Tag Archives: Porsche

Tuning

Angelelli Project 754 Turns the Porsche 911 Into an 800-HP Carbon-Fiber Weapon

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Some companies modify Porsches. Others restore them. Then there’s Angelelli Automobili, an Italian engineering firm that’s taking the 911 in a direction even Porsche itself has rarely dared to explore. Its latest creation, Project 754, is a limited-production reinterpretation of the iconic sports car that promises up to 800 horsepower, extensive use of carbon fiber and titanium, and—perhaps most intriguingly—a choice between traditional rear-engine or race-inspired mid-engine layouts.

Only 50 examples will be built, split evenly between two distinct versions based on donor cars from the 991- and 992-generation Porsche 911. While the project borrows its foundation from Stuttgart’s finest, Angelelli makes it clear that the venture is entirely independent, with no technical or commercial partnership with Porsche.

The name Project 754 isn’t random, either. It’s a nod to Porsche’s largely forgotten Project 754 T7, the early-1960s development program that eventually evolved into the first production 911. In that sense, Angelelli isn’t just building another restomod—it’s attempting to rewrite a chapter of the 911’s history.

The lineup begins with the 754 R, a machine that stays faithful to the 911’s signature rear-engine configuration while dialing up grip, acceleration, and outright performance. But it’s the 754 M that steals the spotlight. Borrowing inspiration from the Porsche 911 RSR-19 race car, it relocates the flat-six ahead of the rear axle in a true mid-engine arrangement, a configuration designed to improve weight distribution and deliver sharper, more predictable handling at the limit.

Power comes from a heavily reworked 4.2-liter twin-turbocharged flat-six, producing as much as 800 horsepower in its most potent specification. Buyers looking for something slightly less outrageous can opt for a 700-hp version, though “entry-level” feels like an inappropriate description for a car with numbers like those.

Weight reduction is just as important as power. Angelelli says widespread use of carbon fiber and titanium will make Project 754 significantly lighter than the standard 911s on which it’s based. Combined with the dramatic increase in output, the result should be performance worthy of the world’s fastest road-going machines.

Inside, the cabin leaves little doubt about the car’s intentions. Racing-inspired seats, driver-focused controls, and motorsport details suggest Project 754 will feel most at home clipping apexes on a circuit, even though it remains fully road legal.

As expected from a boutique manufacturer, exclusivity extends beyond production numbers. Customers will be able to tailor nearly every aspect of their cars, from exterior finishes and interior materials to suspension settings and mechanical specifications. With such an extensive personalization program, no two examples are likely to leave the workshop exactly alike.

Project 754 represents something increasingly rare in today’s automotive landscape: a machine built not to chase mass-market success or electrified efficiency targets, but to satisfy enthusiasts who still believe driving should be visceral, mechanical, and unapologetically exciting. Whether buyers choose the classic rear-engine formula or the radical mid-engine alternative, Angelelli’s interpretation of the 911 is shaping up to be one of the boldest Porsche-based creations in recent memory.

Source: Angelelli Automobili

News

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

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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

NEW CARS

2027 Porsche 911 GT4 R

The iconic 911 enters GT4 competition for the first time, packing 520 horsepower and a clear mission: dominate one of motorsport’s fastest-growing categories.

For more than a decade, Porsche’s GT4 customer-racing efforts have revolved around the Cayman. It was a formula that worked brilliantly, producing over 1,500 race cars and countless victories around the globe. But beginning in 2027, Porsche is rewriting the script.

Meet the new 911 GT4 R.

Unveiled as the latest addition to Porsche Motorsport’s customer-racing portfolio, the GT4 R marks the first time the Stuttgart brand has developed a dedicated global GT4 contender based on its most famous model. And if there were any doubts about Porsche’s ambitions, the specifications erase them immediately: a naturally aspirated 4.0-liter flat-six producing up to 520 horsepower, wider tracks, upgraded electronics, and a race-developed chassis derived from the current 992.2-generation 911 GT3 Cup car.

In other words, this isn’t merely a Cayman replacement. It’s a statement.

GT4 Grows Up

The timing couldn’t be better.

