MAY 29, 2024

The original - and still our favorite - Autoextremist logo. 

The AE Quote of the Century: Everybody loves The High-Octane Truth. Until they don't. -WG 

(Porsche images)

Porsche has significantly updated the latest generation of its iconic 911. The new 911 Carrera GTS (images shown) is the first road-legal 911 model to feature a lightweight, performance-focused hybrid powertrain, at the core of which is a newly developed engine displacing 3.6 liters. The new 911 Carrera GTS Coupe accelerates from 0 to 60 mph in 2.9 seconds – 0.3 seconds quicker than before – and on to a top track speed of 194 mph. The 911 Carrera has also been enhanced and will be available at launch powered by an updated version of the 3.0-liter twin-turbo boxer engine that is more powerful than before. In addition to their more powerful engines, the new 911 models feature new design, further improved aerodynamics, new colors, a fresh interior, enhanced standard equipment and more extensive connectivity. “We developed and tested various ideas and approaches to decide on a hybrid system that optimally suits the 911. The result is a unique powertrain that is well-integrated into the overall concept and enhances the performance significantly,” said Frank Moser, Vice-President of the 911 and 718 model lines.

A new, strengthened eight-speed dual-clutch transmission (PDK) with an integrated, permanently excited synchronous motor is part of the powertrain on the 911 Carrera GTS. It supplements the power of the boxer engine at idle with up to 110 lb.-ft. of torque and develops up to 40 kW. The 911 GTS also uses a newly developed, electrically driven turbocharger. An integrated electric motor, placed between the compressor wheel and the turbine wheel, speeds up the turbocharger very quickly to develop boost. This electric motor in the turbocharger also functions as a generator and can develop up to 11 kW using the exhaust gas stream. The electric turbocharger is not equipped with a wastegate and allows for the use of a single turbocharger compared to the two that were used previously while simultaneously improving throttle response and performance.

Both the electrically driven turbocharger as well as the electric motor housed in the transmission are paired with a light and compact high-voltage battery. Its size and weight are comparable to a conventional 12-volt AGM starter battery, but it can retain up to 1.9 kWh of energy (gross) and operates at 400 volts and is located under the front hood where the previous 12-volt battery was located. To optimize weight distribution, the 12-volt battery is a lightweight lithium-ion battery located behind the parcel shelf in the rear.

The heart of the T-Hybrid powertrain is a newly developed 3.6-liter boxer engine. Thanks to the high-voltage system, the compressor for the air conditioning system can be powered electrically, so there is no need for a belt drive, making the engine more compact. This provides for the room above the flat engine to house the pulse inverter and DC-DC converter. A bore increase to 97 millimeters and a stroke enlarged to 81 millimeters raise the displacement compared to previous 911 Carrera GTS models by 0.6 liters. The new engine features the camshaft adjustment system - VarioCam - and a valve control using roller rocker arms. It can retain the ideal combination of fuel and air (Lambda = 1) over the full range of engine speed.

By itself, the new boxer engine develops 357 kW (478HP) and 420 lb.-ft. of torque. The total system power is 398 kW (532HP) and 449 lb.-ft. The power increase compared to the previous 911 Carrera GTS models is 45 kW (59HP). When accelerating, the new 911 Carrera GTS outperforms its predecessor in particular when starting off from a standstill. The efficient, performance-focused hybrid achieves a heightened level of performance without the level of weight increase typically associated with conventional hybrid systems. The U.S. curb weight increase of the new 911 Carrera GTS Coupe compared to the predecessor is a moderate 103 lbs.

The standard 911 Carrera continues to be powered by a 3.0-liter twin-turbo boxer engine, which has been significantly updated. It is now equipped with the intercooler used in the 911 Turbo models, which is placed above the engine directly beneath the rear decklid grille. The turbochargers of the new 911 Carrera were adopted from the previous 911 Carrera GTS models. With these modifications, the new 911 Carrera now makes 290 kW (388HP) – 9HP up on the model it replaces – and up to 331 lb.-ft. of torque. The 911 Carrera Coupe can accelerate from 0 to 60 mph in 3.9 seconds (3.7 seconds with optional Sport Chrono Package) and reach at top track speed of 183 mph.

