Porsche 944 - Revision history

Red marquis at 06:58, 5 November 2010

2010-11-05T06:58:48Z

← Older revision		Revision as of 06:58, 5 November 2010
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	\|- style="vertical-align:top; background:#f0f0f0;"		\|- style="vertical-align:top; background:#f0f0f0;"
	\| Production		\| Production
	\| 1982-1992		\| 1982-1992<br>163,192 units total
	\|- style="vertical-align:top;"		\|- style="vertical-align:top;"
	\| Class		\| Class

67.160.136.194: /* Pre-1985 - The Early Years */

2008-09-18T17:55:00Z

Pre-1985 - The Early Years

← Older revision		Revision as of 17:55, 18 September 2008
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	Interior-wise, very few changes were made over the 924 - the square dashboard was retained, however new fabric colours and leather options were available. Interior noise was greatly reduced over the 924, mainly by adding more sound proofing but also by Porsche choosing to change the engine mounts.		Interior-wise, very few changes were made over the 924 - the square dashboard was retained, however new fabric colours and leather options were available. Interior noise was greatly reduced over the 924, mainly by adding more sound proofing but also by Porsche choosing to change the engine mounts.

	The engine itself, although not quite living up to the rife rumours of a V6, was ~~a flat~~-~~four~~ plant, in essence half of the Porsche 928's V8 powerplant. Particular attention was given to refinement - one of the Porsche 924's great bugbears. A breakthrough came in the form of TOP - Thermally Optimised Porsche. This was a study by the company in 1980 to find the optimum conditions for the compression ratio, air and fuel mixture, cylinder head design and ignition timing, and the 944's 2.5 litre engine was the first Porsche engine to benefit from the research. As mentioned above, the engine mounts were changed in the name of refinement, to a softer fully synthetic material, more suited to the absorption of engine-based vibrations. Overall power output of the engine was 163BHP for the European market car, and 143BHP for the USA market car. A boast for the engine was the then-remarkable 12,000 mile service intervals.		The engine itself, although not quite living up to the rife rumours of a V6, was an inline four-cylinder plant, in essence half of the Porsche 928's V8 powerplant. Particular attention was given to refinement - one of the Porsche 924's great bugbears. A breakthrough came in the form of TOP - Thermally Optimised Porsche. This was a study by the company in 1980 to find the optimum conditions for the compression ratio, air and fuel mixture, cylinder head design and ignition timing, and the 944's 2.5 litre engine was the first Porsche engine to benefit from the research. As mentioned above, the engine mounts were changed in the name of refinement, to a softer fully synthetic material, more suited to the absorption of engine-based vibrations. Overall power output of the engine was 163BHP for the European market car, and 143BHP for the USA market car. A boast for the engine was the then-remarkable 12,000 mile service intervals.
	[[image:Porsche_944_Lux.jpg\|thumb\|The Porsche 944 Lux]]		[[image:Porsche_944_Lux.jpg\|thumb\|The Porsche 944 Lux]]

	===1985-1988===		===1985-1988===

88.109.216.121 at 16:15, 3 June 2008

2008-06-03T16:15:39Z

← Older revision		Revision as of 16:15, 3 June 2008
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	The most significant change arrived in the form of a completely new interior design, dominated by a smooth, sweeping oval dashboard. This severed all ties with the 924, and completed the move upmarket for the 944. The new dash design improved ventilation and front leg room - something that was limited by the now-dated square dash design. The dash provided improved ergonomics for the instruments, with all useful components placed either above the gearstick or on the strip running across the dash, moving the buttons to within an arm's stretch from the driver.		The most significant change arrived in the form of a completely new interior design, dominated by a smooth, sweeping oval dashboard. This severed all ties with the 924, and completed the move upmarket for the 944. The new dash design improved ventilation and front leg room - something that was limited by the now-dated square dash design. The dash provided improved ergonomics for the instruments, with all useful components placed either above the gearstick or on the strip running across the dash, moving the buttons to within an arm's stretch from the driver.

