News

Porsche’s Global Sales Slow in 2026 as the 911 Continues to Surge

Porsche’s first-half 2026 sales report reads like a tale of two companies. On one hand, global deliveries fell 16 percent to 122,306 vehicles, marking a noticeable slowdown compared with the same period last year. On the other, the iconic 911 is doing exactly what the 911 has done for decades—ignoring the industry’s turbulence and quietly becoming even more desirable.

If there’s one takeaway from Porsche’s latest numbers, it’s that the Stuttgart automaker isn’t facing a demand problem as much as it’s navigating a rapidly changing product lineup and an electric-vehicle market that’s become far less predictable than many expected.

The headline figure—a 16-percent decline from 146,391 deliveries in the first half of 2025—looks concerning at first glance. But dig a little deeper and the story becomes more nuanced.

Several factors were always going to weigh on Porsche’s performance this year. The combustion-powered 718 Boxster and Cayman have officially reached the end of the road, removing one of the brand’s most accessible sports cars from showrooms. Meanwhile, last year’s exceptionally strong launch of the all-electric Macan created an unusually high comparison point. Add the expiration of U.S. tax incentives for electric and plug-in hybrid vehicles, and Porsche found itself battling headwinds that extended well beyond its own product strategy.

That makes one statistic stand out even more.

Deliveries of the 911 climbed an impressive 19 percent during the first six months of 2026, reaching 30,534 cars worldwide. In an era increasingly dominated by electrification, software updates, and shifting consumer priorities, Porsche’s rear-engined sports car continues to demonstrate that great engineering and timeless appeal never go out of fashion.

The increase was helped by the gradual rollout of new variants introduced over the past year, but it also reflects something Porsche has long understood: enthusiasts continue to gravitate toward high-performance derivatives. GTS, Turbo, and GT models made up a significant share of deliveries across the lineup, suggesting buyers remain willing to spend more for the brand’s most focused machines.

While the 911 continues to shine, the Cayenne remains Porsche’s undisputed volume leader.

The luxury SUV recorded 38,141 deliveries despite a modest nine-percent decline, reinforcing its position as the company’s commercial backbone. More importantly, Porsche has begun customer deliveries of the new Cayenne Electric, with the first examples reaching owners at the end of June. Early feedback from dealers has reportedly been encouraging, giving Porsche confidence as it expands its battery-electric portfolio without abandoning its profitable combustion-powered offerings overnight.

The Macan tells perhaps the most interesting story.

Combined deliveries reached 35,315 units, split between 19,695 gasoline-powered models and 15,620 electric versions. Porsche continues selling both powertrains simultaneously in most markets outside the European Union, and production of the combustion-engine Macan will continue through the end of July 2026.

Even so, total Macan deliveries fell 22 percent. Porsche points to slower-than-expected EV adoption, last year’s exceptionally strong electric Macan launch, and the loss of American purchase incentives as key contributors. It’s another reminder that while electrification remains the industry’s destination, the journey is proving far less linear than many manufacturers anticipated just a few years ago.

Other models weren’t as fortunate.

The Panamera dropped 38 percent to 9,308 deliveries, largely due to a temporary product gap in China—historically one of the sedan’s strongest markets. Porsche expects the recently introduced China-specific Panamera Pure edition to stabilize demand during the second half of the year.

Meanwhile, the outgoing 718 lineup essentially entered its farewell lap. With production ending in late 2025, deliveries collapsed 73 percent to just 2,789 units as remaining inventory dwindled around the globe.

The Taycan also experienced a difficult six months, with deliveries falling 25 percent to 6,219 vehicles. While electric performance remains central to Porsche’s long-term vision, the premium EV market has become increasingly competitive, and demand growth has cooled across much of the industry.

Regionally, North America remained Porsche’s largest market with 37,712 deliveries despite a 13-percent decline. Germany held up relatively well, slipping only six percent, while Europe excluding Germany fell 14 percent.

China continues to represent Porsche’s biggest challenge.

Deliveries plunged 32 percent to 14,501 vehicles as the company maintained its value-over-volume strategy amid an increasingly difficult luxury market. Rather than chase sales through aggressive discounting, Porsche appears willing to sacrifice volume in order to protect brand positioning—a strategy that has historically served the manufacturer well, even if it creates short-term pressure.

Sales across Overseas and Emerging Markets declined 18 percent, with geopolitical instability in the Middle East joining product transitions as contributing factors.

Despite the softer numbers, Porsche executives remain confident that the year is unfolding largely as planned. Alongside the launch of the Cayenne Electric, the company is preparing several high-profile introductions, including the recently revealed 911 GT3 S/C and new Taycan technology featuring an E-Shift system with simulated gear changes designed to add a layer of driver engagement often absent from electric performance cars.