The suspension of the 911 Carrera GTS was extensively updated as well. For the first time, rear axle steering is included as standard equipment. It optimizes the stability of the vehicle at higher speeds while simultaneously reducing the turning circle. The optional roll-stabilization system Porsche Dynamic Chassis Control (PDCC) is integrated into the high-voltage system of the performance hybrid. This allows for the use of an electro-hydraulic control system, making the system even more flexible and precise. A standard sport suspension with adaptive dampers (PASM) and a ride height reduction of 10 millimeters compared to the standard 911 Carrera offer a driving experience characteristic of GTS models.

Porsche has enhanced the exterior design of the new 911, especially on the GTS model. A large part of these updates focuses on optimizing the aerodynamics and the performance of the sports car, including the new, model-specific front fascia. Furthermore, Porsche has integrated all of the light functions into the standard LED Matrix design headlights of the 911 with its characteristic four-point design. This allows for larger air intakes in the front fascia as the lights previously mounted in this area are now integrated into the headlights.

On the 911 Carrera GTS models, the front fascia incorporates five visible, vertically aligned active air flaps as well as a further flap which closes off the bypass on each side and is not visible from the exterior. They are complemented by adaptive front diffusors in the underbody, which are being used for the first time and work together with the cooling air flaps. These elements direct the air flow as needed: when little power is needed, closed air flaps optimize the aerodynamics of the car. When extracting high levels of power from the engine, for example on track, they funnel a high amount of air to the radiators. The sensors of the assistance systems are integrated into a high-gloss area below the front license plate mount.

The newly designed rear light band with “PORSCHE”-lettering enhances the impression of width and low stance of the car. A new rear decklid grille with five strakes per side forms a visible unit with the rear window and flows seamlessly into the automatically extending, variable rear spoiler. The rear license plate is mounted higher than before, and the rear fascia is simplified. Model-specific exhaust systems integrate elegantly into the pronounced diffusor fins. A sport exhaust system is optionally available for the 911 Carrera models, while the 911 Carrera GTS models are equipped with a GTS-specific sport exhaust system as standard.

For the first time, the 911 features a fully digital instrument cluster. The 12.6-inch curved display integrates into the new operating and display concept and can be extensively customized depending on the driver’s preference. It offers up to seven different display views, including an exclusive classic display based on the historic five tube design with a centrally positioned tachometer which has been a hallmark of the 911 from the start. (Editor's Note: There's much more, but we'll stop here. -WG)

The new 2025 911 Carrera is available to order now as a Coupe or Cabriolet with rear-wheel drive. Additionally, the 2025 911 Carrera GTS is also available as a rear and all-wheel drive model (911 Carrera GTS and 911 Carrera 4 GTS) in Coupe or Cabriolet form, and as a Targa variant (exclusively available with all-wheel drive). Both powertrains are fitted with PDK as standard. Deliveries of the new 2025 911 Carrera models to U.S. Porsche Centers are expected to start in the fall, and at the end of 2024 for the 911 Carrera GTS models. The current 911 Turbo, Turbo S and GT3 RS models will continue to be offered for the 2025 model year, with pricing unchanged for these variants. The full list of MSRPs for the 2025 Porsche 911 model range is listed below. MSRP does not include tax, title, registration, dealer charges or a $1,995 delivery, processing and handling fee. Editor-in-Chief's Note: Read 'em and weep. -PMD

• 2025 Porsche 911 Carrera: $120,100
• 2025 Porsche 911 Carrera Cabriolet: $133,400
• 2025 Porsche 911 Carrera GTS: $164,900
• 2025 Porsche 911 Carrera GTS Cabriolet: $178,200
• 2025 Porsche 911 Carrera 4 GTS: $172,700
• 2025 Porsche 911 Carrera 4 GTS Cabriolet: $186,000
• 2025 Porsche 911 Targa 4 GTS: $186,000
• 2025 Porsche 911 Turbo: $197,200
• 2025 Porsche 911 Turbo Cabriolet: $210,000
• 2025 Porsche 911 Turbo S: $230,400
• 2025 Porsche 911 Turbo S Cabriolet: $243,200
• 2025 Porsche 911 GT3 RS: $241,300

