“If you really want to learn and get better at anything and to have any chance of becoming an expert, you have to be willing to be uncomfortable. That’s because thinking takes effort. It involves fighting through confusion and, for most of us, that’s at least somewhat unpleasant.”
So says the closing quote in a great video by Veritasium, one of my favourite Youtube channels. If you share my goal to finish each day a little smarter than you started it, this channel is indispensable.
In his video “The Science of Thinking” (scroll down), Veritasium’s Derek Muller dives into the System 1/System 2 thinking model explored so eloquently in Daniel Kahneman’s book “Thinking Fast and Slow” and shows why learning feels hard and takes time. I’ve been struggling with this truth all week, as I set myself a project to understand more about energy.
The Origins of Energy
Today we may think of the concept of energy as fundamental to the human experience, but it’s a relatively recent arrival. Though Aristotle spoke of “energeia” in the fourth century BC, the Greek word was not directly translatable. The German mathematician and philosopher, Gottfried Wilhelm Leibniz, formulated ideas corresponding to our modern understanding of kinetic and potential energy in the 17th century, but it was not until the early part of the 19th century that Thomas Young used the term ‘energy’ in the way we mean it today.
Young’s use of the word did not gain traction and it popped up only sporadically in science until Einstein’s Theory of Special Relativity in 1905. By the time his Theory of General Relativity was published in 1916, the notion of energy was becoming widespread. But let’s go back to Leibniz.
Gottfried Wilhelm Leibniz (1646-1716)
Gottfried Wilhelm Leibniz was born in Leipzig in July 1646. His father – a professor of Moral Philosophy at the University of Leipzig – died when Gottfried was six years old, leaving his son a substantial library. In April 1661, the fourteen year-old enrolled at Leipzig, graduating with a bachelor’s degree in Philosophy just eighteen months later. He then spent another year earning a masters in the subject.
Opining that philosophy and law were connected in theory and practice, Leibniz then spent a year studying law and was awarded a bachelor’s degree in the subject in September 1665. The following year, Leipzig refused the young man’s application for a doctorate – a process that normally took three years and included a licence to practice law – so he left Leipzig and went to the University of Altdorf. The university awarded the twenty year-old with his licence and doctorate in February 1667. They also offered him an academic position, which he declined.
Leibniz’ life is an incredible story. He worked in alchemy, law and international diplomacy until a meeting with a physicist and mathematician revealed a flawed understanding of both subjects. Studying maths led to the formulation of an entirely new form of calculus and the invention of a calculating machine called the Stepped Reckoner, a model of which he presented to the Royal Society in the 1673. The Society instantly made him a member.
Period engineering struggled to manufacture the intricate machine, but restoration of his final version in the late 19th century showed that it worked. The machine survives in the Gottfried Wilhelm Leibniz library at the University of Hanover.
Leibniz vs Newton and Descartes
Leibniz was active across many areas and his work brought him into conflict with other thinkers of the time, including Newton and Descartes. Sides taken in the fallout from these disputes would lead to virtual anonymity at the time of his death, but his work has since earned significant approval.
Many of Leibniz’ ideas would not be proven until centuries later. Positioning himself against Newton, he argued that space, time and motion were relative rather than absolute. This was not settled until Einstein and the discovery of subatomic particles supported Leibniz’ theory of motion, based on the existence of both kinetic and potential energy.
Other Leibniz ideas included the molten core of the earth, the existence of an unconscious mind and the development of national insurance systems. He pre-empted game theory and information theory and is regarded as one of the first computer scientists: while researching other cultures and comparing notes on metaphysics, Leibniz read the Chinese I Ching text and reinterpreted the Ying/Yang symbol as a zero and one.
I don’t know where to stop with Leibniz: he is simply incredible. Nowadays, a person with one game-changing idea in life is granted hero status, but here is a man to match Da Vinci and yet we have scarcely heard of him. I tripped over him in a BBC video on the concept of energy, which led me to Leibniz and Emmy Noether’s theorem on the physics of symmetry. This is where my tiny brain is struggling hardest at the minute, but I am working on it.
Porsche Parts: Pure Energy
When I was first sent the photos accompanying this post, they immediately intrigued me. Shot by a famous German photographer, the images show various Porsche parts in an explosive state of animation. Echoing the two-dimensional parts diagrams all car enthusiasts will be familiar with, these energetic three-dimensional photos of Porsche parts challenge our notions of the inanimate nature of car parts and question our concept of energy in a pivotal time for consideration and conservation.
