar for grown-ups…

911 – Type 997

When the ‘new’ 911 appeared in 2004, it was hard to believe it was a ‘new’ car at all – save the headlamps. But Porsche insisted the nearly all external panels are new, and there’s no mistaking the improved interior.

On the road it’s better too, giving 911 owners more of what they demand from their car – tractable nature in day-to-day use, and thrilling when you turn up the wick. Of course, it’s easy to lose sight of just how good it is under the skin, because of that oh-so-subtle re-skin. But enthusiasts will tell you that’s because the 911 has reached the peak of its evolutionary scale.

Although it’s improved across the board over the 996, it has lost some steering feel – and if you specify the sports damping and leave it in standard setting, there’s a trace of understeer. But that’s all you can really complain about, with the rest of the package reaching for brilliance as ever.

It’s great to know that the more the 911 changes, the more it stays the same. It’s still the dynamic yardstick by which all other performance cars are measured – and we’re struggling to think of a better all-round supercar proposition.

Carrera GT

Porsche’s commitment to racing is the primary reason we ended up with the wonderful Carrera GT in 2004 – created as a Le Mans car for the 2000 season, the original car was dropped due to a change in the race regulations. Allowing all that work to go to waste wasn’t an option, so a thorough re-engineering programme saw it developed into a road-going hypercar to top the Porsche range.

With 612bhp on tap, a top speed of well over 200mph (and an original price tag in the region of £310,000), the Carrera GT finally ushered in a suitable replacement for the legendary 1980s 959 – another car that threw the cat among the pigeons in Maranello, and awoke Ferrari from its slumbers.

Although we’ve yet to sample the delights of the Carrera GT ourselves, the word among owners is that it’s an utterly usable proposition that in many ways feels like a mega-powered Boxster. Compared with a Ferrari Enzo, it lacks little in terms of performance or ultimate capability, but some would say that its sheer competence has rendered it a little soulless. Given a shrieking V10 and all that heritage, we’d take that on approval – and decide the answer to that conundrum ourselves.

With that proviso firmly in mind, and with the necessary cash in your Cayman Islands’ account, who wouldn’t want to try the GT for themselves? Certainly, as an upgrade path for existing Porsche owners, it makes total sense, because it’ll feel utterly familiar – even if the performance is on a different planet.

As a range topper for Porsche, it also hits the spot perfectly, and gives a clear insight into the company’s future direction – and that makes it a more relevant hypercar than the Pagani Zonda or Koenigsegg C8S.

However, whatever’s said about the controversial Carrera GT, there’s no doubting that it is a magnificent flagship for Porsche, possibly the best supercar ever built, and proof positive that racers (as opposed to racing) improves the breed.