Porsche Macan Turbo with new Performance Package

As the sportscar of the compact SUV segment, the Macan has been setting standards in terms of driving dynamics since it first made its debut. Now, Porsche is upping the ante once again: with the Performance Package.



The Macan Turbo now tops off the model line, impressing with enhanced driving properties, increased agility and an even greater emotional appeal. After the performance enhancement, the twin-turbocharged, 3.6-litre V6 engine delivers 324 kW (440 hp; combined fuel consumption 9.7–9.4 l/100 km; CO2 emissions 224–217 g/km). With 30 kW (40 hp) more than the Macan Turbo, this figure places this variant firmly in the top spot in this model line. The car now accelerates from zero to 100 km/h in just 4.4 seconds (a reduction of 0.4 seconds), and achieves a new top speed of 272 km/h (an increase of 6 km/h). The maximum torque has also risen to 600 Nm (an increase of 50 Nm) and is available to the driver across a broad rev range of between 1,500 and 4,500 rpm. This also increases the tractive force: In Sport Plus mode, the time taken to accelerate from 80 km/h to 120 km/h has dropped to 2.9 seconds (a reduction of 0.2 seconds). Depending on the tyres, fuel consump-tion (in line with the NEDC) for the new top-of-the-range Macan model is between 9.4 l/100 km and 9.7 l/100 km.


However, it is not just the engine power that is given a boost in the Macan Turbo equipped with the Performance Package – a newly developed brake system, lowered body, controlled sports chassis, Sport Chrono Package and sports exhaust system are all fitted as standard. The front axle features grooved brake discs with a di-ameter of 390 millimetres – 30 millimetres larger than the brake discs fitted on the Macan Turbo without Performance Package. The discs are gripped by six-piston brake callipers completed with a red paint finish. What’s more, Porsche Active Suspension Management (PASM) is available at the push of a button to deliver an exceptionally sporty position on the road. This system has also been optimally tuned to the body on the vehicle, which has been lowered by 15 millimetres. Air suspension with selflevelling function and height adjustment, lowered by ten millimetres, is also available as an option.


A range of tailored equipment options are available

With the Sport Chrono Package, drivers can ramp up the performance of the Macan Turbo even further. In Sport Plus mode, this package ensures the chassis, engine and transmission are tuned to sporty effect – accompanied by an even more emotional sound from the sports exhaust system. The seven-speed PDK double-clutch transmission is now designed to deliver extremely short response times, optimum switching points and increased torque during gear changes for maximum acceleration. 

To customise the Macan Turbo with Performance Package, a range of tailored equipment options are available, such as the Turbo Exterior Package. Options available with this package include 21-inch wheels in the 911 Turbo design with lateral spokes painted in high-gloss black, LED main headlights equipped with PDLS Plus and numerous other black elements. The Turbo Interior Package delivers a black leather interior with lavish Alcantara elements, colour appliqué in numerous areas and carbon elements such as the door entry guards with the model logo lit up in white

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40 years of Audi five-cylinder engines

40 years ago, Audi presented the first five-cylinder gasoline engine in the second-generation Audi 100. Enhancements and new developments followed, with turbocharging, emissions control and four-valve technology, rally engines and five-cylinder diesel units. Today, the 2.5 TFSI in the Audi RS 3 Sportback* and in the Audi TT RS carries on the great tradition of five-cylinder powerplants.
The five-cylinder engines from Audi have achieved cult status – partly due to their successful deployment in motorsport and also on account of their reliability and economy. They have played a vital role in defining Vorsprung durch Technik and to this day provide an emotional driving experience with their characteristic sound.



The first five-cylinder gasoline engine powered the Audi 100 (C2) in 1976. The model, known internally as Type 43, was to be positioned higher than its predecessor in the market. The four-cylinder engines at the time were not suitable for this plan according to the developers. At the beginning of the 1970s, Audi engineers consequently discussed the possibility of introducing five and six-cylinder inline engines. The latter were ruled out due to the installation space required and unfavorable weight distribution. So those responsible opted for the five-cylinder inline engine, based on the new EA 827 engine concept. This four-cylinder inline engine was used throughout the VW Group in the 1970s – in the Audi 80 and Audi 100, for instance. The derived 2.1-liter five-cylinder engine produced 100 kW (136 hp). A modern injection system increased efficiency and power development. Delivery of the Audi 100 5E began in March 1977.

As early as 1978, Audi presented the first diesel version: a naturally aspirated diesel with a displacement of two liters and producing 51 kW (70 hp). One year later, the first turbocharged five-cylinder gasoline engine made its debut – another pioneering feat from Audi. With an output of 125 kW (170 hp) and 265 newton meters (195.45 lb-ft) of torque, it powered the new top model, the Audi 200 5T.

The five-cylinder gasoline engine in the 1980 Audi “Ur-quattro” had even more to offer. With turbocharging, an intercooler and permanent four-wheel drive, it constituted a powerful technical package for the racetrack and the road. Initially, it delivered 147 kW (200 hp). In 1983, the Finn Hannu Mikkola won the drivers’ title in the World Rally Championship in this car. In the same year, Audi introduced the wide-track Sport quattro, which was 24 centimeters (9.45 inches) shorter. It was powered by a newly developed four-valve five-cylinder unit made of aluminum with an output of 225 kW (306 hp). It made the Sport quattro the most powerful car built to date by a German company for use on public roads. The model formed the basis for a new Group B rally car, with the four-valve powerplant delivering 331 kW (450 hp) from the very start. It was used for the first time in the penultimate race of 1984, the Ivory Coast rally. The other eleven rounds of the season were contested by the Swede Stig Blomqvist in the Group B Audi quattro A2 producing 265 kW (360 hp). In the end, he won the drivers’ title and Audi took the manufacturers’ title.

