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Purchasing your luxury automobile from us is just the beginning. We strive to inform, to educate, and to enhance the excitement in your life through everything we do, every day.
Purchasing your luxury automobile from us is just the beginning. We strive to inform, to educate, and to enhance the excitement in your life through everything we do, every day.
The original Porsche Panamera came with very few expectations. It was the genesis of Porsche’s future of luxury, a deviation from performance-first values and an appeal to a new audience originally drawn in by the Cayenne SUV.
It didn’t greatly appeal to the purists, but the purists didn’t need it. Families with the affinity for the quality and style of Porsche saw it as right up their alley and influenced the Panamera to become a staple for the modern-day Porsche lineup. Its available all-wheel drive capabilities, comfort and size as well as ample power when wanted made it the premier luxury sedan option for a big crowd in just a few short years.
The 2017 Panamera is now coming loaded with expectations – lofty ones, at that. How can there not be when the claims are made of it being the “fastest luxury sedan on earth”? The statement is validated through lapping the famously-grueling Nürburgring test track, where the new Panamera Turbo claimed the record for the quickest time by a sedan. The 7:38 clocking puts it among supercars like the Lexus LFA and Lamborghini Gallardo Superleggera, cars painstakingly tested almost solely for achievement on the track.
It’s pretty unlikely, however, to find the new Panamera dominating your local track day. It can, but that’s not what it’s for.
Funneling the history of Porsche performance into a luxury package is what the Panamera has been expected to accomplish. 400 and 500 horsepower was achieved from the outset, and now it has reached a wild 680, but it went hand-in-hand with a fundamentally practical hatchback layout that was comfortable for four adults. Those passengers aren’t just accounted for, they’re treated.
Revisions inside the Panamera’s spacious cabin are not exactly subtle, but are thematic. The driver’s main focus is the redesigned steering wheel that was carried over from the 918 Spyder hypercar into most subsequently-released Porsches. But redesigning everything around the driver was a broader challenge.
The ascending center console is brought up to date with the new Panamera, its design familiar but its interface entirely reimagined. Once an overwhelming abundance of buttons and controls, the console is now streamlined with touch features, again predated to the 918. The rear passengers can be delighted to more of the same, with an optional four-zone climate system that actually equips both media and navigation interfaces as well.
The front console leads into a massively redesigned technology center that spans a significant portion of the driver’s field of view. Entirely configurable, the infotainment displays will boldly readout navigation directions, vehicle settings and information and a selection of car-friendly apps that operate like a familiar mobile interface and caters to the ever-connected. Not vital to the driving experience, no, but the delimitation of accessibility within the new Panamera keeps it as the benchmark for its class and satisfies you from asking anything more.
But “more” is what the Panamera always delivers. Going beyond the expectation of the everyday luxury sedan vaulted it from quite literally nowhere to now the forefront of the luxury market. The history of Porsche was not written by the Panamera, but it is now a co-author of the future of it. And its future looks pretty darn good.
2017’s Panamera isn’t just bells and whistles, it isn’t just more efficient and powerful engines. What most makes the new Panamera more attractive is that…it’s more attractive.
The facelift is as the term can best be applied, the latest socially-acclaimed design language translates well to the Panamera. The rear fascia shows more like a 911 and backs the concept of the Panamera being a four-door luxury sports car. Its track is widened for a forceful road presence and overall is raked 20mm lower at the rear for a traditional coupe-like silhouette. It looks familiar, but better than you remember.
That feeling reflects across every surface of the new Panamera, with some changes blending in and others standing out; but combined as a whole, they deliver the best luxury four-door on the market.
The Dodge Viper is reaching the ultimate end of its production after a legacy of 25 years but, boy, is it going out strong.
The Gen V Viper ACR is the last high-performance model of the Viper, and the ACR badge has been a staple throughout multiple generations of the car. It stands for American Club Racing, and the model itself stands for the pinnacle of track dominance. Maximizing performance in any racing environment is the premise, and it was originally executed through engine enhancements and suspension modification to corral the rambunctious Viper. As the generations evolved, so did the changes to the ACR, and the performance jumped accordingly.
The Gen IV ACR carried over significant changes from the Gen II version, with the easiest to detect being the aerodynamics. Carbon fiber dive planes drive down the front of the car, while the giant wing plants the rear, coaxing it through a track setting with unbelievable grip. These changes allowed the Gen IV ACR to lap nearly every other supercar available around the Nürburgring in 2011, all for just a smidge above the $100,000 mark.
The latest installment is supposedly their last, and Dodge certainly saved the best for it. The aerodynamics are now turned to the extreme, so says Dodge.
The Extreme Aero package is an option for the new ACR, and one that is arguably necessary for the dedicated track attacker. The package is not unique in what it features, but exactly how it features those things. It includes a dual-element rear wing (adjustable), front splitter extension (removable), hood louvers (removable), rear diffuser blades (removable too!) and two additional front dive planes that in some combination add up to a track day experience that is efficient, if not personalized. As a result, the Extreme Viper ACR shattered production car lap records at more than a dozen famous tracks, dethroning hypercars ten times the price.