As energy cannot be created or destroyed, the energy that went into creating these parts and the energy they will generate throughout their useful life is significant. Even static, every part in these photos embodies energy that has surrounded our world since the very beginning.
We must also consider the question of the human energy invested in these parts: the design. manufacture and assembly and the creation of these incredible photographs. Energy everywhere moving from one form to another – a fascinating train of thought, especially if one has watched enough Star Wars movies. May the force be with you.
Our energy future is a significant challenge: whether we will continue to survive as a species largely depends on how we allocate our energy resources and how we choose to expend our own energy. It is important that as well as looking forward, we look back to lives such as Leibniz and Noether and are inspired by the mental energy they invested into stretching the collective consciousness and understanding of the universe.
I’ll conclude with a nod to Leipzig University’s page on the origins of energy as a concept, which I drew upon while writing this piece. “The concept of “energy” has entered common speech in ways that are often confusing and contradictory. Everyday expressions such as “energy production” or “renewable energy” contradict the energy conservation law which, as we recall, asserts that energy cannot be created or destroyed. The scientific definition of energy by the law of energy conservation also does not do much to help us understand expressions like “an energetic person”.
For an everyday working definition of “energy”, we might look back to Aristotle for inspiration. Stated simply, he said: Energy is a condition that describes the capacity to do work.”
While Aristotle’s point is a subtle one and considering the nature of energy to include creative and contemplative energy may be intolerable from a purely mathematical position, being more appreciative of energy and the increasing importance of our relationship with the concept in all of its accepted forms is paramount to our future.
If these engaging images help us to take a step back from viewing their subjects as simply constituent elements in a privileged form of personal transport and classifying them only in terms of the thrills they deliver, they will have transgressed their intended function and inspired more energy than their designers and manufacturers could have ever imagined. That is exciting on so many levels.
Photo Credits:
Bernd Ebsen – Photographer Oliver Naske – Set in Motion (Set building) Nils Emde – Splash camshaft Imagerefinery – Postproduction Tom Schönfeld – Assistant
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I recently read an interesting article in a Fast Company newsletter, sharing how engineers at Penn State University have come up with a new technique to dramatically increase the charge rate of electric vehicle batteries.
“We demonstrated that we can sufficiently charge an electrical vehicle in ten minutes to give a range of two to three hundred miles,” said Chao-Yang Wang, project lead and director of the Electrochemical Engine Centre at Penn State University. “We can do this maintaining 2,500 charging cycles, or the equivalent of half a million miles of travel.”
The new technique centres on heat. Up to now, charging rates have been limited due to degradation in lithium-ion batteries when charged at normal ambient temperatures. The research showed that deposits of lithium were forming on the battery anodes when charged at less than fifty degrees Celsius.
The researchers discouraged the plating by increasing the heat to sixty degrees C. At this temperature, batteries could be charged up to 2,500 times with no evidence of lithium plating. The same process tried at twenty degrees C showed huge degradation, with batteries showing significant deterioration due to plating after just sixty recharges.
Battery Charge Management
The symptoms seem close to the plating one finds on normal lead acid car batteries after standard charging on trickle chargers etc. Batteries left uncharged or on a low trickle charge for months can build up deposits of lead sulphate on the plates that permanently degrade the performance, with a marked increase in degradation in lower temperatures.
Owners can mitigate the effects of this plating by using battery chargers with charge management programmes, that vary the amount of voltage being fed into the battery. I have CTEK, Optimate and Facom smart chargers but there are plenty of others to choose from.
I got into using charge management devices when the kids were younger and I had an American motorhome/RV fitted with Elecsol carbon fibre leisure batteries. NLA nowadays, these batteries were efficient and lasted longer when maintained with a CTEK charger while the camper was stored between trips. Ambient temperatures had a noticeable impact on performance.
The current charge times for a 300-mile range on the typical EV are said to be about 50 minutes, meaning that Penn Sate has cut the charge rate by some 80%. The mind boggles as to what other developments across this technology may eventually be capable of bringing to EVs and the rest of our tech.
There are some big family birthdays this month. My eldest sister turns fifty tomorrow and youngest daughter is fifteen in a fortnight. Between the two is a big birthday for Norbert Singer, the most celebrated race engineer in Porsche history.
