Tag Archives: Porsche

News

This Porsche-Designed TV Is Less Screen, More Statement

Ever looked at your impeccably thin Samsung or Sony and thought, Sure, it’s nice—but why doesn’t it dramatically rise from the floor like a sci-fi obelisk and unfold itself with cinematic flair? No? Well, someone at C-Seed clearly did. And then they called Porsche Design to make it look properly expensive.

The result is the C-Seed folding TV, a piece of home entertainment hardware that behaves less like a television and more like a concept car that somehow escaped an auto show turntable. It’s excessive, theatrical, and unapologetically overengineered—and in a way that would feel right at home in the pages of a Car and Driver road test.

There’s just one small issue. Actually, three. The price. This thing costs more than three brand-new Porsche 911 Carreras combined. For reference, a base 911 Carrera starts at $135,500. Do the math, take a breath, and then read on.

The C-Seed lineup consists of two main models, the N1 and M1, available for indoor and outdoor use. When powered down, the display lies horizontally, disguised as a sleek, minimalist cabinet. It looks less like consumer electronics and more like a high-end architectural feature—something you’d assume is hiding climate controls for a Bond villain’s lair.

Press a button, however, and the show begins. The screen rotates upright, pauses for dramatic effect, and then unfolds panel by panel. Five microLED panels for the indoor version, seven for the outdoor setup. It’s part Transformer, part Broadway curtain call. If you’re going to watch the Super Bowl, it might as well feel like an event.

Once fully deployed, the display promises eye-watering color saturation and up to 1,000 nits of brightness. That’s enough punch to make HDR content pop whether you’re inside a penthouse or lounging poolside in Monaco. And unlike most luxury TVs that assume you’ll immediately bolt on a sound system the size of a refrigerator, C-Seed actually thought about audio.

Each screen comes with a built-in, full-range sound system designed to fill the space without requiring an aftermarket soundbar or a spiderweb of speakers. It’s clean, integrated, and refreshingly free of plastic boxes pretending to be “cinematic.”

The outdoor version turns the absurdity up another notch. It can be optioned with a taller column, a six-speaker audio setup, and—because why not?—the ability to fold completely underground when not in use. Yes, underground. As in, your TV disappears into the earth like a missile silo closing up after launch.

Size options are equally unhinged. Indoor models are offered in 103-inch, 137-inch, and 165-inch configurations. And if those sound reasonable to you, congratulations—you’re not the target audience. For those who truly want to flex, there’s a 221-inch version that borders on IMAX territory. Outdoor displays come in 144-inch and 201-inch sizes, plus a special variant designed specifically for superyachts, because apparently even the open ocean isn’t immersive enough anymore.

All of this theatrical engineering and design purity comes with a price tag hovering around $400,000. That’s a lifetime of paychecks for most people, but for the billionaire set, it’s just another indulgence—like a third hypercar or a watch that requires its own insurance policy.

The C-Seed folding TV isn’t about practicality, value, or restraint. It’s about spectacle. It’s the automotive equivalent of a concept car that actually makes production—completely unnecessary, wildly impressive, and guaranteed to turn heads. You don’t buy it because you need a TV. You buy it because you want your living room to feel like the opening scene of a sci-fi epic.

And honestly? If you’re already spending Porsche money on your television, subtlety was never part of the plan.

Source: C SEED

Restomod

Theon Design Turns the Porsche 964 Into a 426-HP Air-Cooled Weapon

Singer may have written the opening chapter of the modern Porsche restomod story, but the genre has evolved well beyond a one-brand show. Case in point: Theon Design’s latest take on the 964-generation 911, a car that looks politely classic until you realize it packs a better power-to-weight ratio than a modern GT3 RS. Yes, really.

From a distance, this renewed 964 doesn’t scream for attention. The lines are familiar, the stance restrained, the vibe unmistakably air-cooled 911. Look closer—or better yet, drive it—and you discover that subtlety is just camouflage. Underneath the vintage skin lives a deeply reengineered machine built by Theon Design, a UK-based outfit that’s quietly become one of the most serious players in the restomod game.

The heart of the transformation is a new air-cooled 4.0-liter flat-six, and it’s exactly the kind of engine enthusiasts fantasize about at 2 a.m. It makes 426 horsepower at a heady 7,600 rpm and 439 Nm of torque, thanks in part to independent throttle bodies that promise razor-sharp response. Open engine intakes complete the package, ensuring the soundtrack is as unfiltered as the driving experience. If you believe air-cooled engines should be heard, not muted, Theon is clearly on your side.

Power goes to the rear wheels only—because of course it does—through a six-speed manual gearbox. No paddles, no modes, no apologies. To make sure all that power doesn’t turn into expensive tire smoke, Theon fits specially calibrated TracTive semi-active dampers and brakes borrowed from the 993-generation 911 Carrera RS. The result is a chassis that blends old-school feedback with modern control. Period-correct 17-inch Fuchs wheels fill the arches, wrapped in Michelin rubber that quietly hints this car is meant to be driven hard, not parked under velvet ropes.

The build process itself is obsessive in the best possible way. The donor 964 is stripped to its bones, the chassis reinforced with additional welding, and the steel body panels replaced by lightweight composite parts. Finished in Medium Ivory with contrasting Grand Prix stripes and protected by PPF, the car manages to look both timeless and purpose-built.

All that carbon pays dividends on the scale. Theon’s 964 tips the scales at just 1,150 kilograms, giving it a power-to-weight ratio that eclipses Porsche’s current 911 GT3 RS. That’s an outrageous statistic for something that still looks like it belongs in a 1990s showroom poster.

