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THE PERFECT ENTRY-LEVEL PORSCHE - article



Pablo Deferrari

Friday, July 31, 2015











A revolutionary creation from the house of Porsche is about to challenge

the way you think about the Marque.



It repeats history by following the principles Porsche was founded on - it

also redefines them. Provocative by nature, it shocks purists yet invites

them with its benevolent appearance and familiar charm.



How it seamlessly blends efficiency and performance is a work of art; that

its economical nature belies such sporting pedigree is a work of genius.



So, what exactly is it?



"I wanted to design a car young people could afford." Dr. Ferry Porsche's

concept wasn't as simple as it seemed. To fulfill this abstract, Porsche was

to create a car that's inexpensive to manufacture, economical to service,

maintain and run without compromising on the pleasures of ownership or

driving experience. The outcome was to bring a new kind of clientele into

the family that starts off with this entry-level car and eventually explores

Porsche's more exclusive models.



The criterion was simple. This sports car would be small, light and energy

efficient - precisely what Ferry had in mind when creating 356/1 in 1948. It

would also be far more refined, possessing predictable manners that

pleasantly surprises the more experienced while flattering those less so.

Practicality, durability and reliability are a given.



Like its forbear, it would hum to the beat of four cylinders. The exterior

design would be timeless - not exactly breath-taking at first gaze, but

certainly an aesthetic promising to look fresh and transcend fads.

Configured as a 2+2, the commodious interior and generous amount of

luggage space defies the stereotypes of sporting cars as we know them.



The break in tradition lies under the skin.



The cylinders would be in-line, water-cooled and live at the front of the

car, separated from the gearbox that lives at the opposite end. This

configuration makes for near-perfect weight distribution between the front

and rear of the car, 52 percent and 48 percent, respectively.



The engine and gearbox are connected by a rigid torque tube that houses

the driveshaft and forms the spine of the car, adding strength to the

chassis - a benefit in the event of a front- or rear-end shunt. This tidy

drivetrain package simplified the manufacturing process, too. Once

subframes, suspension pieces and other assemblies were attached to it,

the entire unit could be bolted directly to the chassis.



Wherever possible, components made by Volkswagen and Audi are used.

This strategy has proven itself in the past, and although those who have

conveniently forgotten this bit of history may scoff at the notion, by no

means does it detract from the car's pedigree.



At first glance, the resemblance to its ancestors is subtle. The swoop of

the tail, a nose without an opening, a smooth body unspoilt by frivolous

bits and aggressive aerodynamic aids, the gentle curves of the sides that

elegantly disappear as the eye follows them downward. There's no

mistaking whence it came.











Its wind-tunnel-perfected shape promises low drag and wind resistance.

The sloping hood and subtle chin spoiler ensure that the front gets sucked

to the ground at speed as it quietly cuts through air that rolls off the raised

tail. With its well-distributed mass, low weight and hunkered-down stance,

cross winds and high speeds do little to disturb its stability.



Moving in, you sit low. The 911-type seats embrace your form, promising

comfort in a journey and firmness in a spirited jaunt. Everything you need

is within reach. The gearlever is a wrist's flick away from the low-slung

steering wheel, while the pedals hang directly in front of your feet.



Looking over your shoulder, you realize the potential amount of space

available with the seats folded down - you and your significant other could

lie down back there and stare at the stars. Did Zuffenhausen's designers

subliminally encourage romance?



Oil pressure, clock and voltmeter placed directly above the gearshift lend

an air of racing pedigree. The speedometer's a comfortable glance down.

To its left lies a combination of fuel and temperature gauges flanked by

warning lights, and on its right is the tachometer with its eccentrically

placed increments putting redline directly top and center.



If the conical covers over the gauges seem like a stylistic move, they're

not - they were designed to reduce glare. Not a single element in the

cockpit escapes Porsche's attention to detail. Everything has a purpose.



Porsche does have a whimsical side, however, and nothing demonstrates

this more than the colors it chose to clothe this pragmatic goodness.

Shades from the primary color chart like green, blue, red and yellow give

this Porsche a cheery persona, while others like black, brown, white and

metallics accentuate its sophistication. Some of the interior fabrics paying

homage to Op-Art, Berbers and Tartans proclaim its individuality and

further separate it from the humdrum.



Design and engineering are but two of the qualities that Zuffenhausen

infuses on this little wedge, and it's the end result that proves this

Porsche's mettle.



To better understand just how good the performance of this little car is, a

comparison with a contemporary 911 is in order. You'll wonder how

Porsche has managed to do so much with so little.



-Its top speed is a mere 5 mph short of the 911.



-It's a nip more than one second slower from naught to 62 mph and

lagged 2.3 seconds behind in the quarter-mile dash.



-On contemporary tires, it pulled 0.87g of lateral acceleration on a

skidpad, exactly the same as the 911.



-Despite having two fewer cylinders, being short 700cc, and down 40

horsepower and 55 pound-feet of torque, it can still give the 911 a run for

its money.



-Even more impressive is its ability to sip fuel. During city driving it gets

17-20 mpg, 42 mpg at a steady 56 mph, while the lead-footed will be

pleasantly surprised to see it can achieve nearly 35 mpg at 75 mph.