It’s no coincidence that Singer is a name now known for a certain type of 911s. Singer founder, Rob Dickinson, is one of the many Norbert Singer superfans. Recordings of my first interview with Rob where he talks about the genesis of his company feature a geekish delight in the fact that Rob was both a successful singer and a disciple of Singer the designer.
Big ideas in Bohemia
On November 16, 1939, Norbert Singer was born in Eger in the Sudetenland, one year after Hitler had reclaimed the disputed region split from Germany as part of the creation of Czechoslovakia in the Treaty of Versailles.
Having annexed neighbouring Austria in March 1938, Hitler called for a plebiscite across the Sudeten Mountains of northern Czechoslovakia, to allow the millions of German-speaking Sudeten Germans who had been “trapped” by the creation of Czechoslovakia to decide their own fate, threatening invasion if the request was ignored and building a force of some 750,000 soldiers along the Czech border.
To avoid war, England and France acquiesced to the demands as part of the appeasement set out in the Munich Agreement and convinced the Czech government to cede the territory. Hitler sent the Wehrmacht into the Sudetenland the day after the agreement was signed, on October 1st, 1938. Six months later, he invaded the rest of the country.
German expansionism (known as Lebensraum or ‘space to live’) was the climate that welcomed young Singer in November 1939. Eger (now Cheb in the Czech Republic) was again part of Germany and feeling good about life: it was time to think big and plan for the future.
Norbert was all about the future: he grew up fascinated with space travel and dreamed of a career as a rocket engineer. He watched a lot of racing through his university years studying aerospace and automotive engineering in Munich and saw Jim Clark race at the Monaco Grand Prix. A professor convinced him on the idea that “rocket engineering is for Americans: in Germany we are all about cars”.
No letter from Porsche
Singer learned that Porsche was looking for engineers, but his father was not convinced that the small sports car firm would be Norbert’s best option. Other small firms were all going under: what hope could Porsche have of being any different? Singer’s fascination almost came to nothing as, after interviewing with Porsche, he heard no more until a phone call in early March 1970, asking why he hadn’t turned up for his first day at work. Stuttgart had neglected to send the letter confirming his appointment.
He turned up for his second day and was immediately set to work on simplifying the 917’s fuel system, under the leadership of Ferdinand Piëch. After that it was gearbox cooling, then aerodynamics. The 917 won its first Le Mans later that year and Singer began to build a reputation. His work on the 911 RSR took the car to victory, as it did with the RSR Turbo, the 935 and the famous 936. But it was the 956 that really put Norbert on the map.
Following the introduction of the Group C regulations in 1982, Singer proved his tremendous ability as an aerodynamicist, providing Porsche’s new Group C car with exceptional ground effect. The car’s winning sure-footedness came from a special underbody design with air ducts and the legendary “Singer dent”, but Norbert notes that success was not guaranteed.
Norbert Singer: “You can trip up over your own feet”
“I was cautious going into the race,” recalls the chief engineer. “The 956 was a completely new car. You can’t go into every race saying, Hurray, we’re going for the win! You have to see how things go – getting through 24 hours is no easy task. This win was perfect and actually somewhat surprising. We had taken our job very seriously. A few years before that we had made a mistake.
“In 1979, Ernst Fuhrmann was still with Porsche and he said to us engineers, ‘What do you say if we drive Le Mans this year? There’s practically no competition.’ Basically, we just had to show up and walk off with the victory. And what happened? We didn’t reach the finish line with either car – we lost even without competition. You can trip over your own feet as well. Having experienced that, I really enjoyed the win in 1982. The 956 went straight into the museum. It’s the car that hangs from the ceiling.”
The 956 and its successor, the 962C, won five driver titles, three manufacturer titles and two team world championships between 1982 and 1986, also clocking up seven overall victories at Le Mans. From 1970 to 1998, Singer played significant roles in all of Porsche’s race wins at Le Mans with the 917, 935, 936, 965, 962C, WSC Spyder and 911 GT1 98.
Until his retirement in 2004, Norbert Singer was the project manager for most of Porsche’s racing cars. After leaving Porsche, he continued to consult with customer race teams, also serving as an advisor to ACO: the Le Mans race organisers. Singer’s knowledge of Porsche racing history has also proved invaluable to the factory when restoring original race cars, such as 917 chassis number 001 or 965 number 005.