Inside, the same level of care continues. Carbon-backed Recaro CS seats are trimmed in Tobacco nubuck leather with ivory stitching that mirrors the exterior details. Plastic switchgear is banished, replaced by machined aluminum components that feel substantial and mechanical—exactly how a 911’s controls should feel. The rear seats are gone, swapped for a carbon-fiber storage compartment, while a Focal six-speaker system with an Audison amplifier handles audio duties for the rare moments when you’re not listening to that flat-six howl.

None of this comes cheap. Prices for one-off commissions like this start at £420,000 (about €484,250), and each build takes roughly 18 months. But in the rarefied world of high-end restomods, that price isn’t just for parts or performance—it’s for patience, craftsmanship, and the idea that a classic 911 can still move the goalposts.

Singer may have started the conversation. Theon is making sure it doesn’t end there.

Source: Theon Design

News

Porsche Sales Dip in 2025, but the 911 Just Keeps Winning

After a string of record-breaking years, Porsche finally lifted its foot—just slightly—off the accelerator in 2025. The Stuttgart brand delivered 279,449 cars worldwide, down 10 percent from 2024’s 310,718. That drop might look dramatic at first glance, but Porsche isn’t panicking. In fact, this slowdown appears less like a stumble and more like a deliberate recalibration.

If anything, 2025 reinforced Porsche’s favorite mantra: value over volume.

The Big Picture: Selling Less, Charging More

Porsche executives are quick to point out that the decline was expected. Supply gaps for the outgoing 718 Boxster and Cayman, reduced availability of combustion-powered Macans, softer demand for high-end luxury cars in China, and tighter inventory control all played a role. Translation: Porsche chose not to flood the market, even if that meant fewer cars leaving dealerships.

The strategy aligns with how Porsche has operated for decades. This is not a company chasing leaderboard sales numbers; it’s chasing margins, desirability, and brand gravity. And judging by its continued profitability, that approach still works.

The 911: Aging Like a Perfectly Stored Rioja

In a year full of market uncertainty, one thing remained gloriously predictable: the 911.

Deliveries of Porsche’s rear-engined icon rose 1 percent to 51,583 units, setting yet another record. Yes, even as the industry debates electrification, autonomy, and the future of driving itself, customers continue lining up for a car whose basic layout dates back to the 1960s.

The continued success of combustion and T-Hybrid 911 variants underscores a key truth: Porsche can electrify the future without abandoning the emotional core that made the brand famous. The 911 still benchmarks the segment—and increasingly, it defines it.

Macan: The Sales King, Now Plugged In

The Macan once again topped Porsche’s sales charts with 84,328 deliveries, making it the company’s strongest model line. More interesting than the raw number is how those cars were powered.

Over half of all Macans delivered were fully electric—a major milestone for a model that once represented Porsche’s most accessible gateway into the brand. Outside the EU, the gas-powered Macan continues to live on, accounting for nearly 39,000 deliveries, but the direction is clear: the electric Macan isn’t just accepted—it’s thriving.

Electrification: Porsche Plays the Long Game

Globally, 34.4 percent of Porsche deliveries in 2025 were electrified, with 22.2 percent fully electric and 12.1 percent plug-in hybrids. That puts Porsche at the top end of its own EV targets for the year—and ahead of many legacy rivals still struggling to balance regulations with customer expectations.

Europe led the charge. For the first time, electrified Porsches outsold pure combustion models, accounting for nearly 58 percent of deliveries. Plug-in hybrids dominated Panamera and Cayenne sales, while every third Porsche delivered in Europe was fully electric.

Still, the picture isn’t universally rosy. The Taycan, once Porsche’s EV poster child, slipped 22 percent to 16,339 units, reflecting a broader cooling of EV demand. Even Porsche isn’t immune to consumer hesitation around charging infrastructure, pricing, and long-term ownership concerns.

Cayenne and Panamera: Transition Years

The Cayenne dropped 21 percent to 80,886 deliveries, partly due to inflated numbers in 2024 following supply recovery. But the real story is what comes next: the fully electric Cayenne, unveiled late in 2025, will begin reaching customers this spring—sold alongside combustion and hybrid versions.

That “three-pronged powertrain strategy” might sound like corporate jargon, but it’s actually one of Porsche’s smartest moves. Instead of forcing buyers into a single future, Porsche is letting the market decide—at least for now.

The Panamera followed a similar trajectory, posting 27,701 deliveries, down 6 percent. Again, plug-in hybrids dominated European demand, reinforcing the idea that electrification works best when it complements performance rather than replacing it outright.

Regional Reality Check

  • North America remained Porsche’s largest market with 86,229 deliveries, flat year-over-year and impressively resilient.
  • Europe (excluding Germany) fell 13 percent, while Germany itself dropped 16 percent, largely due to regulatory issues affecting the 718 and Macan.
  • China was the biggest concern, with deliveries down 26 percent to 41,938 units, reflecting a brutal luxury-car market and fierce EV competition.
  • Overseas and Emerging Markets held steady, down just 1 percent.

China’s slowdown matters, but Porsche appears content to wait it out rather than compromise pricing or brand positioning.

Looking Ahead: Less Noise, More Substance

For 2026, Porsche isn’t promising fireworks. Instead, it’s promising discipline. Production volumes will be adjusted to reflect the phase-out of combustion 718 and Macan models, while investment continues across combustion, hybrid, and electric platforms.

Customization will also play a bigger role. Programs like Exclusive Manufaktur and Sonderwunsch are expanding, tapping into buyers’ growing appetite for individuality—and higher margins.

In short, Porsche isn’t chasing trends. It’s refining its formula.

Sales may be down, but the message from Stuttgart is clear: the brand would rather sell fewer cars that people deeply want than more cars they merely tolerate. And as long as the 911 keeps breaking records, it’s hard to argue with that logic.

Source: Porsche