Later this year, Porsche will also provide additional details about its long-term Strategy 2035, outlining how the brand intends to balance combustion engines, hybrid technology, and battery-electric vehicles in an automotive landscape that continues to evolve faster than almost anyone predicted.

If the first half of 2026 proves anything, it’s that Porsche’s biggest strength remains its ability to adapt without losing its identity. Sales may fluctuate as product cycles shift and global markets change, but as long as the 911 continues to capture buyers’ imaginations, the company still possesses something many automakers would envy: a halo car that isn’t just an icon—it remains one of the business’s strongest performers.

Source: Porsche

Story

How Diego Maradona Forced Maranello to Break Its Own Rules

Some people buy cars. Others change automotive history simply by ordering one.

Diego Armando Maradona belonged firmly in the second category.

Fresh off leading Argentina to World Cup glory in 1986, Maradona was arguably the biggest athlete on the planet. His left foot had just delivered one of football’s greatest triumphs, and with fame came the desire for the ultimate reward: a Ferrari Testarossa, the undisputed poster car of the decade.

There was just one catch.

He didn’t want it in red.

Today, a black Ferrari hardly raises an eyebrow. Walk into a Ferrari dealership and you’ll find every imaginable shade on the configurator. But back in the mid-1980s, things worked differently—especially when Enzo Ferrari was still calling the shots.

To Enzo, Ferrari’s identity was inseparable from Rosso Corsa. His flagship models were supposed to leave Maranello wearing the company’s iconic racing red, not some customer-requested color. Personalization wasn’t part of Ferrari’s philosophy, particularly for the halo cars that defined the brand.

Maradona, naturally, wasn’t interested in philosophy.

He wanted his Testarossa finished in black.

The task of making the impossible happen fell to his longtime manager, Guillermo Coppola. Napoli president Corrado Ferlaino had already agreed to purchase the car as a reward for his superstar, reportedly paying an eye-watering $430,000—roughly double the Testarossa’s standard asking price at the time—but money alone wasn’t enough. Someone still had to convince Enzo Ferrari himself to approve a one-off exception.

Against all expectations, Ferrari relented.

The result was one of the rarest Testarossas ever to leave the factory, painted in the elegant Glasurit Nero Met finish. Maradona became just the third person in the world to receive an official factory-built black Testarossa, joining an exclusive club that reportedly included Sylvester Stallone and Michael Jackson.

For most collectors, that would have been the end of the story.

For Maradona, it was only the beginning.

When the car finally arrived at Naples Airport, the Argentine legend admired the dramatic black bodywork before climbing into the driver’s seat for the first time.

Then came an unexpected question.

“Guillermo, where’s the music? Where’s the tape recorder?”

Coppola explained that this wasn’t a luxury grand tourer—it was Ferrari’s vision of an uncompromising road-going supercar. Equipment that most buyers expected simply wasn’t part of the package. No radio. No air conditioning. Even interior trim was kept to a minimum in the pursuit of performance.

Maradona was unimpressed.

According to the story, he immediately opened the door, turned toward Napoli president Corrado Ferlaino, and made it abundantly clear what he thought of a Ferrari that couldn’t keep its driver cool or provide music on the drive home.

His verdict was blunt: if the car didn’t have air conditioning and a stereo, Ferrari could have it back.

Fortunately for everyone involved, cooler heads prevailed.

Ferlaino quickly promised to retrofit a state-of-the-art sound system at the club’s expense while arranging for air conditioning to be installed. With those assurances, Maradona decided to keep the car.

It would go on to become almost as famous as its owner.

The black Testarossa became a fixture of Maradona’s extraordinary years in Naples, standing apart from the sea of red Ferraris and perfectly reflecting the personality of the man who drove it. He wasn’t interested in fitting expectations—on the football pitch or in the parking lot.

The car has since passed through several owners, eventually becoming a coveted collector’s item. When it appeared at auction decades later, it commanded nearly €250,000, with its unique provenance proving every bit as valuable as its rarity.

Looking back, the story isn’t really about a paint color or missing options. It’s about two larger-than-life icons colliding at the height of their powers.

One was Enzo Ferrari, the stubborn perfectionist who believed no customer should dictate how a Ferrari ought to look.

The other was Diego Maradona, a football genius who never accepted the word “no.”

In the end, Maradona got his black Ferrari—and Ferrari proved that, every once in a while, even its own rules could be rewritten.

News

EVs Aren’t Maintenance-Free After All—Here’s Where They Wear Faster Than Gas Cars

For years, electric vehicles have been sold with an enticing promise: fewer moving parts, lower maintenance costs, and fewer trips to the service department. That promise is largely true—but it has also created the misconception that EVs are virtually immune to wear and tear. The reality is considerably more nuanced.