The media reports helped to further bolster its image swaying the

undecided and the skeptics alike in its favor.



In an issue of Motor Trend, one journalist was impressed by the solid feel

of the shifter, praising the gear changes, describing them as positive and

sure. He commented on its excellent and neutral handling when pushed

hard around curves, and how its acceleration is deceptively strong

"moving out quicker than you think," easing into higher speeds, where it

feels relaxed. The car had him sold.



Autoweek observed how its smart colors and shape "easily stopped traffic

wherever the car was taken, from Sunset Boulevard to Big Sur." A few

groaned about the harsh ride that took sinkholes in stride but twitched

rolling over a pebble. In its defense, Michael Jordan, in an issue of Car and

Driver, acknowledged this reaction but offered how the "harsh ride

disappeared and became a tenacious roadholding."



What may be considered perhaps the ultimate trial and testament of this

Porsche's pedigree came with three grueling journeys across the globe.

The first, an homage to Jules Verne's "Around the world in 80 Days,"

involved traversing five continents totaling more than 13,864 miles. The

trip was done in 28 days without incident.



Then, a group of journalists had a go running up and down the Brenner

Autobahn at high speeds for 100 hours averaging nearly 72 mph and 28

miles per gallon.



The third jaunt would go down in the record books - a trip from the

northern-most town on Earth, Hammerfest, Norway to the southern-most

town, Ushuaia, Argentina, piling nearly 20,000 miles in two months onto

the same car used in the previous two expeditions. The only mechanical

failure was a broken shock absorber.



Yes, Porsche had made Black Forest gateau from a bucket of sand and

water.



By now, one of two conclusions may have been drawn. Either you thought

this might be a new addition to Porsche's growing family, or the ninth

paragraph confirmed the whiff you got by the seventh that this isn't a new

model at all - it's the 924.











The paragraphs above could fit nicely in any modern car's brochure. Few,

however, would venture to even entertain the thought that they, in fact,

describe a car created nearly 40 years ago. 40.



This little car embodies Porsche's old-world traditions and methods of

design, engineering and manufacturing. The 924 wasn't just some mass-

produced "Volks-Porsche," this was a car that was largely hand-built by

craftsmen who welded sheet metal, brazed seams and sanded any

irregularities on the finished body by hand.