Even after Audi withdrew from rallying in 1986 there were other racing highlights: in 1987, Walter Röhrl won the Pikes Peak Hill Climb (USA) in the Audi Sport quattro S1 (E2). The racing car developed 440 kW (598 hp). And the IMSA GTO excelled on the US touring car scene in 1989, delivering 530 kW (720 hp) – from little more than two liters of displacement.

Audi presented another milestone in automotive history at the International Motor Show in Frankfurt am Main in 1989: the Audi 100 TDI. It was the first production car with a five-cylinder direct-injection turbocharged diesel engine and fully electronic control. The powerplant generated 88 kW (120 hp) from a displacement of 2.5 liters. Audi continued to refine its range of five-cylinder gasoline engines. In 1994, the Audi RS 2 with an output of 232 kW (315 hp) came on to the market. As an Avant with the power of a sports car, it established a new automotive class.

1994 saw the five-cylinder units bow out of the B segment, when the Audi A4 (B5) was introduced. They were gradually replaced in the mid-1990s by the new V6 engines. The last five-cylinder engines, the 2.5 TDI in the Audi A6 and the 2.3 Turbo in the Audi S6, were phased out in 1997.

Then in 2009 there was a big comeback – with turbocharging and gasoline direct injection in the Audi TT RS. The transverse-mounted engine developed by quattro GmbH produced 250 kW (340 hp) from a displacement of 2.5 liters. It also offered outstanding performance in the RS 3 Sportback and in the RS Q3. The TT RS plus, which Audi presented in 2012, mustered up an impressive 265 kW (360 hp). Today, the 2.5 TFSI in the Audi TT RS produces 294 kW (400 hp). An international jury of motoring journalists has voted the five-cylinder powerplant “Engine of the Year” seven times in a row since 2010.

Those who would like to see the first Audi with a five-cylinder engine can currently do so at the Audi Forum in Neckarsulm. The classic car exhibition entitled “From zero to 100” features numerous exhibits, which Audi uses to look back at the eventful history of its successful model. One of the first five-cylinder TDI units from a 1989 Audi 100 is also on display. The exhibition runs until November 6, 2016.



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Audi allroad shooting brake

The brand with the four rings is extending its design language in the Audi allroad shooting brake. The compact two-door show car combines a host of visual elements of future sports car models with the Audi-typical allroad concept and "shooting brake” car body form. Its user interface strategy also offers an outlook on future production solutions.



“The show car combines sex appeal, highly efficient e-tron-quattro technology that produces 300 kW of power yet only consumes 1.9 l/100 km (123.80 US mpg) of fuel and cutting-edge electronic applications,” says Prof. Dr. Ulrich Hackenberg, Member of the Board of AUDI AG, Technical Development. “We are offering very concrete glimpses of the near future in this show car.”

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The symphony of the future

Electric cars do not output any sound themselves. At most a quiet hum. Dr. Ralf Kunkel, Head of Audi Acoustics, and Nick Mason, drummer for Pink Floyd, have a few ideas about the future sound.



Dr. Ralf Kunkel – Head of Audi Acoustics

Instead of reducing engine noise and transforming it into a pleasant noise level, Dr. Ralf Kunkel is currently working on getting the electrically powered models of the Audi e-tron family to make any noise at all.

“Until now, pedestrians could simply localize a normal combustion engine by its sound. This is different with electric cars. At speeds under 25 km/h you can hardly hear it at all,” explains Dr. Kunkel. “Of course, that is associated with certain safety risks. Above all for people who rely on sounds, such as those with visual challenges.”

But what sound should be used for orientation here? A beautiful and full quattro sound? Or the potent roar of a Le Mans winner?

“In the future, we will not simply be able to rely on the sound patterns of the past. A petrol engine should sound like a petrol engine. A diesel like a diesel. Every car has its own character. What is essential to us is that an electric car should make an unmistakable sound."

“I find that the sound used for vehicles of the future in science fiction movies is an interesting approach,” admits Dr. Kunkel. And he refers to a blockbuster in which an electrically powered Audi inspired the fantasy of the year 2035 back in 2004. “The Audi RSQ from the Hollywood movie “I, Robot” reveals just a bit of what might lie ahead.”


Nick Mason – drummer for Pink Floyd

The drummer Nick Mason, founder of the legendary band Pink Floyd and a first-class sound creator makes the following recommendation on a visit to Audi Design in Ingolstadt: “Perhaps customers could download the sound for their electric car like a ring tone.” However, a look at today's current hit list of ring tones is not especially promising.

"Is an Audi even an Audi without engine sound?” asks the competent race car driver in the discussion session. The Audi design team presents a movie for :Nick Mason, in which the highlights of Audi racing history are shown with a soundtrack of high-tech sound that comes very close to what Dr. Kunkel imagines.

Mason is speechless; the effect is fantastic. A designer from the team casually expresses a great truth: “When driving is fun, you don't even think about the sound after a few seconds. It is simply there, and it is magnificent."

But Nick Mason offers one more small tip as a joke. “Actually, all you need is string and a tin can. Then you would have your sound.”

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First images of the ŠKODA KODIAQ revealed: Distinctive design for a new large SUV

Ahead of its world premiere on 1 September in Berlin, ŠKODA has revealed images of the KODIAQ, its new, large SUV model. They give an impression of how ŠKODA will transfer the brand’s new expressive design language into the SUV segment.



The ŠKODA KODIAQ aims to impress: the wide, three-dimensional radiator grille gives the KODIAQ a striking presence. In combination with the narrow, raked headlights, which are available with full-LED technology for the first time, the brand’s first large SUV will be instantly recognisable on the road. The side and rear views are also sharp: the doors are athletically shaped and the tailgate is expressively sculptured. The rear lights, with LED technology as standard, shine in the typical ŠKODA C-shape.