This was all achieved because the Viper was about simply two things: pure speed, and…well, no, there isn’t really a second one. It’s mainly just speed. The Viper was never about cutting-edge tech, it never even used to have the electronic aids that other cars use to shave off precious seconds. All you have at your disposal is a massive naturally-aspirated V10 and a six-speed manual.
But, unfortunately, that’s part of why it’s going away.
Supercars are defined by their performance, and the manual transmission is being left behind by fantastically quick dual-clutch transmissions. With that comes an ease of accessibility and a driving experience that can be tapped into by virtually anyone. But the Viper ACR has only found itself loved by the smallest niche market.
And we found out why.
Its pricier competition, cars like the Porsche GT3 RS and McLaren 675LT, can double as sufficiently capable road cars off the track if need be. In the real world, in traffic, the Viper is just the worst. It certainly makes you wish you could open it up at the track, but really, it makes you wish you were simply anywhere else. A lot of that comes from the effort of operating its manual transmission, a pain in any car in traffic; though at the same time, I praise its inclusion of a manual, considering almost none of its modern competition gives you that option anymore.
Even once you come to terms with its clutch, the Viper still isn’t particularly generous. Its gearbox surely isn’t developed with low-speed shifts in mind, which makes the labyrinth of downtown West Chester a nightmare to navigate as we take it out for a local shoot. The adrenaline that kicks in at high speeds helps yank the short but weighty shifter into gear, but trudging along at minimal speed forces you to cope with it more reluctantly. You can certainly keep it in high gear around town to avoid the process, but some things you can’t avoid – like real world roads.
Any – literally any – imperfection in the road is crippling. In the late winter, Pennsylvania roads are in some state of disrepair, and the Viper makes you pay, and makes you regret every decision you’ve ever made up until this point. It’s not particularly darty when swerving around the little bumps, as it’s a car developed to tackle the corkscrew at Laguna Seca, which seems like hardly a task compared to West Chester University’s campus. So when you have no choice but to traverse the battered roads, you better brace for impact. The seats don’t do much in supporting you in that regard.
But then I found myself laughing. I looked in the rear-view mirror, saw that towering wing trailing me and thought, “this is so ridiculous.” Passers-by stopped and watched, likely wondering how on earth this is a thing that is allowed on the street.
Because in reality, it doesn’t have a real place outside the track, and that’s probably why it will now have no place in the car market in the future. It will be left in a glorious past where it may rightfully belong.
For the fifth consecutive year, the RDS Automotive Group has been recognized by philly.com as one of its annual Top Workplaces for 2017.
The results come from a survey conducted by WorkplaceDynamics, a leading research firm specializing in workplace health and improvement. Employees completed a survey covering various aspects of the organizational environment, making the people who are truly the foundation of these companies the ones leading these studies.
The Geneva Motor Show is not really the place to come with subtle yearly refreshes and facelifts, it demands the newest and very best each brand has to offer. Porsche and McLaren had these projects in the works for years, but 2017 was the culmination and assembly of these ideas in one place.
Performance cars are climbing and climbing to what seems like an inevitable plateau, which makes the ridiculous numbers associated with them seem less and less impressive each year. But if there’s any battlefield to truly fight for the industry’s attention, it’s the Geneva Motor Show.
The Swiss show centralizes the top European brands to sculpt the landscape of the next generation of cars. That next generation, for McLaren and Porsche, aims to stave off and elevate that plateau for at least a handful of years.
Article written by Porsche of The Main Line customer: David Newtown
If I’ve learned anything as the owner of more than two dozen cars in my lifetime, it’s that every household needs a practical car. You can own all the garage charms you want, but at the end of the day at least one of them has to be a reliable mode of functional transportation.
My 2009 Porsche Cayman was used as a daily driver, but in the wintertime its low front chin and protruding splitters meant that all I had was a badly performing snowplow when more than a few inches of white stuff piled up. Read more…
Article written by Porsche of The Main Line customer, David Newton.
Last summer, I traded my 2009 Midnight Blue Cayman for a 2016 Macan S, with the self-imposed understanding that I would someday end up in another Cayman — perhaps a GTS or even the GT4. I’m not so sure I could have ultimately pulled the trigger on the Macan otherwise.
Ushering in the next generation of the most desirable luxury and supercars in the world has become the norm at Monterey’s car week, but it wasn’t always that way. The Pebble Beach Concours, the fireworks display at the finale of the weekend, was the celebration of decades of historic and significant vehicles, but up-and-coming events like The Quail Motorsports Gathering have shifted the focus to the new era of exotic cars.
Most performance sports cars shy away from the elements and stay in the garage when harsh weather hits. But when you’re the ultimate competitor, and points are on the line, the only option is go out and win.
The new 2017 Porsche 911’s performance figures show where the car is, but not quite how it got there.