	For 1986, the 'Lux' coupe was thrown out of the limelight by the new 944 Turbo - a 'wonderfully refined product' as period press branded it. The Turbo featured a 220BHP 2.5 litre four-cylinder engine, essentially a turbocharged standard unit but with strengthened internals to cope with the onslaught of power. Other major differences over the 944 coupe was the clean, smooth bumpered look at the front end, larger brakes, wider 'Telephone Dial' alloys and a price which was identical to that of a 911 Carrera. Although the car was a super performer (0-~~62kmh~~ in 5.5 secs), the buyers stayed away - mainly due to the the fact that the 'superior' 911 was the same price. Included in that price were masses of standard equipment, Recaro designed sports seats, a new, four spoke 'Lozenge' steering wheel. The model also brought revised doorcards and a distinctive rear underspoiler to the fray.		For 1986, the 'Lux' coupe was thrown out of the limelight by the new 944 Turbo - a 'wonderfully refined product' as period press branded it. The Turbo featured a 220BHP 2.5 litre four-cylinder engine, essentially a turbocharged standard unit but with strengthened internals to cope with the onslaught of power. Other major differences over the 944 coupe was the clean, smooth bumpered look at the front end, larger brakes, wider 'Telephone Dial' alloys and a price which was identical to that of a 911 Carrera. Although the car was a super performer (0-62mph in 5.5 secs), the buyers stayed away - mainly due to the the fact that the 'superior' 911 was the same price. Included in that price were masses of standard equipment, Recaro designed sports seats, a new, four spoke 'Lozenge' steering wheel. The model also brought revised doorcards and a distinctive rear underspoiler to the fray.

	Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine. It's performance specs placed it right inbetween the 8 valved models, NA and turbo'ed respectively. It provided a smoother delivery of it's power then the Turbo , which could be a handsfull at the moment where boost would kick in.		Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine. It's performance specs placed it right inbetween the 8 valved models, NA and turbo'ed respectively. It provided a smoother delivery of it's power then the Turbo , which could be a handsfull at the moment where boost would kick in.

84.197.250.150: /* 1985-1988 */

2008-04-13T16:05:44Z

1985-1988

← Older revision		Revision as of 16:05, 13 April 2008
Line 83:		Line 83:
	For 1986, the 'Lux' coupe was thrown out of the limelight by the new 944 Turbo - a 'wonderfully refined product' as period press branded it. The Turbo featured a 220BHP 2.5 litre four-cylinder engine, essentially a turbocharged standard unit but with strengthened internals to cope with the onslaught of power. Other major differences over the 944 coupe was the clean, smooth bumpered look at the front end, larger brakes, wider 'Telephone Dial' alloys and a price which was identical to that of a 911 Carrera. Although the car was a super performer (0-62kmh in 5.5 secs), the buyers stayed away - mainly due to the the fact that the 'superior' 911 was the same price. Included in that price were masses of standard equipment, Recaro designed sports seats, a new, four spoke 'Lozenge' steering wheel. The model also brought revised doorcards and a distinctive rear underspoiler to the fray.		For 1986, the 'Lux' coupe was thrown out of the limelight by the new 944 Turbo - a 'wonderfully refined product' as period press branded it. The Turbo featured a 220BHP 2.5 litre four-cylinder engine, essentially a turbocharged standard unit but with strengthened internals to cope with the onslaught of power. Other major differences over the 944 coupe was the clean, smooth bumpered look at the front end, larger brakes, wider 'Telephone Dial' alloys and a price which was identical to that of a 911 Carrera. Although the car was a super performer (0-62kmh in 5.5 secs), the buyers stayed away - mainly due to the the fact that the 'superior' 911 was the same price. Included in that price were masses of standard equipment, Recaro designed sports seats, a new, four spoke 'Lozenge' steering wheel. The model also brought revised doorcards and a distinctive rear underspoiler to the fray.

	Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine.		Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine. It's performance specs placed it right inbetween the 8 valved models, NA and turbo'ed respectively. It provided a smoother delivery of it's power then the Turbo , which could be a handsfull at the moment where boost would kick in.