As one would expect from a ŠKODA, the KODIAQ offers an exceptional amount of space, with a capacity of 720 to 2,065 litres (with the rear seats folded down), offering the largest boot within its class. For first time ever, ŠKODA will offer a seven seat option. Using the position of the seats and angle adjustment, KODIAQ can be adapted to offer a wide range of seating and loading solutions. With the front passenger seat down, the car can transport items up to 2.9 metres long.


The latest driver assistance systems ensure improved safety and comfort. Area View, using surround-view cameras with wide-angle lenses at the front and the rear as well as in the wing mirrors, displays various views of the car’s immediate surroundings on the in-car monitor. These include a virtual top-down view and 180-degree pictures from the areas to the front and rear. Tow Assist is also new to the range: When towing, the system takes over steering when reversing slowly. Additionally, while reversing, the new Manoeuvre Assist will brake as soon as an obstacle is detected behind the vehicle.


The ŠKODA Connect mobile online services are another innovation. They are divided into two categories: the Infotainment Online services ensure more information and navigation in real time, and the Care Connect services provide remote access as well as assistance.The centrepiece of the Care Connect services is the emergency call following an accident: if an airbag is activated, a so-called Emergency Call (e-Call) automatically connects to an emergency call centre.


The ŠKODA KODIAQ will celebrate its world premiere on 1 September 2016, in Berlin.

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The perfect stage for Elvis’s BMW 507 and other legends from the last 100 years

From 18 to 21 August 2016, during the Monterey Car Week and the Concours d’Elegance in Pebble Beach, BMW Group Classic will be celebrating under the Californian sun the company’s 100th anniversary and the most  significant successes in the racing history of the BMW brand. The event held on the US west coast is popular with classic car enthusiasts all over the world and provides a perfect stage for numerous milestones in BMW’s history – including the brand’s first motorcycle and the legendary BMW 328 sports car, the BMW 2002 – an ambassador of driving pleasure in the USA too, the racetrack-proven works of art from the BMW Art Cars Collection and several models currently used in touring car racing. 



The presentation of classic competition vehicles at the “BMW Living Legends Garage” is in the focus of the show on the premises of the Laguna Seca racetrack, which is serving as the location for the Rolex Monterey Motorsports Reunion. One of the highlights of the Concours d’Elegance in Pebble Beach is the presentation of the BMW 507 that was once driven by Elvis Presley during his term of military service in Germany and can now be seen for the first time by the general public following its complete restoration. 

For many decades, the roadster of the “King of Rock’n’Roll” was regarded as a mystery on wheels. Not until after painstaking investigation by the US journalist Jackie Jouret and enquiries made by experts from the archives of BMW Group Classic was it possible to solve the mystery of the identity and whereabouts of the car. For many years, Elvis’s BMW 507 had been “dormant” at a warehouse in Half Moon Bay, south of San Francisco, and thus not far from the location at which its rebirth is now being celebrated. And it has an eventful history in which the “King” played the most crucial role, but not the only major one.

It begins at the Frankfurt International Motor Show, where the BMW 507 was exhibited in September 1957, having being produced shortly beforehand. The works driver Hans Stuck, also known as the “Bergmeister”, then completed several races in the white two-seater car, which was also used for press test drives and film shots. In December 1958, a BMW dealer in Frankfurt mediated the sale of the roadster to probably the most prominent US soldier ever stationed in Germany. Elvis Presley drove the BMW 507 until he finished his term of service in March 1960. After that, the car, which by then had been painted red, was transferred to the USA, where it changed owners several times and was converted for further racing use, only to soon be forgotten.

In 1968, engineer Jack Castor bought the car and decided to put it into storage for restoration at a later time. By means of the chassis number 70079, the avid classic car enthusiast was able to see the connection to Hans Stuck. However, it wasn’t until many years later that this connection introduced him to BMW Group Classic, and a comparison with historic documents then gave him the certainty that not only the “Bergmeister”, but also the “King” had once sat behind the wheel of his BMW 507. Castor and BMW Group Classic concluded an agreement that regulated not only the purchase, but also restoration of the roadster in Munich. Thus, around two years of restoration work produced a reconstruction that has preserved as much of the original substance as possible and restored the overall vehicle to its former condition in the year 1958.

In Pebble Beach, the BMW 507 will shine in Feather White, with a black and white interior, just like when it was sold to Elvis Presley. This was Jack Castor’s wish and is now his legacy, as the keeper of Elvis’s BMW 507 died in November 2014 shortly before restoration work commenced, which in addition to the “King’s” roadster also comprises a further project – Castor owned a second BMW 507. The blue car bearing the chassis number 70089 had also waited for many years alongside Elvis Presley’s car to be rediscovered. Likewise, this car was completely restored under the direction of BMW Group Classic and will now be handed over at the start of the Concours d’Elegance to Ron Gilmartin, a long-time friend and companion of Jack Castor.

Many other vehicles being displayed in Pebble Beach take an important place in the 100-year history of BMW. These include the BMW 328 Touring Coupe, in which Fritz Huschke von Hanstein and Walter Bäumer became overall winners of the Mille Miglia in1940, and the BMW 328, also known as the “Bügelfalten-Roadster” and already the fastest in its class in the same race in 1938. Furthermore, the general public will be able to see the first and latest models to date in the BMW Art Cars Collection. Both the BMW 3.0 CSL designed by Alexander Calder in 1975 and the BMW M3 GT2 from 2010, upon which Jeff Koons left his artistic handwriting, were on the starting grid in the 24-hour race at Le Mans. The presentation of the concept car BMW 2002 Homage underscores the ongoing effective impact of the BMW 02 introduced 50 years ago. This is complemented by a reunion with many successful models on two wheels. An early version of the BMW R 32 reminds us of BMW’s debut as a motorcycle manufacturer in the year 1923, and numerous other models describe motorcycle development up to the present day.

