Mark Phelan: Porsche keeping its power options open | Mark Phelan | Detroit Free Press | freep.com:
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The 2013 Porsche Cayenne diesel. Buoyed by the success of the Cayenne SUV, Porsche's U.S. dealers are clamoring for more diesels, a Porsche executive said. / Porsche photos
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The Porsche 918 Spyder hybrid is due next year and is to sell for $845,000.
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A diesel-powered version of the iconic 911 Carrera sports car is off the table -- probably -- but every other combination of current and future technologies is in play as Porsche gears up to meet upcoming fuel-economy and emissions limits in Europe, the U.S. and China.
"There's no one solution," Wolfgang Hatz, Porsche R&D chief, told me during the North American International Auto Show last month. "Our strategy must rely on more than one pillar."
Buoyed by the success of the Cayenne SUV, Porsche's U.S. dealers are clamoring for more diesels, he said. The Cayenne diesel that went on sale in September is quicker from 0-60 m.p.h. and uses 21% less fuel in the EPA combined city/highway test than a comparably equipped Cayenne with a gasoline V6 and automatic transmission. The diesel is the top-selling Cayenne model and could account for one third of the SUV's U.S. sales this year.
"We're going to enlarge our diesel portfolio in the United States," Hatz said. A diesel version of the smaller Macan SUV that goes on sale in the U.S. in the second quarter of 2014 is likely. A diesel version of the Panamera four-door car is possible.
Hatz is also bullish on the future of gasoline engines as turbochargers and other systems wring more power from smaller, more fuel-efficient power plants.
"The third pillar of our strategy is plug-in (hybrid) technology," Hatz said. "Pure electric vehicles are not the right solution," because of their limited range and long charging time, he said. "We believe strongly in plug-ins."
Porsche's first plug-in hybrid is the eagerly awaited 918 Spyder super car. Priced at $845,000, it promises a 3.1-second 0-60 m.p.h. time, a top speed of 198 m.p.h. and an electric range of 16 miles with a V8 engine for longer trips. The 918 Spyder should arrive in the U.S. early in 2014.
"Any new technology has to be fun to drive to be a long-term success," Hatz said. "It's all about maximizing efficiency without penalizing performance. A car's a big investment. It should be fun."
Porsche will continue to obsess on shaving every excess ounce from its vehicles to save fuel. It will also add stop-start to all its vehicles, and make wider use of the "sailing" feature that shuts the engine off when you're coasting on the road.
While Hatz focuses on reducing fuel consumption and emissions, a lot of car lovers are more concerned about whether Porsche will retain its identity now that it's part of the Volkswagen group.
Hatz, who has also worked at BMW, Fiat, Opel and VW, is unconcerned. Porsche's 4,000 R&D staff members are now free to concentrate on things that are unique to Porsche, like handling and performance, he said. "If the electronic control unit for the door locks is the same as on a Passat, that's fine.
"The 911 will always use a flat-six" engine, he said, underlining one of Porsche's longtime features.
Hatz cites the VW Touareg and Porsche Cayenne SUVs as an example of model differentiation within the group. "The platform is the same, but the driving experience and looks are completely different."
The Macan midsize SUV, which goes on sale in Europe late this year, will be even more distinct from the Audi Q5 it shares a platform with, he said.
Porsche's legendary tech center in Weissach, not far from its headquarters in Zuffenhausen, just outside Stuttgart, is one of the VW group's three R&D hubs. Weissach will be the center of development for sports cars and a rear-drive platform for big luxury cars like the Panamera.
Contact Mark Phelan: 313-222-6731 or atmmphelan@freepress.com.
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