(Cadillac images)

Cadillac is calling the 2025 Cadillac OPTIQ "the electrifying new luxury entry point for the next generation of EV buyers," according to Cadillac PR minions, and "a reimagination of what entry to Cadillac luxury can be." It features: a Cadillac-estimated 300 miles of range; Standard dual motor all-wheel drive; Standard Super Cruise (3-year connected service); A 33-inch diagonal advanced LED display with 9k resolution; segment-best in cargo capacity and second-row spaciousness. OPTIQ will offer two distinctive trims — Luxury and Sport — and pricing starts at an estimated $54,000, including destination charges but excluding tax, title, license and dealer fees. (Dealer sets final price.) Production of OPTIQ will begin late this fall.

(Honda images)

Honda has tweaked its 2025 Honda Civic, adding "more style, more tech and with the available two-motor hybrid powertrain, a lot more power," according to Honda PR minions. Positioned at the top of the lineup and expected to receive an EPA combined fuel economy rating nearing 50 mpg, the new Civic hybrid will be offered as either a sedan or hatchback, and will be available in four trim levels, starting with LX (sedan only) and Sport, and topped by the hybrid-powered Sport Hybrid and Sport Touring Hybrid. With an anticipated combined 200HP and 232 lb.-ft. of torque, the new Civic hybrid-electric powered trims are the most powerful non-Type R Civics ever, resulting in performance that's even quicker than the outgoing 1.5L turbo-powered Civic. The Honda two-motor hybrid system is optimized for the Civic to deliver a sporty driving experience, with the refined Honda two-motor hybrid-electric power unit featuring two large and powerful electric motors. In addition, the new Civic hybrids have four levels of regenerative-braking deceleration available through selector paddles on the steering wheel. The multiple levels provide a wide range of control during deceleration. The 2025 Civic sedan will begin arriving at Honda dealers next month, while the Civic hatchback will arrive later this summer.

(Porsche)

Editor-in-Chief's Note: Bend over Porsche faithful, those unabashed Merchants of Greed have released the latest updates to their Cayenne lineup for 2025. The big news - in their minds at least - is the addition of GTS SUV and GTS Coupe models to the fold. Powered by 493HP twin-turbo V8s, these will definitely get you to the pickleball club on time. But to us, the even bigger news was not only the pricing, but the sheer number of Cayenne models available for the fat-wallet set. Take a look at the Cayenne lineup - and the prices - below:

• Cayenne: $84,700
• Cayenne E-Hybrid: $97,200
• Cayenne S: $101,600
• Cayenne S E-Hybrid: $105,100
• Cayenne GTS: $124,900
• Cayenne Turbo E-Hybrid: $157,000
• Cayenne Coupe: $89,800
• Cayenne E-Hybrid Coupe: $101,200
• Cayenne S Coupe: $108,000
• Cayenne S E-Hybrid Coupe: $110,400
• Cayenne GTS Coupe: $129,500
• Cayenne Turbo E-Hybrid Coupe: $161,500
• Cayenne Turbo GT: $203,800

Are we shocked? No, of course not. This is Porsche after all. Thirteen different Cayenne models are offered. Thirteen. All designed to extract as much ca$h-ola as possible from the boys and girls who just need their own piece of the Porsche crest. It's truly pathetic. And for those who just gotta have a Turbo GT? It costs a lot to be the Biggest Tool in the shed, doesn't it? -PMD

A CELEBRATION OF 25 YEARS

Take a few deep breaths now and quiet your mind, as we travel back in time to that Wednesday morning in June of 1999 and the way it all began...

Detroit, June 1st.

The Bare-Knuckled, Unvarnished, High-Octane Truth.