In addition to the show presenting exclusive and spectacular rarities in Pebble Beach, the programme at the Monterey Car Week also comprises a review of outstanding eras and vehicles in motor racing history. And together with BMW of North America, BMW Group Classic is also making a special contribution this year. On the occasion of the company’s anniversary, BMW will be honoured as “featured marque” at the Rolex Monterey Motorsports Reunion. More than 60 historic and current racing cars of the brand are being presented at the “BMW Living Legends Garage” and at the Laguna Seca circuit.

A field of BMW M1 models from the 1979 and 1980 European Procar Series as well as five works cars of the type BMW 3.0 CSL, which took part in the US IMSA series in 1975 and 1976, will provide for that authentic racetrack feel in the style of yesteryear. Moreover, several versions of the BMW M3 will be present. Their series of touring car racing successes began in 1987, remained ongoing over several model generations and are now being continued by the BMW M4. Three legendary vehicles featuring a BMW twelve-cylinder power unit will set both a visual and acoustic highlight. Not only does the BMW V12 LMR, winner of the 12-hour race at Sebring in 1999, meet up with a McLaren F1 GTR used at Le Mans in 1996, but also with the prototype of a BMW X5 with V12 engine. In 2002, Hans-Joachim Stuck drove round the Nürburgring-Nordschleife in a BMW X5 in less than eight minutes, a time previously only considered achievable by high-calibre sports cars.

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40 years after winning the Production TT: Helmut Dähne does a lap of honour on the Isle of Man

After the Tourist Trophy (TT) races in June, the Isle of Man in the Irish Sea will once again be the centre of attention for motorcycle fans from all over the world up until 30 August 2016. The Classic TT not only celebrates recent victories but also the most spectacular accomplishments of the past. At this year’s meet-up of two wheel legends, BMW Group Classic particularly recalls the year 1976. This was when Helmut Dähne and Hans Otto Butenuth won the 1000 cubic centimetre class of the Production TT on a BMW R 90 S. Since then, Dähne and his teammate Butenuth – who passed away in 1997 – have belonged to the exclusive group of riders able to enter their names in the winners’ list of the oldest most demanding and also most hazardous motorcycle road race in the world. The now 71-year-old Dähne returns to the scene of his great triumph at the 2016 Classic TT. 40 years after his victory, he will once again ride his original BMW racer around the Isle of Man – this time by way of a lap of honour, not as fast as in 1976 but undoubtedly to the applause of thrilled spectators once again.



Dähne’s anniversary ride on Monday, 29 August 2016, will be the highlight of the BMW Group Classic’s appearance at the Tourist Trophy paddock next to the grandstand in the island capital of Douglas and at the festival on the airfield in Jurby. In a large display area, motor racing fans will be able to see not just the winning boxer motorcycle of 1976 but also numerous other BMW racing bikes with a TT history. The selection ranges from a BMW R 5 SS from the year 1937 and a BMW R 51 of 1939 to the BMW RS 54, which was designed as a racing machine in 1954 and already reached top speeds of over 200 km/h. The current model program is represented with the two latest new additions, the BMW R nineT Scrambler and the BMW G 310 R.


Helmut Dähne – motorcycle racer, tyre expert, record holder

At a special exhibition in honour of Helmut Dähne, there will also be a display of numerous trophies, historical pictures and other memorabilia from his impressive racing career. Born in Bavaria, Dähne was active in motor racing for more than 40 years. At the age of 17 he took part in his first slalom race, and he went on to enter motocross competitions shortly afterwards. Dähne achieved his first success in a road race in 1968. After this he won 15 German championship titles in serial production motorcycle racing. All in all Helmut Dähne ran a total of 383 races, of which he won 131, before finishing his career in 2006. One particular feat that ensured Dähne a place in the history of motorcycle racing was his record run on the Nürburgring Nordschleife. In 1993 he completed the circuit in 7:49.71 minutes: this outstanding time can no longer be improved on as the track has since been modernised, so Dähne’s motorcycle lap record is “eternal”.

Helmut Dähne started his career by training as a motor mechanic with BMW. In the company’s motorcycle racing department he was then involved in the maintenance and repair of the legendary vertical shaft engines for customer racing. In addition, he specialised in reliability testing and at the beginning of the 1970s developed racing machines based on the BMW R75/5. In 1972 Dähne rode this type of motorcycle in the 200-mile race in Imola, Italy. The talented mechanic was also quick to get hold of the BMW R 90 S launched in 1973 – the brand's first superbike. With full trim, stub handlebars, turned back footrests, a short jump seat and a boxer engine with its output increased by 9 hp to 76 hp, his machine reached speeds of well over 200 km/h. After this, Dähne attracted attention at numerous races with his elegant riding style and fast lap times – and his red leather racing suit with white stripes became a striking trademark, too.

Dähne remained faithful to the powerful BMW boxer motorcycles when he moved to tyre manufacturer Metzeler in 1974 to work in racing. Here he advanced the development of tyres for fast road bikes and serial production racing. Dähne was both a test rider and a racer, and this was how he came to be involved in the Tourist Trophy, which he first entered in 1972. Up until 1994 Helmut Dähne entered a total of 26 Tourist Trophy races, including several in the same year on some occasions. He became a TT legend when he secured victory in 1976, only narrowly failing to repeat his triumph in 1984 and 1986, when he finished second.


The Tourist Trophy – the biggest challenge in motorcycle road racing since 1907.

“The Tourist Trophy is in no way comparable to a conventional race on a permanent track,” says Helmut Dähne. The 60.725-kilometre Snaefell Mountain Course consists of cordoned-off country roads – with front gardens instead of gravel beds and curbs instead of safety fences at the side. The motorcyclists speed through towns and villages, passing fields and meadows and riding up and downhill through forest and coastal landscapes.