In the more-turbo-than-the-other-turbos 991.2 Turbo S, the car is poised to slay any and all supercar competitors, and even the standard Carrera pushes the power figure ever higher than before. Such is the theme in today’s sports car competition: more horsepower gains and acceleration pulling toward the limit of what is physically possible.
The New York Bay was the gateway to the United States for millions of immigrants over the course of several decades. The city became the welcome site for the rest of the world.
It’s fitting, then, that the New York Auto Show has established itself as the premier way for car companies to usher their new vehicles into the domestic market as well. From the mass production cars that fill the streets to the hypercars that may only be seen in a venue like this, it’s the hot spot for showcasing the present and future of motoring, and has been for over a century at North America’s first and largest-attended auto show.
While the “wow” factor of a car cannot be measured in any logical way, it undoubtedly sells cars. Sometimes it’s best to believe the hype.
The deviation from the original formula of the 911 came from shifts in the market, not any true dwindling of the enthusiasm toward the car. Turbocharging and pursuit of perfecting the dual-clutch automatic transmission came from external pressures, and Porsche obliged.
Porsche Cars North America has selected Porsche of The Main Line as a 2016 Porsche Premier Dealer. This honor, awarded to only 25 of the German car manufacturer’s 186 U.S. dealerships, recognizes dealers who consistently go above and beyond Porsche’s high quality standards and demonstrate a true passion for the brand and its customers.
Over the 50-plus years of the 911, its constant evolving led to a better and better performing sports car. Very rarely did Porsche instead aim for luxury.
If you ask any Porsche enthusiast to rattle off their dream garage for the brand, you’ll hear plenty of the most iconic racing and street cars they’ve ever produced. The 917, Carrera GT, 550 Spyder, 356 and many more are symbolic in the long history of motorsports and street presence, and are among the most enviable sports cars ever.
The downsizing and implementation of turbochargers in sports cars is a compromise that is inevitable for the industry. Porsche doesn’t necessarily see it as a compromise, but instead as a new direction for progress.
The home-field advantage of the Philadelphia Auto Show is giving the RDS Automotive Group the chance to show off its best new products, including some incredibly unique cars and even a first for the Philly show.
Maserati of The Main Line and McLaren Philadelphia specialize in the cars you don’t see everyday, and Porsche of The Main Line specializes in the cars that make the everyday better. That’s what makes the Philly Auto Show a treat, as it brings in the enthusiasts who gravitate toward special vehicles, and it brings in the prospective customer who wants to take a better look at a car.
The Porsche 356 that was daily driven as part of the journey of legendary American singer/songwriter Janis Joplin was finally offered away by the singer’s family and long-time owners. Through the RM Sotheby’s Driven by Disruption sale in New York, the Porsche 356 C 1600 SC Cabriolet that had been vividly hand-decorated to become one of the symbols of a generation became a new collector’s piece, leaving the Joplin family indefinitely for the first time since 1968.
Stricter and stricter regulations are the main reason for many car companies to be downsizing their engines. For Porsche, there’s a different reason: history.
When the new 911 debuted with the inclusion of turbochargers for all models, questions came about as to what they would call the ultra-performance model that enthusiasts came to know as the 911 Turbo.
The question was answered. It’s still the 911 Turbo.
The Cayman GT4 was originally released as a track-ready weapon with the disguise of a road car.
But now the mask has been removed. Completely.
Porsche shoppers are almost always spoiled for choice, with each model having several variants to serve the most dynamic of audiences. Toss in a few individualized options, and the perfect Porsche is achieved.
But the Macan was the only one left missing something. Granted it’s the youngest member of the current Porsche line-up, it came in only base form as the Macan S, and the no-holding-back Macan Turbo. Every other model line had its vacancies filled.
Porsche’s commitment to its motorsports heritage doesn’t just stay on the race track.
Its road cars exhibit all the technology, but most importantly the passion and excitement of its race cars. Throughout Porsche’s GTS line, the cars exhibit the soul of track-focused racers.
Ever conscious of the changing landscape around them, Porsche has always found new ways to stay innovative and ahead of the curve. But for the entirety of the 911’s life cycle, it remained the ultimate purist sports car, staying naturally-aspirated save for the top-of-the-line Turbo models.
That long story is now over.
The Radnor Hunt Club sits among the undisturbed natural terrain of Chester County, and its preserved state offers the perfect setting for equestrianism, similar to how it provided the scene in the late 1800s as the oldest foxhunt in the United States.
The club’s presence as one of the most cherished institutions in the region makes it one of the most desirable locations for special events. Perhaps, though, there is no event more special than the Concours d’Elegance.
The Pebble Beach automotive events every August were once an intimate and exclusive assortment for owners and enthusiasts. But with the expansion of social media, overall coverage has ballooned, leading to the week being one of the most highly-attended set of events in the automotive world.
Porsche’s historic lineage includes creating the world’s most soulful road cars as well as highly competitive racing machines. With these combined pedigrees, Porsches are always near the top of the list of some of the most significant cars in motoring history.