	A 2.7 litre 8 valve engine (a bored-out 2.5) was offered to European markets only, it retained the same horse power as the 2.5, but had slightly increased torque. There were some reports that this 2.7 initially had some reliability issues, and as it was least produced of all naturally aspirated 8 valve engines, the unique engine parts, such as the cyllinderhead are more sought after and as such more expensive.		A 2.7 litre 8 valve engine (a bored-out 2.5) was offered to European markets only, it retained the same horse power as the 2.5, but had slightly increased torque. There were some reports that this 2.7 initially had some reliability issues, and as it was least produced of all naturally aspirated 8 valve engines, the unique engine parts, such as the cyllinderhead are more sought after and as such more expensive.

84.197.250.150: /* 1985-1988 */

2008-04-13T16:03:40Z

1985-1988

← Older revision		Revision as of 16:03, 13 April 2008
Line 85:		Line 85:
	Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine.		Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine.

	A 2.7 litre 8 valve engine (a bored-out 2.5) was offered to European markets only, it retained the same horse power as the 2.5, but had slightly increased torque. There were some reports that this 2.7 initially had some reliability issues, and as it was least produced of all naturally aspirated 8 valve engines, the unique engine parts, such as the ~~head and crank is~~ more sought after and as such more expensive.		A 2.7 litre 8 valve engine (a bored-out 2.5) was offered to European markets only, it retained the same horse power as the 2.5, but had slightly increased torque. There were some reports that this 2.7 initially had some reliability issues, and as it was least produced of all naturally aspirated 8 valve engines, the unique engine parts, such as the cyllinderhead are more sought after and as such more expensive.

	But the 944 was beginning to face the same fate as its predecessor - Porsche had not advanced to model quick enough to keep up with competition, and the car was very expensive for what it was, Porsche or not. Sales began to fall in 1987, and even with some sparkling limited editions in various markets, along with the new 8v 2.7 engine, the slide proved unstoppable for the 944. A severe change was planned for the 1990s.		But the 944 was beginning to face the same fate as its predecessor - Porsche had not advanced to model quick enough to keep up with competition, and the car was very expensive for what it was, Porsche or not. Sales began to fall in 1987, and even with some sparkling limited editions in various markets, along with the new 8v 2.7 engine, the slide proved unstoppable for the 944. A severe change was planned for the 1990s.

84.197.250.150: /* 1985-1988 */

2008-04-13T16:02:30Z

1985-1988

← Older revision		Revision as of 16:02, 13 April 2008
Line 83:		Line 83:
	For 1986, the 'Lux' coupe was thrown out of the limelight by the new 944 Turbo - a 'wonderfully refined product' as period press branded it. The Turbo featured a 220BHP 2.5 litre four-cylinder engine, essentially a turbocharged standard unit but with strengthened internals to cope with the onslaught of power. Other major differences over the 944 coupe was the clean, smooth bumpered look at the front end, larger brakes, wider 'Telephone Dial' alloys and a price which was identical to that of a 911 Carrera. Although the car was a super performer (0-62kmh in 5.5 secs), the buyers stayed away - mainly due to the the fact that the 'superior' 911 was the same price. Included in that price were masses of standard equipment, Recaro designed sports seats, a new, four spoke 'Lozenge' steering wheel. The model also brought revised doorcards and a distinctive rear underspoiler to the fray.		For 1986, the 'Lux' coupe was thrown out of the limelight by the new 944 Turbo - a 'wonderfully refined product' as period press branded it. The Turbo featured a 220BHP 2.5 litre four-cylinder engine, essentially a turbocharged standard unit but with strengthened internals to cope with the onslaught of power. Other major differences over the 944 coupe was the clean, smooth bumpered look at the front end, larger brakes, wider 'Telephone Dial' alloys and a price which was identical to that of a 911 Carrera. Although the car was a super performer (0-62kmh in 5.5 secs), the buyers stayed away - mainly due to the the fact that the 'superior' 911 was the same price. Included in that price were masses of standard equipment, Recaro designed sports seats, a new, four spoke 'Lozenge' steering wheel. The model also brought revised doorcards and a distinctive rear underspoiler to the fray.

	Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine~~. A 2.7 litre engine (a bored-out 2.5) was offered to European markets only~~.		Later in 1986, the 944 S arrived, updating the 944 range with a 16-valve 2.5 litre engine.