Porsche says that Singer has been lecturing at Esslingen University since 2006 and continues to do so. Whatever he is up to these days, his place at the top table of Porsche history is without question and it is a delight to see him reach the grand age of eighty. Happy birthday Norbert!
Ten years ago today, photographer Jamie Lipman and I drove 60 miles from Ventura in California to Mulholland Drive in Los Angeles. It was my first trip to LA and I was driving my own 911: an SC Coupe that I had bought on Craigslist a few months before.
Our destination was the Bel Air Presbyterian Church: a vast structure built in the mid-fifties on a ridge overlooking Burbank Airport, the San Fernando Valley and Hollywood. The view was entirely appropriate, as we were en route to meet a new star.
RGruppe hot rodder and owner of what was then the world’s coolest early 911, Rob Dickinson, had emailed a few weeks previously, asking if Jamie and I would do the first story on his brand new creation, presenting it to Porsche enthusiasts before it was launched to a wider audience. I was well up for that and arranged a magazine cover. I found some space in the schedule for a run to LA and waited for the day to arrive.
We spent a few days shooting various Porsches in and around San Francisco before driving to Ventura for the Porsche show there. The hotel and showground was packed out with RGruppe friends and family, and everyone wanted to talk about our date with Singer. Most people had an opinion and it was not all complimentary. But they all loved Rob.
The Zuffenhaus boys (who had supplied the wheels) and Harvey Weidman (master wheel refinisher) were also in town showing their RSR brakes and steering wheels. They shared great insight on the attention to detail that went in to getting the stance just right.
The designer had put a lot of thought into his creation and I was looking forward to seeing it. I was also excited that we’d been given the first proper feature: many big-name journos have covered it since, but we had been covering the underground in an interesting way and Rob was one of the taste makers. So getting this story was cool.
How to shift a culture
If you want to shift a cultural mindset, the best place to start is where people are open to shifts. I’m Irish, Jamie’s English and we expressed our ideas in an anglocentric way. We did sell our work overseas, but the primary outlets were British titles. Rob is obviously British and was steeped in the culture. The country that had birthed Monty Python and Punk was likely to click with where he was coming from.
Selling my output across the world, I’ve found that there’s a big difference in how ‘British’ car writers are regarded: look at Chris Harris and Henry Catchpole’s subscriber counts and read the feedback on their work to see the evidence of this. A lot of the people around Singer are British or some way Anglophile and the latest cars have had a lot of engineering in Britain. We will revisit this another time, but, to me, there is a clear public perception of a link between British creatives and a taste for new things.
From 2008-2012, our work covered (mainly RGruppe) modified cars in what up to then had been a sea of conservative content. RGruppe was widely regarded as mould breaking and this marked us out as a fit for Rob’s work. We didn’t have the reach of the big boys – it took me very little time to reject that path – but we were exploring and reporting the fringes of Porsche culture in an authentic way, had an idea of market tastes at a certain level and were likely to provide a warm welcome for the mould-breaking 911.
Three Types of People
In a Seth Godin podcasts called “Anthems, Pledges and Change”, the marketing thought leader explores how there has been substantial pushback over the years in response to certain interpretations of the American national anthem. Seth cites the examples of Aretha Franklin and Jose Feliciano: popular stars of their day who were vilified when they took the national anthem off piste. His podcast gets right to the heart of it.
“There are three kinds of people in every community: three kinds of people in every area of interest: at every event. One kind of person doesn’t want things to change. They’ve been sitting in the same seat at Yankee Stadium since it was built. They go to the baseball game because baseball doesn’t change.
“The second kind of person – the masses – they want to do what everybody else is doing. And the third kind of person is the early adopter: the neophyte, the neophiliac. They’re looking for something that’s new. One way we can define a cultural touchstone – a place, an event – is by the percentage of the three that are in the room.
“So, if you go to the Consumer Electronics Show in Las Vegas, it is filled to the top with people who want to know what’s new. But if you listen to America’s Top 40 on the radio, or watch CBS, you’re probably going to see a programme director who is obsessed with the masses. The reason you are listening or watching is to see what everybody else is seeing.
“And then you’ve got events and organisations and moments where most of the people there are laggards: they want it to stay the same. And it turns out that anthems and pledges are a really good place to find this sort of person.”