The first motorcycle race was held on the Isle of Man as long ago as 1907: the original route was just 25 kilometres long, to be covered ten times. The Snaefell Mountain Course has been in use by motorcycle racers ever since 1911 and remains so to this day. While the route has stayed the same, the regulations and categories have changed over the decades. The Production TT category with its various cubic capacity classes is now no longer part of the program, for example. In addition to the sidecar contests, the highlights of the event nowadays are the Superbike TT, the Superstock TT and the Senior TT for solo riders.


The formula for success in 1976: fast and furious with brief fuelling stops

With the expertise acquired at the Nürburgring and the knowledge gained from his five previous entries in TT races, Helmut Dähne already had extensive experience of long-distance racing when he set off for the Isle of Man once again at the end of May 1976. His BMW R 90 SS sporting the standard Daytona Orange finish also seemed excellently prepared – almost 30 kilograms lighter than the road version, fitted with softer springs and featuring various modifications to the engine. He was also backed by a strong team made up of mechanic Helmut Bucher and the second rider Hans Otto Butenuth. The latter was from Dortmund and also had a wealth of experience in motorcycle racing. The fact that he was familiar with both the BMW and the island race course further qualified him for the role of co-rider. “I knew Hans Otto was the right man for the job,” says Dähne.

Butenuth immediately put in an impeccable training lap on the BMW R 90 S. Meanwhile Dähne was confronted with technical difficulties. The intake manifold bolted onto the right-hand cylinder came loose. This problem was solved with a two-component adhesive. Not long after this an entire engine overhaul was required: here the trio joined forces to deal with the setback by fitting a substitute power unit they had brought along with them. The intake manifold again proved unstable, so extra work was done to permanently eliminate the problem with a flexible carburettor mounting bracket: this time the crew believed they had finally overcome all obstacles. “We were the fastest in training,” said Dähne, “so I thought I had a good chance of winning the race itself.” But then the rain set in. The start was postponed several times, which was good for the BMW team since Dähne’s new employer did not have rain tyres in its program at the time.

When the race finally got under way, the weather conditions were ideal. The racers now faced ten laps covering a total of more than 600 kilometres on the Snaefell Mountain Course. Dähne took the lead right away. His BMW R 90 S was as fast as he had hoped, clearly outrunning most competitors on the numerous bends of the island course in particular. After three laps it was time for the first fuelling stop and rider changeover. Here the BMW team was able to play another joker. The trio had developed its very own fast-filling system which significantly accelerated the fuelling process. Dähne arrived in the pits 30 seconds behind, Butenuth rejoined the race with a ten-second lead. The two other stopovers also went very smoothly, so the two riders were unstoppable. They finished the Production TT race as winners of the 1000 cubic centimetre class and fifth in the overall ratings. “The fact that Rolf Steinhausen and Josef Huber also won the 500 cc sidecar class at the 1976 TT perfectly rounded off the success as far as BMW was concerned,” says Helmut Dähne today.


BMW and the Tourist Trophy: the success story began with “Schorsch” Meier

By winning the Production TT in 1976, Dähne and Butenuth were the first BMW solo riders to successfully follow in the footsteps of Georg Meier. It was in 1939 that Meier became the first non-British rider to win a title at the Tourist Trophy. “Schorsch” won the Senior TT on the Isle of Man riding a BMW racing machine with a 500 cubic centimetre boxer engine, a vertical shaft and compressor charging; it produced an output of 60 hp and reached a top speed of over 220 km/h. British rider Jock West finished second, securing a perfect victory for BMW.

After this, BMW was mainly successful in sidecar racing, also in the Tourist Trophy. From 1955 to 1976, 28 racing victories went to sidecars powered by BMW engines. But another 37 years were to pass before the BMW team won its next solo victory with Helmut Dähne. And it was to be another two decades before BMW tasted victory on the Isle of Man once more. In 1997, 1998 and 1999, British rider Dave Morris won three times in a row in the Singles TT riding a motorcycle developed by Chrysalis Racing Team and powered by the single-cylinder engine of the BMW F 650.

Another 15 years later, Northern Ireland’s Michael Dunlop started his winning streak at the most famous of motorcycle races on his BMW S 1000 RR. In June 2014, exactly 75 years after Georg Meier’s legendary win, Dunlop crowned a superb performance on the 4-cylinder BMW superbike by clinching the Tourist Trophy triple. He finished first in the Superstock TT, the Superbike TT and the Senior TT. And the BMW S 1000 RR dominated the 1000 cubic centimetre class in the very latest Tourist Trophy, too. Michael Dunlop won the Superbike TT, while the UK’s Ian Hutchinson secured first place in the Superstock TT. What is more, the two BMW riders won a double victory in the Senior TT, with Dunlop in first place and Hutchinson finishing second. On this occasion Dunlop also completed the fastest lap ever run on the Snaefell Mountain Course when he travelled at an average speed of 215.6 km/h.

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Convertible and SUV in one vehicle: The T-Cross Breeze

This SUV concept provides us with a realistic outlook on what people can expect from Volkswagen in the near future. With a fresh design and a modern interpretation of freedom, the T-Cross Breeze is a further successful example that reflects a new start into the mobile future. 



The new direction of the T-Cross Breeze design is convincing - and also a lot of fun. A virtually switch-free operating concept has been implemented in the vehicle interior. And thanks to its compact exterior dimensions and higher seating position, the Convertible SUV is perfectly equipped for modern everyday life.

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Powerfully electric: After a good 15 minutes has enough energy for around 400 kilometres

Against the background of several independent studies which say that the market share of vehicles powered partially and fully by electricity will exceed that of vehicles with combustion engines in the next 15 to 25 years, Porsche is investing in its future in this area.