	But the 944 was beginning to face the same fate as its predecessor - Porsche had not advanced to model quick enough to keep up with competition, and the car was very expensive for what it was, Porsche or not. Sales began to fall in 1987, and even with some sparkling limited editions in various markets, along with the new 2.7 engine, the slide proved unstoppable for the 944. A severe change was planned for the 1990s.		A 2.7 litre 8 valve engine (a bored-out 2.5) was offered to European markets only, it retained the same horse power as the 2.5, but had slightly increased torque. There were some reports that this 2.7 initially had some reliability issues, and as it was least produced of all naturally aspirated 8 valve engines, the unique engine parts, such as the head and crank is more sought after and as such more expensive.

			But the 944 was beginning to face the same fate as its predecessor - Porsche had not advanced to model quick enough to keep up with competition, and the car was very expensive for what it was, Porsche or not. Sales began to fall in 1987, and even with some sparkling limited editions in various markets, along with the new 8v 2.7 engine, the slide proved unstoppable for the 944. A severe change was planned for the 1990s.

	===1988-1992=== [[image:Porsche_944_Turbo.jpg\|thumb\|The Porsche 944 Turbo]]		===1988-1992=== [[image:Porsche_944_Turbo.jpg\|thumb\|The Porsche 944 Turbo]]

Delays: /* 1988-1992 */

2007-05-22T12:17:15Z

1988-1992

← Older revision		Revision as of 12:17, 22 May 2007
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	The 944 S2 brought an enticing option to the price lists, in the shape of the 'ClubSport', built to emulate the successful 'Turbo Cup' 944 Turbo-based racing series. The option deleted all sound-deadening, removed all electric components and included the addition of race-style bucket seats. Very few of these cars were built.		The 944 S2 brought an enticing option to the price lists, in the shape of the 'ClubSport', built to emulate the successful 'Turbo Cup' 944 Turbo-based racing series. The option deleted all sound-deadening, removed all electric components and included the addition of race-style bucket seats. Very few of these cars were built.

	Meanwhile, the 944 Turbo was generating enough sales year-on-year for Porsche to revamp the model in early 1988. The 944 Turbo had been the basis of the highly successful and highly entertaining F1-supporting 'Turbo Cup', very similar to today's 'GT3 Supercup'. A decision was made to uprate the power of the racing cars, and it was decreed that the power upgrade should be passed on to the customers. This culminated in the Porsche 944 Turbo S, known as the Turbo SE in the UK, and called 'Silver Rose' by enthusiasts. The Turbo SE (standing for Special Equipment) was manufactured with an uprated engine (with 250BHP), adjustable Koni suspension, a new 'machined' edge Design 90 alloys, forged from magnesium, front and rear anti-rollbars, 'Big Red' brakes and stiffer suspension bushes. Also, the cars were supplied in an eye-catching 'Silver Rose' metallic paint - in essence a silvery-pink hue - with a matching 'Studio' cloth interior, again in a burgandy pink. All cars featured a stylised 'Turbo' script on the wing, as a throwback to previous hyper-performance Porsches. The Turbo S ~~was~~ a huge 10% more than a standard Turbo - moving the price to greater than that of a contemporary 911 - but Porsche managed to shift over 1000 of the cars. Customer demands were met midway through 1988, as any colour from the Porsche catalogue, along with any interior option, could be specified instead of the 'Silver Rose' scheme.		Meanwhile, the 944 Turbo was generating enough sales year-on-year for Porsche to revamp the model in early 1988. The 944 Turbo had been the basis of the highly successful and highly entertaining F1-supporting 'Turbo Cup', very similar to today's 'GT3 Supercup'. A decision was made to uprate the power of the racing cars, and it was decreed that the power upgrade should be passed on to the customers. This culminated in the Porsche 944 Turbo S, known as the Turbo SE in the UK, and called 'Silver Rose' by enthusiasts. The Turbo SE (standing for Special Equipment) was manufactured with an uprated engine (with 250BHP), adjustable Koni suspension, a new 'machined' edge Design 90 alloys, forged from magnesium, front and rear anti-rollbars, 'Big Red' brakes and stiffer suspension bushes. Also, the cars were supplied in an eye-catching 'Silver Rose' metallic paint - in essence a silvery-pink hue - with a matching 'Studio' cloth interior, again in a burgandy pink. All cars featured a stylised 'Turbo' script on the wing, as a throwback to previous hyper-performance Porsches. The Turbo S cost a huge 10% more than a standard Turbo - moving the price to greater than that of a contemporary 911 - but Porsche managed to shift over 1000 of the cars. Customer demands were met midway through 1988, as any colour from the Porsche catalogue, along with any interior option, could be specified instead of the 'Silver Rose' scheme.