Anthems and pledges play a big part in American society, and in mainstream Porsche culture. The fear that what one is doing will be regarded by so-called peers as freakish or culturally unacceptable is what paralyses so many potential cultural shifts. Things that are initially mould breaking are often later paralysed by rampant conservatism as the masses move in.
Control of the Narrative
When Aretha Franklin was scorned for her rendition of the American national anthem, it was laggard-linked masses dictating the narrative. Those people did not want change. A fearful percentage wanted the status quo to prevail, their noise via letters and phone calls was interpreted as a majority and fear of destruction within media platforms dictated the coverage.
The same thing playa out on a grand scale in mass media coverage of social upheavals. Fearful masses swing towards the way it has always been and the mass media coverage follows accordingly. Defence against all discourse that might force social change begins with control of the narrative: look at 1930s Germany, what is happening in Turkey or the tone of mainstream British media in recent years. Look at how racism or oppression in parts of a country can be perpetuated by parents and grandparents: control of the narrative is key.
The interesting thing I see in Singer ten years ago – and I think a large part of how it turned the Porsche world on its head – was not its philosophy or styling, but the founder’s awareness of narrative. This was before he ever had media professionals involved. Nowadays, Singer feels carefully manicured, but this was just Rob on his own.
An early career in creativity – writing and recording music – and an understanding of how his work had been reported and reviewed gave Rob a valuable media consciousness. He placed his first product where he felt the change would be received impartially and given a chance. Starting at the fringes, it worked towards the centre. Building support amongst neophytes first, it infiltrated modified consciousness and became the masses’ gold standard.
At the core of the “we do it like this – we have always done it like this” Porsche sensibility, the arrival of Singer was controversial. Ten years later, it’s still a bit thorny. A lengthy disclaimer at the foot of the Singer home page testifies to some of the grief it went through at launch. But, as with anything that fights to exist for a decade, the brand has become a default.
For some, it is the default aesthetic for a hot rod Porsche: not amongst diehard enthusiasts, but without doubt for swathes of the masses. The cultural energy unleashed by Singer proved more than enough to power a movement and turned a culture on its head, shifting the way people looked at air-cooled 911s.
Singer: the catalyst
In 2009, the idea that Porsche would wrap its arms around a backstreet hot rodder like Magnus was highly unlikely. Thoughts that an £8k 911 SC would one day be worth five or six times that would have been ludicrous. When the 4-litre RS was launched in 2009, a tripling in price after launch was something that no one could imagine. Certainly I couldn’t see it and I was up to my neck in this stuff.
An awful lot changed in a short space of time. The bank crash put asset investment back on the map and classic Porsches were interesting. They were increasingly marketed as hand-built, time-warp artefacts. Now part of Volkswagen, Porsche was selling mostly SUVs, but the marketing value of the origin story and passion amongst grassroots enthusiasts began to materialise. If you had an interesting origin story, the media wanted to hear it and masses began to lean into it. Porsche began to lever grassroots passions to remind SUV buyers of sports car traditions and associated characters reinforcing that story became more important.
If one looks back at how this trend developed, it is impossible to discount Singer as a significant part of the catalyst. As the cultural shift began to take hold, partly centred on what Singer was doing, people who came to the brand with some media experience took over its origin story, designers amped up the style, the builders eventually sorted the dynamics. All these combined to deliver a compelling narrative. The confluence of its ingredients told a unique story and so it remains.
If you want to own a Singer (or, as legals prefer to call it, a Porsche 911 reimagined by Singer), you can’t build one in your shed: either you buy one or have something else. Only Aretha could sing the anthem like that and only Singer can build you a Singer. Today, that sounds obvious, but it took ten years to get here. Where will we be in another ten years?
I got into a conversation with a friend today about scattering ashes. I’ve written about what led up to the chat and what’s happened since, but it may be too deep for a Thursday. I’ll share it another time.
It was a fun conversation. He was talking about how they scattered his dad’s ashes in a river: a strange will request, as his dad hated water and couldn’t swim. When they shook the ashes over the surface of the water, they did not float off on the current but sank straight to the bottom. “That’s aquaphobia at DNA level,” I said. “Even as ashes, he still couldn’t swim.”