As early as 2010 the company was one of the first premium manufacturers to introduce a hybrid model on the market – the Cayenne S Hybrid. Plug-in hybrid versions followed as the next evolutionary step, led by the 918 Spyder super sports car. “This is the best example of how plug-in hybrid drives hugely increase driving dynamics and driving pleasure with the additional power and increased torque of the electric motor”, says Dr Stefan Weckbach, Head of the BEV model series (GB). After all, both have a tradition at Porsche. To bring the figures to mind once again: system power of 887 hp, acceleration from 0 to 100 km/h in 2.6 seconds, average fuel consumption 3.1 l/100 km, electrical energy consumption 12.7 kWh/100 km. Performance through and through!


Company principle “High performance, low consumption”

This shows why Porsche is focusing on the combination of electric motors and combustion engines: it takes the company principle “High performance, low consumption” to a new level. The Cayenne and the Panamera S E-Hybrid respectively demonstrate that this claim applies equally to SUVs and luxury saloons. Compared with their predecessor models they have raised the bar in terms of both handling performance and everyday practicality. Power output of 416 hp (Cayenne S E-Hybrid: Combined fuel consumption: 3,4 l/100 km; CO2 emissions: 79 g/km; Electricity consumption: 20.8 kWh/100 km; Panamera S E-Hybrid: Combined fuel consumption: 3,1 l/100 km; CO2 emissions: 71 g/km; Electricity consumption: 16,2 kWh/100 km) coupled with fuel consumption of just over three litres per 100 km and an all-electric range of up to 36 kilometres speak for themselves. And against other alternative drives: “It goes without saying that in view of ever stricter fuel consumption and emission regulations we have been working intensively on the question of the most suitable drive for some time. In the course of this we examined all possible alternatives in depth and came to the conclusion that only electrification meets our standards,” says Matthias Kirchgässner, Project Manager Sales and Marketing BEV model series (GBV).


At the most recent International Motor Show in Frankfurt the concept vehicle Mission E impressively demonstrated what the next step could be in the coming five years. The concept vehicle promises an impressive array of technical innovations with a particular focus on criteria decisive to the acceptance of an electric vehicle such as range and charging time. “When Porsche introduces an electric vehicle on the market it must be able to handle long distances. Our premium standards also mean that models with electric drive must not entail any limitations for customers”, says Kirchgässner.

Translated to the road this means a range of at least 500 kilometres and a charging time that is as short as possible. To achieve this aim, Porsche is doubling the charge voltage that is standard today to 800 volts. True pioneer work involving numerous clever technical innovations. For example, lighter copper cables with a smaller cross-section are used – with advantages for both the vehicle and the charging. The reduced weight benefits the range. The faster flow of energy enabled by the innovative cable shortens the charging times.


Recharging to 80 per cent in around 15 minutes

The lithium-ion battery is also dimensioned to ensure that the desired mileage can be reached – under typical Porsche driving conditions, for example with repeated acceleration at short intervals. The 800 volt connection enables it to be recharged to 80 per cent in around 15 minutes – a record time for electric vehicles which was anything but the result of chance. “We evaluated several studies which looked at how people take breaks on motorways. The result: on average drivers take a 20 minute break on long journeys”, says Simon Hess, specialist for mobility concepts and charging infrastructure (GSI). “Although our aim is to enable a charging time of less than 20 minutes for Porsche customers.”

After a good 15 minutes the Mission E has enough energy for around 400 kilometres. This means that customers wouldn't need to stop at a filling or charging station for daily short journeys to work, kindergarten or shopping trips. “We are working on the assumption that more than 90 per cent of the charging processes would take place at home”, Hess says. Porsche is therefore pursuing a double strategy: the company is joining forces with representatives from politics, suppliers and other manufacturers in the area of fast motorway charging to ensure a nationwide infrastructure – with 800 volt quick-charging stations.

Because once Porsche has done the groundwork, sooner or later the system will also become established among other suppliers on account of its advantages. In addition, the charging stations are downward-compatible, i.e. electric vehicles with 400 volt drives can also charge there. To make the charging process at home as convenient as possible, the battery in the Mission E can absorb energy inductively. You just need to park over a coil fitted in the garage floor which then transmits the electricity wirelessly to its counterpart in the floor of the car. Although this might take a little longer, it is done virtually automatically overnight.


Charging in combination with renewable energies

“Furthermore, we are pursuing a holistic approach”, Hess adds. “In future, charging should be fast, convenient, safe, CO2-neutral and at optimal cost.” This includes a combination with renewable energies such as solar cells on the roof of the house or intelligent charging – i.e. always recharging when electricity is cheapest. In contrast to the inductive process, Hess says that quick charging processes put a greater strain on the battery, but all components are designed to last the life of the vehicle – and that's certainly a long time at Porsche.

As Matthias Müller, Chairman of the Executive Board at that time, announced during the presentation of the Mission E in Frankfurt, the production version of the car can be expected in a good five years’ time. In the meantime the Porsche developers will continue to accelerate the progress of electrification. This means that in addition to the Cayenne and Panamera there could conceivably be further plug-in hybrid versions in other model series. Because for maximum performance combined with maximum efficiency there is no alternative to electrification.


Cayenne S E-Hybrid: Combined fuel consumption: 3,4 l/100 km; CO2 emissions: 79 g/km; Electricity consumption: 20.8 kWh/100 km

Panamera S E-Hybrid: Combined fuel consumption: 3,1 l/100 km; CO2 emissions: 71 g/km; Electricity consumption: 16,2 kWh/100 km

918 Spyder: Combined fuel consumption: 3,1 – 3,0 l/100 km; CO2 emissions: 72-70 g/km; Electricity consumption 12.7 kWh/100 km

918 Spyder (Weissach package): Combined fuel consumption: 3,0 l/100 km; CO2 emissions: 70 g/km; Electricity consumption: 12.7 kWh/100 km

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WORLD PREMIERE: The Vision Mercedes-Maybach 6 is designed as an electric car, output of the drive system is 750 PS

Every August classic car fans from around the world converge on Pebble Beach in California for a very special beauty contest. This gathering of magnificent classic cars is the perfect place to premiere the exclusive Vision Mercedes-Maybach 6, a sensational luxury-class coupé. The 2+2 seater is a homage to the glorious age of the aero coupés and consciously carries this tradition forward into the future.