	The uprated power plant of the Turbo S became standard fare for the Turbo from 1989 to the end of its life. The car itself sprouted a rear bridge spoiler as well as wider Design 90 alloys. Massive discounts were offered upon all 944s from 1989, and the model was dropped altogether in the USA in 1990. The 944 range reached its climax in the summer of 1990, with the introduction of the faintly ludicrous 944 Turbo Cabriolet, using the 250BHP power plant mated to the drop-dead gorgeous Cabriolet bodyshell. The price was extortionate - very few were built in its year-long production run.		The uprated power plant of the Turbo S became standard fare for the Turbo from 1989 to the end of its life. The car itself sprouted a rear bridge spoiler as well as wider Design 90 alloys. Massive discounts were offered upon all 944s from 1989, and the model was dropped altogether in the USA in 1990. The 944 range reached its climax in the summer of 1990, with the introduction of the faintly ludicrous 944 Turbo Cabriolet, using the 250BHP power plant mated to the drop-dead gorgeous Cabriolet bodyshell. The price was extortionate - very few were built in its year-long production run.

Red marquis at 23:33, 7 February 2007

2007-02-07T23:33:41Z

← Older revision		Revision as of 23:33, 7 February 2007
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	\| Porsche CoD, [[Harm Lagaay]]		\| Porsche CoD, [[Harm Lagaay]]
	\|}		\|}
	The '''Porsche 944''' was Porsche's largest-selling front-engined coupe. The project was greenlighted in 1980, in response to dropping sales of the [[Porsche 924]]. The 944 was to feature new styling based upon the Porsche 924 Carrera GT, along with a brand-new Porsche designed and developed 2.5 litre four cylinder engine. The car was the brainchild of the newly appointed '''Peter Schutz''', the CEO of the Porsche company.		The '''Porsche 944''' was [[Porsche]]'s largest-selling front-engined coupe. The project was greenlighted in 1980, in response to dropping sales of the [[Porsche 924]]. The 944 was to feature new styling based upon the Porsche 924 Carrera GT, along with a brand-new Porsche designed and developed 2.5 litre four cylinder engine. The car was the brainchild of the newly appointed '''Peter Schutz''', the CEO of the Porsche company.

	===Immediate Success===		===Immediate Success===

Delays at 16:35, 7 February 2007

2007-02-07T16:35:30Z

← Older revision		Revision as of 16:35, 7 February 2007
Line 74:		Line 74:

	The engine itself, although not quite living up to the rife rumours of a V6, was a flat-four plant, in essence half of the Porsche 928's V8 powerplant. Particular attention was given to refinement - one of the Porsche 924's great bugbears. A breakthrough came in the form of TOP - Thermally Optimised Porsche. This was a study by the company in 1980 to find the optimum conditions for the compression ratio, air and fuel mixture, cylinder head design and ignition timing, and the 944's 2.5 litre engine was the first Porsche engine to benefit from the research. As mentioned above, the engine mounts were changed in the name of refinement, to a softer fully synthetic material, more suited to the absorption of engine-based vibrations. Overall power output of the engine was 163BHP for the European market car, and 143BHP for the USA market car. A boast for the engine was the then-remarkable 12,000 mile service intervals.		The engine itself, although not quite living up to the rife rumours of a V6, was a flat-four plant, in essence half of the Porsche 928's V8 powerplant. Particular attention was given to refinement - one of the Porsche 924's great bugbears. A breakthrough came in the form of TOP - Thermally Optimised Porsche. This was a study by the company in 1980 to find the optimum conditions for the compression ratio, air and fuel mixture, cylinder head design and ignition timing, and the 944's 2.5 litre engine was the first Porsche engine to benefit from the research. As mentioned above, the engine mounts were changed in the name of refinement, to a softer fully synthetic material, more suited to the absorption of engine-based vibrations. Overall power output of the engine was 163BHP for the European market car, and 143BHP for the USA market car. A boast for the engine was the then-remarkable 12,000 mile service intervals.
			[[image:Porsche_944_Lux.jpg\|thumb\|The Porsche 944 Lux]]
	===1985-1988===		===1985-1988===