You've come here for a reason. You're either curious, bored, or in some internet-fueled haze that's taken over your body and turned you into a quivering jellyfish that has lost all concept of time and space. Well, for whatever the reason, welcome. I'm not going to sit here and make promises about what autoextremist.com will or won't do for you. I will say, however, that you will not read anything like it when it comes to the weird world of automobiles, because the people here are the most committed automotive enthusiasts in the world. So much so, that we operate in a dimension that other so-called "car people" find bewildering and even frightening. The Truth will do that to people. Especially in Detroit, which is one of the strangest places on earth. This place is dominated by the automobile companies. Ford in Dearborn. DaimlerChrysler in Auburn Hills. And of course General Motors, who appropriately enough, has taken over the monolithic Renaissance Center on the Detroit river. And we mean dominated. People outside of this city can't comprehend how dominant and pervasive the automobile business is in this town. It is stifling. Oppressive. Demented. And flat-out crazy. Executive changes merit front page space in the daily newspapers and lead stories on the local TV news. It is beyond being a "company town." It is a company philosophy. A company social structure. Company clubs. Company communities. Company morality. And of course, company cars. And it isn't just the car companies themselves. It's the multi-billion-dollar juggernaut suppliers like the Lear Corporation, all the way down to the guy who knew how to work a lathe pretty well, who is now knocking down a million a year out of some skanky building in Madison Heights. Yup, it's crazy alright. Which brings me to our lead story for autoextremist.com No. 1.... 

"Welcome to autoextremist.com. It's gonna be one helluva ride."

And so our first Rant came to a close on June 1, 1999. Seems like only yesterday...Hold it right there! That is a lie. It actually seems like a lifetime ago, and in many ways, it was. So much unbelievable shit has gone down over the last 25 years that if I hadn't lived every minute of it, I would think I must be trapped in some crazy dream (nightmare?). Why me, why then, why now - yes, indeed, why still now? I'm still here because I still love cars (from my '68 Camaro to my '57 Jag to my '76 2002, and everything in between - and yes, I wish I had kept more than just a few of them). Although I must admit, it has become more and more difficult to finds those moments of pure automotive joy, and to say you love cars is now viewed by some as sheer lunacy or worse, just plain E-V-I-L. So there's that. These are particularly frustrating times, to be sure. But onward we go at Autoextremist. I still believe in the power of words, and their ability to make us think and feel and sometimes even change things. I am bittersweet as this June 1st approaches (the inexorable march of time and all that), but like Peter, I remain undaunted. Basically, we HAD to do Autoextremist.com. Peter HAD to get out there and say what no one else wants to say - and more important, say what very, very few people want to hear. From Day One, AE has been about a whole new idea in cars and car advertising and car executives and car design. It's called the Truth (what a concept!). The past 25 years have made me more than a bit partial to The High-Octane Truth. So with a special shout-out to my five fans, thanks for sticking with us, thanks for reading, and most important, thanks for sharing your passion and enthusiasm for the automobile. -WG

AE Words & Phrases. We've become known for words & phrases over the years (for better or worse) and we thought we'd remind you of a few of them... 
"The Tubes" 
"The Answer to the Question that Absolutely No One is Asking" 
"Shiny, happy, flatulence-powered balsa wood smiley cars" 
"The Green Horde" 
"Heaping, steaming bowl of Not Good" 
"The Rick" 
"Maximum Bob" 
"Dead car company walking" 
"Minimum Bob" 
"The Ghosnster" 
"The Jimbotron" 
"Klinkian nightmare" 
"The Trifecta of Not Good" 
"Halle-frickin-luja" 
"Starbucks Nation of Zombie Consumers" 
"Finger-snap Environmentalists" 
"Anti-car, anti-Detroit intelligentsia" 
"Queen LaGreena" 
"It's all over but the hand-wringing" 
"The Product is, was, and always will be King" 
"Bush League Bullshit" 
"Unmitigated Bullshit" 
"Racertainment" 
"Chrome-plated pitchforks" 
"Mo-faux" 
"Go Big or Go Home" 
"The more you know the more you just never know" (Dr. Bud). 
"Fu-King Motors" 
"Captain Queeg"
"Prosciutto-encrusted T-bone"
"Espresso-swilling minions"
"Accidental tourist of a CEO"
"Swinging dickism"
"The Soy-Based Chlorophyll-Specked Self-Driving Module"
"Keyboard-stained wretches"
"From the 'Sergeant Schultz 'I Know Nothing' File'" 
"Olivier 'I'm a genius, just ask me' Francois." 
"Unctuous Prick University"
And of course, "notgonnahappen.com"

 

We have had a few fearless advertisers over the past 25 years, and we always made sure everyone knew what they were getting into by aligning with The High-Octane Truth...    