“Our glamorous coupé, the Vision Mercedes-Maybach 6, represents the ultimate in contemporary luxury. It is hot and cool”, states Gorden Wagener, Head of Design at Daimler AG. “With its intelligent appeal and reduced, technoid look, it perfectly embodies our design philosophy of sensual purity and our pursuit of aerodynamic efficiency.”


With its sensual, emotional design (“hot”) and intelligent details (“cool”), the Vision Mercedes-Maybach 6 represents the ultimate in luxury. The classic aesthetic proportions of the show car – the extremely long bonnet, the low roof line and the rearward positioning of the greenhouse – recall the aero coupés of days gone by. But this is not retro design – this is a reinterpretation of classic, aesthetic principles. The large coupé is set to make its debut at Monterey Car Week, which will take place on the Monterey Peninsula between 16 and 21 August 2016. The final event on 21 August will be the Pebble Beach Concours d’Elegance.


The front windscreen serves as a transparent display: driving-related data and geographical information is shown across its full width, augmenting the outside world with additional information. This information can be controlled and adjusted by the occupants using gestures. The dashboard wing curves across the door trim into the seat landscape, creating a 360° lounge. The sitting surface forms a horizontal, which transitions into the vertical of the doors and finally becomes the underside of the dashboard wing. In the doors and dashboard the traditional wood trim softens the appearance of the digital control and display interfaces. As a contrast to the digital world of the displays, elm is used in the floor area, creating a refined yachting look.


The Vision Mercedes-Maybach 6 is designed as an electric car. Thanks to its four compact permanent magnet synchronous electric motors, it features all-wheel drive. The output of the drive system is 550 kW (750 PS). The shallow underfloor battery has a usable capacity of approx. 80 kWh. This not only allows performance characteristics typical of a sports car (acceleration from 0‑100 km/h in under four seconds, top speed electronically governed at 250 km/h) but also a range of over 500 kilometres according to the NEDC (over 200 miles according to EPA). With its impressive dimensions, the Vision Mercedes-Maybach 6 is the first luxury coupé in the series of visionary design show cars from Mercedes-Benz. With its impressive dimensions, the Vision Mercedes-Maybach 6 (length/width/height: 5700/2100/1328 millimetres) is the first luxury coupé in the series of visionary design show cars from Mercedes-Benz.

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Innovations are the future: When will computers start driving cars

How much longer will we be using combustion engines? How much longer still will we be sitting at the wheel? When will computers start driving cars? CEO Oliver Blume’s answers are self-assured and courageous—and not for people with rigid ideas.



Mr. Blume, what does it mean to be innovative?

Theodore Levitt—the Harvard professor who first coined the term “globalization”—once said that creativity means having new ideas, and innovation means putting ideas to work. That’s more or less the way I see it too.


Which one is harder?

Probably the latter. You start with a good idea. But the idea only becomes an innovation when it is put into practice. That is hard work, because innovations don’t happen on their own. No matter how new or great an idea is, it’s not an innovation unless it advances a company or attracts customers or pays off in other ways. It’s an innovation when the market cheers.


So innovation means giving customers what they want?

You should definitely know your customers. Or anticipate what they would like. But if that were all, then the Wright brothers would have kept on selling bicycles instead of inventing the airplane.


You are launching an innovation campaign at Porsche as part of your Strategy 2025. Why is that?

For one thing, the demands that customers are placing on cars and mobility in general are undergoing enormous change. And for another, quantum leaps in automotive engineering and production are compelling us to think in completely different ways. The key concepts here are electrification, digitization, and connectivity. They represent a break in the system for the automotive industry, including Porsche. On the one hand, that’s a huge challenge, but on the other it’s also a huge opportunity. We still want to be the most successful sports-car maker in two or three decades. Or even beyond that, as far as I’m concerned.


Can a company simply prescribe a culture of ideas and innovation?

No, I don’t think so. It’s not like flipping a light switch. But what we can do is open up space that allows for creativity, freedom to innovate, and thinking outside the box. People are the key here. If creativity is going to get us anywhere, then we have to start by understanding what leads people to produce ideas or, alternatively, what might prevent them from doing so. What do they need? What motivates them? How do we deal with mistakes? An innovation program does not invest in patents or inventions. It invests in people. Innovations are closely linked to enthusiasm and emotion.


Can you teach people to be innovative?

That, too, is difficult. You can convey knowledge. You can improve skills. You can create an organizational framework that’s more conducive to personal development. But can you practice being curious? The desire to be innovative comes from inside. Let’s call it a disposition. There are people who enjoy working on problems, regardless of where, when, or with whom. The point is to come up with something. Or not. These are the people we’re looking for. The foundation for success lies in systematic and professional innovation management, and the courage to put new ideas into practice.


How do you intend to do that?

First, we are defining the fields in which Porsche is especially innovative, such as in design and in drive systems, and the associated production processes and materials. Second, we are setting up an overarching innovation management system. It interlinks all the divisions—because innovations affect the whole company—and makes our innovation projects absolutely transparent. Third, we are strengthening the innovative capacities of each individual division. Processes should become faster, existing methods should be employed in more flexible ways, and the respective employees should be better qualified.


Isn’t Porsche innovative enough?