With millions of electric vehicles now covering billions of miles worldwide, long-term ownership data is beginning to paint a clearer picture. While EVs eliminate many of the traditional maintenance headaches associated with internal-combustion engines, they introduce a handful of new ones—some of which are directly linked to their greatest strengths.

Heavyweight Champions

The biggest culprit is weight.

Modern battery packs typically add anywhere from 660 to more than 1,400 pounds (300 to 650 kilograms), making even compact electric cars significantly heavier than their gasoline-powered counterparts. That extra mass affects nearly every component connecting the car to the road.

Tires are the first to pay the price.

Combine the additional weight with the instant, neck-snapping torque electric motors deliver from zero rpm, and every enthusiastic launch scrubs away another microscopic layer of rubber. During cornering, the heavier battery pack also places greater loads on the tire sidewalls, accelerating wear even further.

The result? Studies and fleet data suggest EV tires can wear as much as 30 percent faster than those fitted to comparable gasoline vehicles, depending on driving style and vehicle weight.

The suspension doesn’t escape unscathed either. Control arms, bushings, stabilizer links, and other suspension components must constantly cope with higher loads. Simply put, many electric vehicles weigh as much empty as a similarly sized combustion-powered car does with four passengers and luggage onboard.

When Brakes Don’t Brake

Ironically, one of an EV’s greatest technological advantages can create another maintenance concern.

Regenerative braking allows electric motors to recover energy during deceleration, often providing up to 90 percent of the vehicle’s everyday stopping force. That’s excellent for efficiency—and brake-pad longevity—but it also means the conventional friction brakes are used far less frequently.

When brake discs spend extended periods without regular use, particularly in cold and damp climates, corrosion becomes a genuine issue. Winter road salt only accelerates the process, allowing rust to build up on rotors that rarely receive enough friction to clean themselves.

In severe cases, corrosion can reduce braking effectiveness and even lead to inspection failures. It’s one reason some manufacturers have returned to enclosed rear drum brakes on certain EV models. While drum brakes may sound like outdated technology, their enclosed design protects braking components from the elements while regenerative braking handles most everyday deceleration.

Plug-In Hybrids Face a Different Challenge

Plug-in hybrids occupy a unique middle ground—and inherit some unique compromises.

Unlike conventional gasoline cars, their engines often remain dormant for extended periods before suddenly being called into action under significant load. Because the engine starts cold, motor oil takes time to fully circulate, leaving critical components with less-than-ideal lubrication during those first moments of operation.

The situation becomes even more complicated when the hybrid system shuts the engine down before it has reached its normal operating temperature.

Repeated short operating cycles can allow fuel dilution and moisture to accumulate inside the crankcase, increasing the likelihood of deposits forming within the lubrication system and around fuel injectors over time. Owners who primarily make short electric-only trips may never fully warm the engine often enough to evaporate these contaminants.

The Tiny Battery That Still Causes Big Problems

Surprisingly, one of the most common causes of EV breakdowns isn’t the high-voltage battery pack.

It’s the humble 12-volt battery.

Just like in gasoline-powered vehicles, this small battery powers essential electronics and control systems. If it fails, the vehicle may refuse to start—even if the large traction battery is fully charged.

Modern connectivity can make matters worse. Frequently waking the vehicle through smartphone apps or remote features can repeatedly activate onboard systems, creating small but cumulative energy draws that gradually discharge the 12-volt battery while the car sits parked.

Still the Cheaper Car to Maintain

None of these issues erase the biggest advantage electric vehicles still hold over combustion-powered cars: lower routine maintenance costs.

Without engine oil changes, spark plugs, timing belts, exhaust systems, or many of the other consumable components found in gasoline engines, EV servicing remains significantly less expensive over the long haul.

On average, inspection and maintenance costs are roughly one-third lower than those of comparable internal-combustion vehicles. Some manufacturers show even larger savings, with maintenance costs reported to be as much as 58 percent lower for BMW EVs, 45 percent lower for Mercedes-Benz models, and around 44 percent lower for Volkswagen’s electric lineup.

A Few Simple Habits Go a Long Way

Owning an EV doesn’t require special mechanical knowledge, but a few preventative habits can make a noticeable difference.

Checking tire wear regularly can catch uneven wear before it becomes expensive. Occasionally using the friction brakes—particularly during higher-speed driving where safe and appropriate—helps keep brake rotors clean and free from corrosion. Plug-in hybrid owners should also ensure the gasoline engine periodically reaches full operating temperature during longer drives to minimize moisture buildup and fuel dilution.

Electric vehicles may not be maintenance-free, but they remain simpler and generally cheaper to own than traditional combustion cars. The catch is that while they’ve eliminated many of yesterday’s service headaches, they’ve quietly created a few entirely new ones. As EV technology matures, understanding those trade-offs will become just as important as appreciating their undeniable advantages.

Cars and catalogues