No free hunting trips to Wales. No bought-and-paid-for content "acceptable" to the auto manufacturers. No PR puff pieces lauding a convicted hack and his mediocre automotive career. No wishy-washy reviews. Just the bare-knuckled, unvarnished, high-octane truth about anything and everything to do with the car business. From the cars themselves, to the companies and the people who design, build and market them, Autoextremist.com is everything you wanted to read about the business of cars. We say the things that the others don't have the balls to say, and we do it with a relentless ferocity and an uncanny accuracy that resonate throughout the industry.

The AE Song of the Week:

I have climbed the highest mountains
I have run through the fields
Only to be with you
Only to be with you

I have run, I have crawled
I have scaled these city walls
These city walls
Only to be with you

But I still haven't found
What I'm looking for
But I still haven't found
What I'm looking for

I have kissed honey lips
Felt the healing in her fingertips
It burned like fire
This burning desire

I have spoke with the tongue of angels
I have held the hand of a devil
It was warm in the night
I was cold as a stone

But I still haven't found
What I'm looking for
But I still haven't found
What I'm looking for

I believe in the Kingdom Come
Then all the colors will bleed into one
Bleed into one
But yes, I'm still running

You broke the bonds
And you loosed the chains
Carried the cross of my shame, of my shame
You know I believe it

But I still haven't found
What I'm looking for
But I still haven't found
What I'm looking for

But I still haven't found
What I'm looking for
But I still haven't found
What I'm looking for

 

"I Still Haven't Found What I'm Looking For" by U2, from the album "The Joshua Tree" (1987)*. Written by Adam Clayton, Dave Evans, Larry Mullen and Paul David Hewson. Publisher: Universal Music Publishing Group. Lyrics licensed and provided by LyricFind. Watch the Original Music Video here. 

*The lyrics could refer to a search for spiritual enlightenment or a search for love. In an interview with Rolling Stone magazine, Bono said the song was "an anthem of doubt more than faith." The Edge came up with the title and melody, and Bono wrote lyrics around it. The song was influenced by gospel music. Bono wanted The Joshua Tree to explore various forms of American music they had encountered while touring there. The album's co-producer, Daniel Lanois, said he nudged Bono in the gospel direction on tracks like this one. He explained in the TV documentary Classic Albums: U2 The Joshua Tree: "I've always liked gospel music and I encouraged Bono to take it to that place. It was a very non-U2 thing to do at the time, to go up the street of gospel. I think it opened a door for them, to experiment with that territory... He's singing at the top of his range and there is something very compelling about somebody pushing themselves. It's like hearing Aretha Franklin almost. It jumps on you and you can't help but feel the feeling." Bono has written a variety of "spiritual" songs. This one makes distinct references to Jesus: "I believe in the kingdom... you broke the bonds and you loosed the chains" he is acknowledging salvation and yet he still hasn't found what he is looking for. This need for deeper fulfillment and futile search corresponds to a setback in the cycle of faith. The setback of Inferiority is followed by Confusion. Rather than getting back onto the path towards a better faith, another setback occurs. The frustration of the first setback grows, causing confusion and a distorted perspective. The Edge (Q Magazine, December 1998): "We were listening to some gospel during The Joshua Tree sessions - I remember The Mighty Clouds and the Reverend Cleveland and The Staple Singers. The original was more loose, almost Jamaican. Bono hit on the melody and I had the title in a notebook. At first, no one took it that seriously because it sounded so unlike anything we'd ever done and it didn't gel until the mix, but when it was finished, we all realized that we had something special." (Knowledge courtesy of Songfacts.com)

Editor's Note: You can access previous issues of AE by clicking on "Next 1 Entries" below. - WG