This much is certain: Porsche has been and will continue to be innovative. The 356, 911, Boxster, Cayenne, and Macan, as well as technological front-runners like the 959, Carrera GT, and 918 Spyder, epitomize the culture of individual sports cars. The Targa design, the exhaust gas turbocharger in the 911, rear-axle steering in the 928, transaxle transmission in the 924, sequential turbocharging in the 959, and the active front spoiler in the current 991 are technological highlights. Porsche invented the hybrid drive. With the LMP1—Le Mans winner and world champion—Porsche has once again revolutionized and dominated sports-car racing. Mission E—the first purely battery-operated Porsche model—sets standards in performance, dynamics, range, and charging time. You could even go so far as to say that Zuffenhausen and Weissach are the Silicon Valley of the sports-car industry.


Clearly Porsche has a long-running history of innovation. Does this weigh heavily on the culture of ideas?

Not at all. Tradition means responsibility. It fuels us. Tradition and innovation are two sides of the Porsche coin. You can’t separate them. Without our tradition we wouldn’t be where we are today. It sustains us. But if tradition means “We’ve always done it one way, so let’s leave it the way it is,” then that’s dangerous. Without innovation, the whole idea of individual mobility is threatened. As someone once put it, “Yes, but …” won’t get you anywhere, while “Yes, and …” will. The important thing is to be innovative without divorcing ourselves from tradition.


How will you manage that?

By concentrating on the four key fields of power train, lightweight construction, connectivity, and driver assistance and active safety systems.


The company is also founding Porsche Digital GmbH in Ludwigsburg, with branch offices in Silicon Valley, China, and Berlin. Why is that?

Those places all have an especially high density of ideas.


How much of Apple or Google is involved?

First, there’s a lot of Porsche thinking involved. We too need an innovation-oriented mentality and a structure that is based not on chance, but on a system.


On what exactly?

This company is like a center of expertise for digital mobility. We want to set the tone as early as possible. Employees, teams, and whole departments work like start-ups, looking for potential new added value and innovative solutions. Mistakes are expressly viewed as part of the learning process. Porsche Digital GmbH is also looking to participate in selected venture capital funds. These partnerships provide equity capital for innovative and high-growth companies and access to new technologies. We want to learn—and profit—from them. Finally, Porsche Digital GmbH will do intensive networking in this area, engaging in professional trend-scouting and promoting long-term collaboration with other incubators.


Will that turn Porsche into a different company?

We are not seeking to change our character or turn the whole company inside out. What we want to do is systematically generate ideas across all of our divisions and put them into practice rapidly while maintaining flexibility. We want answers to persistent questions, without tunnel vision. We don’t want a culture of avoidance, but rather one of entrepreneurship in the truest sense of the word. We don’t want to become different. We want to become better.


Does that apply only to products?

That’s one of three big errors.


And those are?

Error number one: people always think that innovation means we invariably end up with a new car. That might be the case, but it doesn’t have to be. Leaders in innovation go about it in extremely nuanced ways. In addition to technologies and products, they also deal intensively with processes, services, customer interfaces, partnerships, and even business models. That brings us to error number two: Does what I do always have to be new, unique, and revolutionary? By no means. Both the “prime mover” and the “fast follower” can be very successful. Porsche did not invent the SUV. But we made a Porsche out of it.


And error number three?

A continuous improvement process would already be innovative enough. We are making everything a little faster, more lightweight, and more economical. I think we also need to have the courage to question the fundamentals. Without that, we wouldn’t have the Porsche Mission E right now.


When it comes to innovation, to what extent are you driving or being driven?

Porsche is the driving force behind the culture of individual sports cars. Period. But we’re not blind. Our innovations should also help to protect us against potential attacks by new players.


Are you afraid of a Google Porsche?

I have respect for the immense culture of ideas and learning at companies like Google. We can really learn from them. A fully connected, self-driving car, for example, can only be made in close cooperation with companies from the IT and communications sectors. What concerns me most is the power of those companies to attract new talent. The war for talent is tougher than ever before. To compete in recruiting new talent we have to offer much more in the way of opportunities and freedom to innovate. We need a culture in which we say “OK, give it a try” more often than “No, that won’t work!” And we have to stop viewing failure as a stigma, but instead see it as an ingredient in the recipe for success.


The Digital Future of Porsche

Digitization is ushering in an automotive renaissance, and making the car a central element of our digital lifestyle,” says Thilo Koslowski.

In order to become a leading provider of digital mobility solutions in the high-end sector, Porsche has now founded a new company, Porsche Digital GmbH. Its managing director will be Thilo Koslowski, an expert in the automotive and online technology industries. Koslowski has recently come to Porsche from Gartner, a U.S.-based information technology research and advisory company.

Dr. Wolfgang Porsche, chairman of the Supervisory Board of Dr. Ing. h.c. F. Porsche AG, emphasizes, “Our Digital GmbH will strengthen the brand, develop innovative customer experiences, and acquire new partners. We are combining the traditional Porsche spirit with the power of new technologies.” Porsche Digital GmbH also sees itself as an interface between Porsche and innovators worldwide. This applies especially to the fields of connectivity, smart mobility, and autonomous driving. And it includes the search for suitable partners with respect to the digitization transformation underway at Porsche, the definition of a digital ecosystem, and worldwide trend-scouting. Participation in venture capital funds and start-ups will generate interfaces and synergies with innovative and high-growth companies and new technologies.

Founding this subsidiary is just one element of a large-scale innovation campaign at Porsche. The headquarters of Porsche Digital GmbH will be in Ludwigsburg, near Stuttgart, with additional locations opening soon in Berlin, Silicon Valley, and China.

Oliver Blume

Oliver Blume, born in 1968 in Braunschweig, Germany, became chairman of the Executive Board of Dr. Ing. h.c. F. Porsche AG in October 2015. He had previously been a member of the Executive Board for Production and Logistics. He got his start in the Volkswagen Group, working for Audi and Seat, and was the head of production planning for the Volkswagen brand.

source: Porsche

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