Just as it’s impossible for us to sidestep our genetic building blocks, a new and interesting video on the GT3 Touring shows how closely the latest 911s remain tied to the old. The Touring is a spoilerless GT3 with a manual gearbox and all who have driven it have raved about its engine and its energy. A 9,000 redline gives it aural appeal, while the unspoilered tail brings us back in time to the first of the flared-arch, flat-tailed impact bumper cars. How it behaves under duress on track could not be more impact bumper.
Driving the Porsche is Andy Pilgrim. Born in Britain, Andy studied computer programming in the UK and then moved off to Michigan for a job with GM in Detroit. Arriving in the US with just one hundred bucks in his pocket (sounds pretty familiar), he programmed software for $12,000 a year before moving down south for better money and racing.
Working hard, he eventually saved enough cash to do a bit of racing and ended up making a name for himself. His career developed through Formula Renault into GT cars. He has raced many Porsches: at Le Mans alongside Stephane Ortelli and Sebring and Pikes Peak with Alan McNish, amongst others. He now runs a road safety school to make up for the below-par American driving test and teach kids how to drive safely, has driven with Patrick Long and Tim Pappas at Black Swan Racing and also instructs at NCM Motorsport Park in Bowling Green, Kentucky: not too far from my family in Lexington.
Andy also works with Automobile Magazine, and his latest video for their Youtube channel takes a GT3 Touring in beautiful Sapphire Blue Metallic on track in Kentucky. The run down the half-mile straight perfectly illustrates the Touring’s main selling point – the 4-litre engine – but the hot laps show how a Touring can bite. Scroll down for the video.
Physics: Modern v Classic
“It’s a very cold day here at NCM Motorsport Park and I’m trying to warm the tyres up as I wanted to give it a shot at a hot lap.” As the Pilgrim ploughs down the main straight and turns right into turn one, the rear of the car drifts left and Andy corrects, catches it, corrects again and catches that before the third swing kicks in. The behaviour will be familiar to anyone who has ever experienced an old 911 on track: it’s the laws of physics at work. The age of the thing trying to wrap up the physics doesn’t matter so much.
Porsche let Andy keep the car for a few more days until the weather warmed up and he did set a hot lap. Deciding not to change up ahead of some corners to hold on to the gear for the exit, he hits rev range one several times on the lap, but that Florida-registered demo has seen some action on Youtube and in print. No doubt the next owner will get a full warranty.
“Have to use all the road on this one. You’re going to see quite a lot of oversteer correction,” says Andy on his lap. “The Touring does not have all the downforce of the regular GT3: the regular GT3 has 150 lbs of downforce at 124 mph and the Touring has about 50 lbs of downforce.” The car sets a 2:11.8 in the cold: seven-tenths slower than a PDK GT3 over a fairly long lap, which I think is pretty good going.
“The GT3 Touring is kind of a split personality,” concludes Andy. “On track, it took all of my skill to get a really good laptime out of the car and it actually reminded me in a throwback way to the Porsche 911s I drove on track twenty years ago. They let you know there was a lot of weight back there and you used to not have a lot of downforce to help you.
“Well, welcome to the Touring: it doesn’t have a whole lot of downforce. But, on the street? I tell ya, it’s just such a joy to drive any GT3, but this one without the wing is a little more understated. If it’s not the best 911 you can buy today, it’s gotta be one of the top three.
None of my first 911s had spoilers and I can vividly remember my first high-speed drive in a friend’s ’86 3.2 Carrera with rear spoiler down the A43 near Silverstone. Hitting 130 mph in that car was completely different to my no spoiler SC Cabriolet at the same speed. I changed to a Carrera 3.0 Coupe soon after, fitted an early Turbo rear tail and have never taken it off.
Days of 120-130 mph as a regular thing on UK roads are well behind us now so spoilers may be once again irrelevant. A no-spoiler GT3 Touring would be on my list if I had the money to spend. From roughly £200k in their honeymoon period after launch, the cars are now showing somewhere around the £165k mark as used sales versus a base cost new of about £115k.
Expect to see them getting cheaper still. 991 GT3s with a few miles now start around £100k or so and, while Tourings won’t get quite that cheap anytime soon, there are always more cars for buyers to chase. Tourings will keep coming back to the market and get a little cheaper as new models supersede them. Nevertheless, they are emotional. I envy anyone who gets to drive one of these cars every day.
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Ferdinand blogs my freelance adventure with Porsche at the centre. To support the blog or engage with me in other ways, you can:
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