Few will realize that hand-sewing upholstery and hand-assembly of

engines and gearboxes wasn't limited to the 911 or the 928 that

immediately followed. The 924 was borne of the same methods. There's a

reason why this car cost the equivalent of roughly $45,000 in today's

money; being entry level wasn't synonymous with being cheap. THE PERFECT ENTRY-LEVEL PORSCHEPablo DeferrariFriday, July 31, 2015A revolutionary creation from the house of Porsche is about to challengethe way you think about the Marque.It repeats history by following the principles Porsche was founded on - italso redefines them. Provocative by nature, it shocks purists yet invitesthem with its benevolent appearance and familiar charm.How it seamlessly blends efficiency and performance is a work of art; thatits economical nature belies such sporting pedigree is a work of genius.So, what exactly is it?"I wanted to design a car young people could afford." Dr. Ferry Porsche'sconcept wasn't as simple as it seemed. To fulfill this abstract, Porsche wasto create a car that's inexpensive to manufacture, economical to service,maintain and run without compromising on the pleasures of ownership ordriving experience. The outcome was to bring a new kind of clientele intothe family that starts off with this entry-level car and eventually exploresPorsche's more exclusive models.The criterion was simple. This sports car would be small, light and energyefficient - precisely what Ferry had in mind when creating 356/1 in 1948. Itwould also be far more refined, possessing predictable manners thatpleasantly surprises the more experienced while flattering those less so.Practicality, durability and reliability are a given.Like its forbear, it would hum to the beat of four cylinders. The exteriordesign would be timeless - not exactly breath-taking at first gaze, butcertainly an aesthetic promising to look fresh and transcend fads.Configured as a 2+2, the commodious interior and generous amount ofluggage space defies the stereotypes of sporting cars as we know them.The break in tradition lies under the skin.The cylinders would be in-line, water-cooled and live at the front of thecar, separated from the gearbox that lives at the opposite end. Thisconfiguration makes for near-perfect weight distribution between the frontand rear of the car, 52 percent and 48 percent, respectively.The engine and gearbox are connected by a rigid torque tube that housesthe driveshaft and forms the spine of the car, adding strength to thechassis - a benefit in the event of a front- or rear-end shunt. This tidydrivetrain package simplified the manufacturing process, too. Oncesubframes, suspension pieces and other assemblies were attached to it,the entire unit could be bolted directly to the chassis.Wherever possible, components made by Volkswagen and Audi are used.This strategy has proven itself in the past, and although those who haveconveniently forgotten this bit of history may scoff at the notion, by nomeans does it detract from the car's pedigree.At first glance, the resemblance to its ancestors is subtle. The swoop ofthe tail, a nose without an opening, a smooth body unspoilt by frivolousbits and aggressive aerodynamic aids, the gentle curves of the sides thatelegantly disappear as the eye follows them downward. There's nomistaking whence it came.Its wind-tunnel-perfected shape promises low drag and wind resistance.The sloping hood and subtle chin spoiler ensure that the front gets suckedto the ground at speed as it quietly cuts through air that rolls off the raisedtail. With its well-distributed mass, low weight and hunkered-down stance,cross winds and high speeds do little to disturb its stability.Moving in, you sit low. The 911-type seats embrace your form, promisingcomfort in a journey and firmness in a spirited jaunt. Everything you needis within reach. The gearlever is a wrist's flick away from the low-slungsteering wheel, while the pedals hang directly in front of your feet.Looking over your shoulder, you realize the potential amount of spaceavailable with the seats folded down - you and your significant other couldlie down back there and stare at the stars. Did Zuffenhausen's designerssubliminally encourage romance?Oil pressure, clock and voltmeter placed directly above the gearshift lendan air of racing pedigree. The speedometer's a comfortable glance down.To its left lies a combination of fuel and temperature gauges flanked bywarning lights, and on its right is the tachometer with its eccentricallyplaced increments putting redline directly top and center.If the conical covers over the gauges seem like a stylistic move, they'renot - they were designed to reduce glare. Not a single element in thecockpit escapes Porsche's attention to detail. Everything has a purpose.Porsche does have a whimsical side, however, and nothing demonstratesthis more than the colors it chose to clothe this pragmatic goodness.Shades from the primary color chart like green, blue, red and yellow givethis Porsche a cheery persona, while others like black, brown, white andmetallics accentuate its sophistication. Some of the interior fabrics payinghomage to Op-Art, Berbers and Tartans proclaim its individuality andfurther separate it from the humdrum.Design and engineering are but two of the qualities that Zuffenhauseninfuses on this little wedge, and it's the end result that proves thisPorsche's mettle.To better understand just how good the performance of this little car is, acomparison with a contemporary 911 is in order. You'll wonder howPorsche has managed to do so much with so little.-Its top speed is a mere 5 mph short of the 911.-It's a nip more than one second slower from naught to 62 mph andlagged 2.3 seconds behind in the quarter-mile dash.-On contemporary tires, it pulled 0.87g of lateral acceleration on askidpad, exactly the same as the 911.-Despite having two fewer cylinders, being short 700cc, and down 40horsepower and 55 pound-feet of torque, it can still give the 911 a run forits money.-Even more impressive is its ability to sip fuel. During city driving it gets17-20 mpg, 42 mpg at a steady 56 mph, while the lead-footed will bepleasantly surprised to see it can achieve nearly 35 mpg at 75 mph.The media reports helped to further bolster its image swaying theundecided and the skeptics alike in its favor.In an issue of Motor Trend, one journalist was impressed by the solid feelof the shifter, praising the gear changes, describing them as positive andsure. He commented on its excellent and neutral handling when pushedhard around curves, and how its acceleration is deceptively strong"moving out quicker than you think," easing into higher speeds, where itfeels relaxed. The car had him sold.Autoweek observed how its smart colors and shape "easily stopped trafficwherever the car was taken, from Sunset Boulevard to Big Sur." A fewgroaned about the harsh ride that took sinkholes in stride but twitchedrolling over a pebble. In its defense, Michael Jordan, in an issue of Car andDriver, acknowledged this reaction but offered how the "harsh ridedisappeared and became a tenacious roadholding."What may be considered perhaps the ultimate trial and testament of thisPorsche's pedigree came with three grueling journeys across the globe.The first, an homage to Jules Verne's "Around the world in 80 Days,"involved traversing five continents totaling more than 13,864 miles. Thetrip was done in 28 days without incident.Then, a group of journalists had a go running up and down the BrennerAutobahn at high speeds for 100 hours averaging nearly 72 mph and 28miles per gallon.The third jaunt would go down in the record books - a trip from thenorthern-most town on Earth, Hammerfest, Norway to the southern-mosttown, Ushuaia, Argentina, piling nearly 20,000 miles in two months ontothe same car used in the previous two expeditions. The only mechanicalfailure was a broken shock absorber.Yes, Porsche had made Black Forest gateau from a bucket of sand andwater.By now, one of two conclusions may have been drawn. Either you thoughtthis might be a new addition to Porsche's growing family, or the ninthparagraph confirmed the whiff you got by the seventh that this isn't a newmodel at all - it's the 924.The paragraphs above could fit nicely in any modern car's brochure. Few,however, would venture to even entertain the thought that they, in fact,describe a car created nearly 40 years ago. 40.This little car embodies Porsche's old-world traditions and methods ofdesign, engineering and manufacturing. The 924 wasn't just some mass-produced "Volks-Porsche," this was a car that was largely hand-built bycraftsmen who welded sheet metal, brazed seams and sanded anyirregularities on the finished body by hand.Few will realize that hand-sewing upholstery and hand-assembly ofengines and gearboxes wasn't limited to the 911 or the 928 thatimmediately followed. The 924 was borne of the same methods. There's areason why this car cost the equivalent of roughly $45,000 in today'smoney; being entry level wasn't synonymous with being cheap.