What began as an affordable entry point into GT racing has evolved into one of the most competitive customer-motorsport categories on the planet. Championships such as ADAC GT4 Germany and the GT4 European Series have become vital stepping stones for drivers chasing careers in GT3 racing and beyond.

Porsche clearly sees the momentum.

“With the new racing car based on the Porsche 911 GT3, we are taking our successful GT4 program to a new level,” said Thomas Laudenbach, Vice President of Porsche Motorsport. “Our decision to bring the 911 platform into the GT4 category underlines the growing importance of this class in international motorsport.”

It’s a logical move. GT4 grids continue to expand globally, while customer teams increasingly demand machinery that delivers professional-level performance without GT3-level complexity or operating costs. Porsche’s answer is to inject the 911’s legendary motorsport DNA directly into the category.

Naturally Aspirated and Proud of It

At the heart of the GT4 R sits one of Porsche’s greatest engineering achievements: the high-revving 4.0-liter naturally aspirated boxer six derived from the road-going 911 GT3.

In unrestricted form, the engine develops 520 horsepower and 347 pound-feet of torque. As with all GT4 machinery, actual race output will vary according to Balance of Performance regulations. Porsche will deliver the car with intake restrictors installed, reducing output to approximately 430 horsepower in standard GT4 configuration.

Even so, the character remains unchanged.

The flat-six sends power through a six-speed sequential dog-ring gearbox operated via steering-wheel-mounted paddle shifters and connected to a four-disc racing clutch. The result should be exactly what enthusiasts expect from a race-bred 911: instant response, razor-sharp shifts, and an engine that rewards drivers willing to explore the upper reaches of the tachometer.

More Than a Cup Car with Different Stickers

Although the GT4 R borrows heavily from the current 911 GT3 Cup, Porsche engineers have tailored the package specifically to meet GT4 regulations.

The wheels are one inch narrower than those fitted to the Cup car and use a conventional five-lug mounting system rather than center-lock hubs. Suspension tuning receives equal attention, with dual-adjustable dampers and three available spring-rate options allowing teams greater flexibility during setup.

The objective is simple: make the car faster, more forgiving, and easier to adapt across a wide variety of circuits and racing conditions.

Porsche claims the combination of increased power, broader track widths, and more sophisticated electronics delivers measurable improvements in lap times, drivability, and stability compared with previous GT4 offerings.

Sustainable Materials Meet Serious Aerodynamics

Visually, the GT4 R looks every bit the modern Porsche race car.

The body incorporates key structural elements from the 911 Cup while benefiting from a comprehensive aerodynamic package highlighted by a manually adjustable rear wing featuring eleven different settings.

More interesting is what the bodywork is made from.

Porsche has extensively utilized natural-fiber-reinforced plastic combined with epoxy resin for components including the doors, engine cover, aerodynamic elements, and portions of the cockpit. The material offers weight-saving benefits while supporting the company’s broader sustainability initiatives.

Inside, drivers are greeted by a 10.3-inch color display, integrated data-logging capabilities, and a high-precision GPS system designed to aid performance analysis. Additional ballast options allow teams to optimize weight distribution while complying with Balance of Performance requirements.

The New Flagship of Porsche’s GT4 Family

Porsche insists the 911 GT4 R won’t replace the Cayman-based cars that built its reputation in the category. Instead, it expands the lineup upward.

“Our customers benefit from a significantly wider range of options in the GT4 segment,” said Michael Dreiser, Director Sales Porsche Motorsport. “The new 911 GT4 R complements the existing Cayman range and offers ambitious teams another high-performance option.”

Translation: if customer teams have been asking for a GT4 racer with the prestige, sound, and unmistakable character of a rear-engined 911, Porsche has finally delivered.

Why It Matters

The significance of the GT4 R extends beyond horsepower figures and lap times.

For decades, the 911 has served as Porsche’s definitive racing icon, from Le Mans-winning endurance machines to one-make Cup racers. Yet GT4 remained one of the few major customer-racing categories where the 911 was absent.

That changes in 2027.

As GT4 continues its evolution from grassroots stepping stone to globally recognized championship platform, Porsche is bringing its most famous weapon to the fight. And given the 911’s track record, competitors may have every reason to be nervous.

The GT4 class has never looked more serious.

Source: Porsche