Line 87:		Line 87:
	But the 944 was beginning to face the same fate as its predecessor - Porsche had not advanced to model quick enough to keep up with competition, and the car was very expensive for what it was, Porsche or not. Sales began to fall in 1987, and even with some sparkling limited editions in various markets, along with the new 2.7 engine, the slide proved unstoppable for the 944. A severe change was planned for the 1990s.		But the 944 was beginning to face the same fate as its predecessor - Porsche had not advanced to model quick enough to keep up with competition, and the car was very expensive for what it was, Porsche or not. Sales began to fall in 1987, and even with some sparkling limited editions in various markets, along with the new 2.7 engine, the slide proved unstoppable for the 944. A severe change was planned for the 1990s.

	===1988-1992===		===1988-1992=== [[image:Porsche_944_Turbo.jpg\|thumb\|The Porsche 944 Turbo]]

	The covers were lifted off the 944's next-generation model in early 1989, the stunningly contemporary 944 S2. Porsche, as a company, were heading into tough times and were relying on the 944 S2 and the new 911, the 964, to make enough money just to stay afloat. The new car had a development of the 944 S 16-valve engine, bored out from 2.5 litres to 3.0 litres. To cut manufacturing costs, the entire cylinder head was taken directly from the 928's V8, and the 16-valve engine provided enhanced performance with greater fuel economy over the outgoing 2.5/2.7 litre engine. A catalytic converter was fitted as standard on every S2 - regardless of destination market - and the Bosch Motronic ignition system was modified to include twin knock sensors as well as storing information which could be read, via a computer uplink, at services. Peak power was 211BHP. Upgrades to this engine occured in 1990, when the intake manifold was modified, a larger oil cooler was added and an automatic three-sensor knock controller was integrated into the ignition system.		The covers were lifted off the 944's next-generation model in early 1989, the stunningly contemporary 944 S2. Porsche, as a company, were heading into tough times and were relying on the 944 S2 and the new 911, the 964, to make enough money just to stay afloat. The new car had a development of the 944 S 16-valve engine, bored out from 2.5 litres to 3.0 litres. To cut manufacturing costs, the entire cylinder head was taken directly from the 928's V8, and the 16-valve engine provided enhanced performance with greater fuel economy over the outgoing 2.5/2.7 litre engine. A catalytic converter was fitted as standard on every S2 - regardless of destination market - and the Bosch Motronic ignition system was modified to include twin knock sensors as well as storing information which could be read, via a computer uplink, at services. Peak power was 211BHP. Upgrades to this engine occured in 1990, when the intake manifold was modified, a larger oil cooler was added and an automatic three-sensor knock controller was integrated into the ignition system.

Red marquis at 21:55, 23 January 2007

2007-01-23T21:55:26Z

← Older revision		Revision as of 21:55, 23 January 2007
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	\|- style="vertical-align:top; background:#f0f0f0;"		\|- style="vertical-align:top; background:#f0f0f0;"
	\| Designer		\| Designer
	\| Porsche CoD, Harm Lagaay		\| Porsche CoD, [[Harm Lagaay]]
	\|}		\|}
	The '''Porsche 944''' was Porsche's largest-selling front-engined coupe. The project was greenlighted in 1980, in response to dropping sales of the [[Porsche 924]]. The 944 was to feature new styling based upon the Porsche 924 Carrera GT, along with a brand-new Porsche designed and developed 2.5 litre four cylinder engine. The car was the brainchild of the newly appointed '''Peter Schutz''', the CEO of the Porsche company.		The '''Porsche 944''' was Porsche's largest-selling front-engined coupe. The project was greenlighted in 1980, in response to dropping sales of the [[Porsche 924]]. The 944 was to feature new styling based upon the Porsche 924 Carrera GT, along with a brand-new Porsche designed and developed 2.5 litre four cylinder engine. The car was the brainchild of the newly appointed '''Peter Schutz''', the CEO of the Porsche company.